Air-conditioning thermal management system for battery electric vehicle, and battery electric vehicle

Abstract

Disclosed in the present application are an air-conditioning thermal management system for a battery electric vehicle. The air-conditioning thermal management system for a battery electric vehicle comprises a first liquid circulation assembly, a second liquid circulation assembly, and a control valve assembly. The first liquid circulation assembly comprises a first heat exchange condenser (12), and the first liquid circulation assembly can form a first closed loop. The second liquid circulation assembly comprises a heater core (21) and a first circulation pump (22). The first heat exchange condenser (12), the heater core (21) and the first circulation pump (22) can form a series loop. The control valve assembly comprises a first control valve (3) and a second control valve (4), wherein an input end of the first control valve (3) is in communication with a second output end of the heater core (21), and an output end of the second control valve (4) is in communication with a second input end of the first circulation pump (22).

Description

Air conditioning thermal management system for pure electric vehicles and pure electric vehicles

[0001] Cross-reference to related applications

[0002] This application claims priority to patent application No. 202410700976.3, filed on May 31, 2024, entitled "Air Conditioning Thermal Management System for Pure Electric Vehicles and Pure Electric Vehicles", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of vehicle technology, and in particular to air conditioning thermal management systems for pure electric vehicles and pure electric vehicles. Background Technology

[0004] In recent years, energy shortages and environmental pollution have spurred the rapid development of energy-saving and environmental protection technologies. In today's energy structure, the total amount and proportion of electricity are constantly increasing, which has also driven the development of pure electric vehicles, bringing attention to energy-saving and thermal management technologies for these vehicles.

[0005] The thermal management system of pure electric vehicles must consider the cooling and heating needs of the passenger compartment, while also ensuring adequate thermal management of the battery and motor, and maximizing the vehicle's driving range. Current pure electric vehicle thermal management systems typically utilize heat exchange to heat the passenger compartment using the heat from the battery or motor, and to cool the passenger compartment using coolant flowing through the coolant flow path. Although waste heat from the battery and motor can be utilized, current pure electric vehicle air conditioning thermal management systems involve numerous on / off valves and three-way valves, resulting in a complex structure. Furthermore, the method of utilizing waste heat from the battery and motor needs improvement, and the functional diversity of the pure electric vehicle air conditioning thermal management system also needs to be enhanced.

[0006] Summary of the Invention

[0007] This application aims to provide a pure electric vehicle air conditioning thermal management system and a pure electric vehicle, in order to solve the aforementioned problems existing in the prior art of pure electric vehicle air conditioning thermal management systems.

[0008] The following technical solution is adopted in this application:

[0009] The air conditioning thermal management system for pure electric vehicles includes:

[0010] A first liquid circulation assembly, comprising a compressor, a first heat exchange condenser, and a heat exchange thermostat, wherein the compressor, the first heat exchange condenser, and the heat exchange thermostat can form a first interconnected loop;

[0011] The second liquid circulation assembly includes a warm air core and a first circulation pump. The heat exchange channel of the first heat exchange condenser, the input end of the warm air core, the first output end of the warm air core, the first input end of the first circulation pump, and the output end of the first circulation pump can form a series circuit.

[0012] A control valve assembly, comprising a first control valve and a second control valve, wherein one input terminal of the first control valve is connected to the second output terminal of the heater core, and one output terminal of the second control valve is connected to the second input terminal of the first circulation pump.

[0013] The first control valve and the second control valve are configured to at least: adjust the second output end of the heater core, the heat exchange channel of the battery, the heat exchange channel of the heat exchange thermostat, and the heat exchange channel of the motor to form a series circuit; adjust the second output end of the heater core, the heat exchange channel of the battery, the heat exchange channel of the heat exchange thermostat, the heat exchange channel of the motor, and the second input end of the first circulation pump to be connected; adjust the heat exchange channel of the battery to be connected in parallel to the branch formed by the heater core and the first circulation pump; adjust the heat exchange channel of the motor to be connected in parallel to the branch formed by the heater core and the first circulation pump; adjust the heat exchange channel of the battery and the heat exchange channel of the heat exchange thermostat to form a series circuit; adjust the heat exchange channel of the motor and the heat exchange channel of the heat exchange thermostat to form a series circuit; adjust the heat exchange channel of the battery to form a self-circulating circuit; and adjust the heat exchange channel of the motor to form a self-circulating circuit.

[0014] According to some embodiments of this application, the first control valve includes a first interface, a second interface, a third interface, and a fourth interface that are sequentially spaced apart along the circumferential direction, and any two adjacent interfaces among the first interface, the second interface, the third interface, and the fourth interface can be connected.

[0015] The second output end of the heater core is connected to the first interface, the heat exchange channel of the battery is connected to the second interface, the heat exchange channel of the heat exchange thermostat is connected to the third interface, and the heat exchange channel of the motor is connected to the fourth interface.

[0016] According to some embodiments of this application, the second control valve includes a fifth interface, a sixth interface, a seventh interface, an eighth interface, and a ninth interface that are sequentially spaced along the circumference. The fifth interface can selectively communicate with the sixth interface or the seventh interface adjacent to it. When the fifth interface is communicated with the sixth interface, the seventh interface can selectively communicate with or disconnect from the eighth interface, or the ninth interface, or the eighth interface and the ninth interface. When the fifth interface is communicated with the seventh interface, the sixth interface can selectively communicate with or disconnect from the eighth interface, or the ninth interface, or the eighth interface and the ninth interface.

[0017] The heat exchange channel of the heat exchanger is also connected to the fifth interface, the heat exchange channel of the battery is also connected to the sixth interface, the heat exchange channel of the motor is also connected to the seventh interface, the second input end of the first circulating pump is connected to the eighth interface, and the second output end of the heater core is also connected to the ninth interface.

[0018] According to some embodiments of this application, the second liquid circulation assembly further includes a first switching valve, which is disposed on a series circuit formed by the heat exchange channel of the first heat exchange condenser, the input end of the heater core, the first output end of the heater core, the first input end of the first circulation pump, and the output end of the first circulation pump, and the first switching valve is distributed on the pipeline connecting the first output end of the heater core and the heat exchange channel of the first heat exchange condenser.

[0019] According to some embodiments of this application, the second liquid circulation assembly further includes an electric heater, which is disposed in a series circuit formed by the heat exchange channel of the first heat exchange condenser, the input end of the warm air core, the first output end of the warm air core, the first input end of the first circulation pump, and the output end of the first circulation pump. The electric heater can heat the liquid flowing into the warm air core.

[0020] According to some embodiments of this application, a second circulation pump is provided on the pipeline connecting the first control valve and the heat exchange channel of the battery; or, a second circulation pump is provided on the pipeline connecting the second control valve and the heat exchange channel of the battery.

[0021] According to some embodiments of this application, a third circulation pump is provided on the pipeline connecting the first control valve and the heat exchange channel of the motor; or, a third circulation pump is provided on the pipeline connecting the second control valve and the heat exchange channel of the motor.

[0022] According to some embodiments of this application, the first liquid circulation assembly further includes a one-way flow assembly and an evaporator, the compressor and the first heat exchange condenser form a main path, the heat exchange thermostat forms a first connecting branch, the one-way flow assembly forms a second connecting branch, and the evaporator forms a third connecting branch;

[0023] The first connecting branch, the second connecting branch, and the third connecting branch are distributed in parallel. The first connecting branch and the main road form the first connecting loop, the second connecting branch and the main road form the second connecting loop, and the third connecting branch and the main road form the third connecting loop.

[0024] According to some embodiments of this application, the first liquid circulation assembly further includes a second switching valve, the input end of which is connected to the output end of the first heat exchange condenser, and the output end of which is connected to the upstream of the second connecting branch and the upstream of the third connecting branch.

[0025] According to some embodiments of this application, the one-way flow component includes a first one-way valve, the input end of the first one-way valve being connected to the upstream of the second connecting branch, and the output end of the first one-way valve being connected to the downstream of the second connecting branch.

[0026] According to some embodiments of this application, the first liquid circulation assembly further includes a first electronic expansion valve and a gas-liquid separator. The gas-liquid separator and the first electronic expansion valve are both disposed in the main passage. The gas-liquid separator is distributed upstream of the compressor, and the first electronic expansion valve is distributed downstream of the first heat exchange condenser.

[0027] According to some embodiments of this application, the first liquid circulation assembly further includes a second heat exchange condenser, which is disposed in the main passage and distributed downstream of the first heat exchange condenser.

[0028] According to some embodiments of this application, the first liquid circulation assembly further includes a second electronic expansion valve, which is disposed in the first connecting branch and distributed upstream of the heat exchanger.

[0029] According to some embodiments of this application, the first liquid circulation assembly further includes a third switching valve and a third electronic expansion valve, both of which are disposed in the third connecting branch. The third electronic expansion valve is distributed upstream of the evaporator, and the third switching valve is distributed downstream of the evaporator.

[0030] Pure electric vehicles, including the aforementioned pure electric vehicle air conditioning thermal management system.

[0031] The beneficial effects of this application are:

[0032] This application provides a thermal management system for air conditioning in a pure electric vehicle and a pure electric vehicle. In this thermal management system, the compressor, the first heat exchange condenser, and the heat exchange thermostat form a first connected circuit. The heat exchange channel of the first heat exchange condenser, the input end of the heater core, the first output end of the heater core, the first switching valve, the first input end of the first circulation pump, and the output end of the first circulation pump form a series circuit. By controlling the first control valve and the second control valve, the heat generated by the battery, or the heat generated by the motor, or a combination of the heat generated by the battery and the motor, can be used to heat the heater core, thereby enabling the heater core to be heated by the heat generated by the battery or the heat generated by the motor. The heat generated by the motor, or the heat generated by the battery and the heat generated by the motor, can directly heat the heater core. This allows the heat generated by the motor to directly heat the battery and the heater core, or the heat generated by the motor to directly heat only the battery. Furthermore, it allows the use of heat generated by the battery, or the heat generated by the motor, or both the heat generated by the battery and the heat generated by the motor to be stopped during a cold start of the vehicle. Compared with existing technologies, this pure electric vehicle air conditioning thermal management system further enhances the diversity of ways to utilize the heat generated by the battery and the motor while simplifying the structure.

[0033] Secondly, the heating effect can be effectively improved by using the heat generated by the battery, the heat generated by the motor, or a combination of both to directly heat the heater core, or by using the heat generated by the motor to directly heat the battery and the heater core, or by using the heat generated by the motor to directly heat only the battery. This improves the utilization rate and efficiency of the heat generated by the battery and the heat generated by the motor, thereby enhancing the performance of the air conditioning thermal management system of the pure electric vehicle and extending the lifespan of the motor and battery. Attached Figure Description

[0034] Figure 1 is a schematic diagram of the air conditioning thermal management system for pure electric vehicles provided in an embodiment of this application;

[0035] Figure 2 is a partial structural schematic diagram of Figure 1;

[0036] Figure 3 is a partial structural schematic diagram of Figure 1;

[0037] Figure 4 is a schematic diagram of the heating principle of the air conditioning thermal management system for pure electric vehicles provided in the embodiments of this application;

[0038] Figure 5 is a schematic diagram of the heating principle of the air conditioning thermal management system for pure electric vehicles provided in the embodiments of this application;

[0039] Figure 6 is a schematic diagram of the heating principle of the air conditioning thermal management system for pure electric vehicles provided in the embodiments of this application;

[0040] Figure 7 is a schematic diagram of the heating principle of the air conditioning thermal management system for pure electric vehicles provided in the embodiments of this application;

[0041] Figure 8 is a schematic diagram of the heating principle of the air conditioning thermal management system for pure electric vehicles provided in the embodiments of this application;

[0042] Figure 9 is a schematic diagram of the heating principle of the air conditioning thermal management system for pure electric vehicles provided in the embodiments of this application;

[0043] Figure 10 is a schematic diagram of the cooling principle of the air conditioning thermal management system for pure electric vehicles provided in an embodiment of this application;

[0044] Figure 11 is a schematic diagram of the cooling principle of the air conditioning thermal management system for pure electric vehicles provided in an embodiment of this application;

[0045] Figure 12 is a schematic diagram of the cooling principle of the air conditioning thermal management system for pure electric vehicles provided in the embodiments of this application.

[0046] Figure 13 is a schematic diagram of the cooling principle of the air conditioning thermal management system for pure electric vehicles provided in the embodiments of this application.

[0047] Figure 14 is a schematic diagram of the cooling principle of the air conditioning thermal management system for pure electric vehicles provided in the embodiments of this application.

[0048] In the picture:

[0049] 11. Compressor; 12. First heat exchange condenser; 13. Heat exchange thermostat; 14. Evaporator; 15. Second switching valve; 16. First check valve; 17. First electronic expansion valve; 18. Gas-liquid separator; 19. Second heat exchange condenser; 110. Second electronic expansion valve; 111. Third switching valve; 112. Third electronic expansion valve; 113. Second check valve; 114. Fourth switching valve;

[0050] 21. Warm air core; 22. First circulation pump; 23. First switching valve; 24. Electric heater; 25. Second circulation pump; 26. Third circulation pump; 27. Battery; 28. Motor;

[0051] 3. First control valve; 31. First port; 32. Second port; 33. Third port; 34. Fourth port;

[0052] 4. Second control valve; 41. Fifth port; 42. Sixth port; 43. Seventh port; 44. Eighth port; 45. Ninth port;

[0053] 51. First connecting branch; 52. Second connecting branch; 53. Third connecting branch; 54. Main road access. Detailed Implementation

[0054] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the application and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present application, not the entire structure.

[0055] In the description of this application, unless otherwise expressly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0056] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0057] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0058] This application provides a thermal management system for air conditioning in pure electric vehicles, as shown in Figures 1-9. The system includes a first liquid circulation assembly, a second liquid circulation assembly, and a control valve assembly. The first liquid circulation assembly includes a compressor 11, a first heat exchange condenser 12, and a heat exchange thermostat 13. The compressor 11, the first heat exchange condenser 12, and the heat exchange thermostat 13 form a first connected circuit. The second liquid circulation assembly includes a heater core 21, a first circulation pump 22, and a first switching valve 23. The heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first switching valve 23, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 form a series circuit. The control valve assembly includes a first control valve 3 and a second control valve 4. One input end of the first control valve 3 is connected to the second output end of the heater core 21, and one output end of the second control valve 4 is connected to the second input end of the first circulation pump 22. The first control valve 3 and the second control valve 4 are configured to at least: adjust the second output end of the heater core 21, the heat exchange channel of the battery 27, the heat exchange channel of the heat exchange thermostat 13, and the heat exchange channel of the motor 28 to form a series circuit; adjust the second output end of the heater core 21, the heat exchange channel of the battery 27, the heat exchange channel of the heat exchange thermostat 13, the heat exchange channel of the motor 28, and the second input end of the first circulation pump 22 to be connected; adjust the heat exchange channel of the battery 27 and... A branch circuit is connected to the heater core 21 and the first circulating pump 22; the heat exchange channel of the adjustable motor 28 is connected in parallel to the branch circuit formed by the heater core 21 and the first circulating pump 22; the heat exchange channel of the adjustable battery 27 and the heat exchange channel of the heat exchange thermostat 13 form a series circuit; the heat exchange channel of the adjustable motor 28 and the heat exchange channel of the heat exchange thermostat 13 form a series circuit; the heat exchange channel of the adjustable battery 27 forms a self-circulating circuit; the heat exchange channel of the adjustable motor 28 forms a self-circulating circuit.

[0059] In this pure electric vehicle air conditioning thermal management system, the compressor 11, the first heat exchange condenser 12, and the heat exchange thermostat 13 can form a first connected circuit. The heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first switching valve 23, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 can form a series circuit. By controlling the first control valve 3 and the second control valve 4, the heat generated by the battery 27, or the heat generated by the motor 28, or the heat generated by the battery 27 and the motor 28, can be used to heat the heater core 21 through heat exchange between the first heat exchange condenser 12 and the heat exchange thermostat 13, thereby enabling the heat generated by the battery 27 to be used for heating. The heat generated by the motor 28, or the heat generated by the battery 27 and the heat generated by the motor 28, can directly heat the heater core 21. This allows the heat generated by the motor 28 to directly heat the battery 27 and the heater core 21, or allows the heat generated by the motor 28 to directly heat only the battery 27. Furthermore, it allows the use of the heat generated by the battery 27, or the heat generated by the motor 28, or both the heat generated by the battery 27 and the heat generated by the motor 28 to be stopped during a cold start of the vehicle. Compared with existing technologies, this pure electric vehicle air conditioning thermal management system further enhances the diversity of ways to utilize the heat generated by the battery 27 and the heat generated by the motor 28 while simplifying the structure.

[0060] Secondly, the heating effect can be effectively improved by using the heat generated by the battery 27, the heat generated by the motor 28, or the heat generated by both the battery 27 and the motor 28 to directly heat the heater core 21, or by using the heat generated by the motor 28 to directly heat the battery 27 and the heater core 21, or by using the heat generated by the motor 28 to directly heat the battery 27. This can effectively improve the utilization rate and efficiency of the heat generated by the battery 27 and the heat generated by the motor 28, thereby effectively improving the performance of the air conditioning thermal management system of the pure electric vehicle and extending the service life of the motor 28 and the battery 27.

[0061] As shown in Figures 1 and 2, the first control valve 3 includes a first interface 31, a second interface 32, a third interface 33, and a fourth interface 34, which are distributed circumferentially at intervals. Any two adjacent interfaces 31, 32, 33, and 34 can be connected. The second output end of the heater core 21 is connected to the first interface 31, the heat exchange channel of the battery 27 is connected to the second interface 32, the heat exchange channel of the heat exchange thermostat 13 is connected to the third interface 33, and the heat exchange channel of the motor 28 is connected to the fourth interface 34.

[0062] As shown in Figures 1 and 3, the second control valve 4 includes a fifth interface 41, a sixth interface 42, a seventh interface 43, an eighth interface 44, and a ninth interface 45, which are distributed circumferentially at intervals. The fifth interface 41 can selectively connect to either the sixth interface 42 or the seventh interface 43 adjacent to it. When the fifth interface 41 is connected to the sixth interface 42, the seventh interface 43 can selectively connect to or disconnect from the eighth interface 44, or the ninth interface 45, or both the eighth and ninth interfaces 44. When the fifth interface 41 is connected to the seventh interface 43, the sixth interface 42 can selectively connect to or disconnect from the eighth interface 44, or the ninth interface 45, or both the eighth and ninth interfaces 45. The heat exchange channel of the heat exchange thermostat 13 is also connected to the fifth interface 41, the heat exchange channel of the battery 27 is also connected to the sixth interface 42, the heat exchange channel of the motor 28 is also connected to the seventh interface 43, the second input end of the first circulating pump 22 is connected to the eighth interface 44, and the second output end of the heater core 21 is also connected to the ninth interface 45.

[0063] As shown in Figures 1 and 4-9, the second liquid circulation assembly further includes a first switching valve 23. The first switching valve 23 is disposed in a series circuit formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22. The first switching valve 23 is distributed on the pipeline connecting the first output end of the heater core 21 and the heat exchange channel of the first heat exchange condenser 12. This configuration, in conjunction with the first control valve 3 and the second control valve 4, enables the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first switching valve 23, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 to form a series circuit. This allows the heat generated by the battery 27, or the motor 28, or a combination of the heat generated by the battery 27 and the motor 28, to be utilized through heat exchange between the first heat exchange condenser 12 and the heat exchange thermostat 13. The heating core 21; secondly, it is used in conjunction with the first control valve 3 and the second control valve 4 to enable the heat exchange channel of the first heat exchange condenser 12, the input end of the heating core 21, the second output end of the heating core 21, the heat exchange channel of the battery 27, or the heat exchange channel of the motor 28, or the heat exchange channel of the battery 27 and the heat exchange channel of the motor 28 to form a series circuit, so that the heat generated by the operation of the battery 27, or the heat generated by the operation of the motor 28, or the heat generated by the operation of the battery 27 and the heat generated by the operation of the motor 28 can directly heat the heating core 21.

[0064] In this embodiment, as shown in Figures 1 and 4-9, the first switching valve 23 is exemplaryly positioned on the pipeline connecting the first output end of the heater core 21 and the first input end of the first circulating pump 22. Alternatively, the first switching valve 23 may be positioned on the pipeline connecting the output end of the first circulating pump 22 and the heat exchange channel of the first heat exchange condenser 12.

[0065] The liquid flowing through the first connecting loop, the second connecting loop, the third connecting loop, and the second switching valve 15 is the first cold liquid. The liquid flowing through the heat exchange channel of the heat exchanger 13 is the second cold liquid. In this embodiment, the first cold liquid is not water, and the second cold liquid is water.

[0066] In this embodiment, for heating purposes, at least the following operating modes are included:

[0067] 1) As shown in Figure 4, a first connecting loop is formed by connecting the compressor 11, the first heat exchange condenser 12, and the heat exchange thermostat 13. A series loop is formed by connecting the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 through the first switching valve 23. A series path is formed by the second output end of the heater core 21, the first interface 31 and the second interface 32 of the first control valve 3, the heat exchange channel of the battery 27, the sixth interface 42 and the fifth interface 41 of the second control valve 4, the heat exchange channel of the heat exchange thermostat 13, the third interface 33 and the fourth interface 34 of the first control valve 3, the heat exchange channel of the motor 28, the seventh interface 43 and the ninth interface 45 of the second control valve 4, and the second output end of the heater core 21.

[0068] The liquid in the first connected circuit is heated by heat exchange between the heat generated by the operation of the battery 27 and the heat generated by the operation of the motor 28, and then the warm air core 21 is heated by heat exchange between the first heat exchange condenser 12.

[0069] 2) As shown in Figure 5, a first connecting loop is formed by connecting the compressor 11, the first heat exchange condenser 12, and the heat exchange thermostat 13. A series loop is formed by connecting the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulating pump 22, and the output end of the first circulating pump 22 through the first switching valve 23. A series path is formed by the heat exchange channel of the battery 27, the sixth port 42 of the second control valve 4, the fifth port 41 of the second control valve 4, the heat exchange channel of the heat exchange thermostat 13, the third port 33 of the first control valve 3, and the second port 32 of the first control valve 3.

[0070] The liquid in the first connected circuit is heated by heat exchange generated by the operation of the battery 27, and then the warm air core 21 is heated by heat exchange through the first heat exchange condenser 12.

[0071] 3) As shown in Figure 6, a first connecting loop is formed by connecting the compressor 11, the first heat exchange condenser 12, and the heat exchange thermostat 13. A series loop is formed by connecting the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulating pump 22, and the output end of the first circulating pump 22 through the first switching valve 23. The fourth port 34 of the first control valve 3, the heat exchange channel of the motor 28, the seventh port 43 of the second control valve 4, the fifth port 41 of the second control valve 4, the heat exchange channel of the heat exchange thermostat 13, and the third port 33 of the first control valve 3 form a series path.

[0072] The liquid in the first connected circuit is heated by heat exchange generated by the operation of the motor 28, and then the warm air core 21 is heated by heat exchange through the first heat exchange condenser 12.

[0073] 4) As shown in Figure 7, the compressor 11, the first heat exchange condenser 12, and the heat exchange thermostat 13 are disconnected to form a first connected circuit. The heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulating pump 22, and the output end of the first circulating pump 22 are disconnected via the first switching valve 23 to form a series circuit. The second output end of the heater core 21, the first interface 31 of the first control valve 3, the second interface 32 of the first control valve 3, the heat exchange channel of the battery 27, the sixth interface 42 of the second control valve 4, the eighth interface 44 of the second control valve 4, the second input end of the first circulating pump 22, the heat exchange channel of the first heat exchange condenser 12, and the input end of the heater core 21 form a series circuit.

[0074] The heat generated by the battery 27 directly heats the heater core 21. Understandably, the heat exchange thermostat 13 does not operate in this mode. This reduces heat loss from the battery 27, further improving the heating effect and efficiency of the heater core 21.

[0075] 5) As shown in Figure 8, the compressor 11, the first heat exchange condenser 12, and the heat exchange thermostat 13 are disconnected to form a first connected circuit. The heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulating pump 22, and the output end of the first circulating pump 22 are disconnected via the first switching valve 23 to form a series circuit. The second output end of the heater core 21, the first interface 31 of the first control valve 3, the fourth interface 34 of the first control valve 3, the heat exchange channel of the motor 28, the seventh interface 43 of the second control valve 4, the eighth interface 44 of the second control valve 4, the second input end of the first circulating pump 22, the heat exchange channel of the first heat exchange condenser 12, and the input end of the heater core 21 form a series circuit.

[0076] The heat generated by the motor 28 directly heats the heater core 21. Understandably, the heat exchange thermostat 13 does not operate in this mode. This reduces heat loss from the motor 28, further improving the heating effect and efficiency of the heater core 21.

[0077] 6) As shown in Figure 9, the compressor 11, the first heat exchange condenser 12, and the heat exchange thermostat 13 are disconnected to form a first connected circuit. The heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulating pump 22, and the output end of the first circulating pump 22 are disconnected via the first switching valve 23 to form a series circuit. The second output end of the heater core 21, the first interface 31 of the first control valve 3, the second interface 32 of the first control valve 3, the heat exchange channel of the battery 27, the sixth interface 42 of the second control valve 4, the fifth interface 41 of the second control valve 4, the heat exchange channel of the heat exchange thermostat 13, the third interface 33 of the first control valve 3, the fourth interface 34 of the first control valve 3, the heat exchange channel of the motor 28, the seventh interface 43 of the second control valve 4, the eighth interface 44 of the second control valve 4, the second input end of the first circulating pump 22, the heat exchange channel of the first heat exchange condenser 12, and the input end of the heater core 21 form a series circuit.

[0078] In this operating mode, if the ambient temperature is low, or the vehicle is cold-started, or both, the heat generated by the motor 28 directly heats the battery 27 and the heater core 21. If heating the battery 27 is not required, the heat generated by the battery 27 and the motor 28 directly heats the heater core 21. It is understood that in this operating mode, the heat exchanger thermostat 13 functions as a connecting pipe.

[0079] The heat generated by the operation of battery 27 and motor 28 directly heats the heater core 21, further improving the heating effect and efficiency of the heater core 21.

[0080] In this embodiment, as shown in Figures 1 and 3-9, the second liquid circulation assembly further includes an electric heater 24. The electric heater 24 is disposed in a series circuit formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22. The electric heater 24 can heat the liquid flowing into the heater core 21. It can be understood that when the heat generated by the battery 27, or the heat generated by the motor 28, or the heat generated by the battery 27 and the motor 28 is insufficient to meet the heating requirements, the electric heater 24 is controlled to further heat the liquid flowing into the heater core 21, thereby quickly and efficiently heating the liquid flowing into the heater core 21 to the expected temperature, and thus quickly and efficiently heating the passenger compartment to the expected temperature through the heater core 21.

[0081] In this embodiment, as shown in Figures 1 and 3-9, a second circulation pump 25 is provided on the pipeline connecting the first control valve 3 and the heat exchange channel of the battery 27. Alternatively, a second circulation pump 25 is provided on the pipeline connecting the second control valve 4 and the heat exchange channel of the battery 27. In this embodiment, the second circulation pump 25 is provided on the pipeline connecting the first control valve 3 and the heat exchange channel of the battery 27. In this embodiment, a second circulation pump 25 is provided on the pipeline connecting the second port 32 of the first control valve 3 and the heat exchange channel of the battery 27. The flow rate of liquid flowing through the heat exchange channel of the battery 27 can be controlled according to actual operating conditions.

[0082] In this embodiment, as shown in Figures 1 and 3-9, a third circulation pump 26 is provided on the pipeline connecting the first control valve 3 and the heat exchange channel of the motor 28. Alternatively, a third circulation pump 26 is provided on the pipeline connecting the second control valve 4 and the heat exchange channel of the motor 28. In this embodiment, the third circulation pump 26 is provided on the pipeline connecting the first control valve 3 and the heat exchange channel of the motor 28, as an example. In this embodiment, a third circulation pump 26 is provided on the pipeline connecting the fourth port 34 of the first control valve 3 and the heat exchange channel of the motor 28. The flow rate of the liquid flowing through the heat exchange channel of the motor 28 can be controlled according to the actual working conditions.

[0083] As shown in Figures 1 and 3-14, the first liquid circulation assembly further includes a one-way flow assembly and an evaporator 14. The compressor 11 and the first heat exchange condenser 12 form a main path 54, the heat exchange thermostat 13 forms a first connecting branch 51, the one-way flow assembly forms a second connecting branch 52, and the evaporator 14 forms a third connecting branch 53. The first connecting branch 51, the second connecting branch 52, and the third connecting branch 53 are distributed in parallel. The first connecting branch 51 and the main path 54 form a first connecting loop, the second connecting branch 52 and the main path 54 form a second connecting loop, and the third connecting branch 53 and the main path 54 form a third connecting loop. By controlling the first control valve 3 and the second control valve 4, the air conditioning thermal management system of the pure electric vehicle, compared with the prior art, further improves the cooling of the battery 27, the cooling of the motor 28, and the cooling of the passenger compartment through the heater core 21 on the basis of a simplified structure. This can further improve the working performance of the air conditioning thermal management system of the pure electric vehicle and also further extend the service life of the motor 28 and the battery 27.

[0084] In this embodiment, the refrigeration process includes at least the following operating modes:

[0085] 1) As shown in Figure 10, a third connecting loop is formed by connecting the compressor 11, the first heat exchange condenser 12, and the evaporator 14. A series loop is formed by connecting the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 through the first switching valve 23.

[0086] The heating core 21 is cooled by heat exchange through the first heat exchange condenser 12.

[0087] 2) As shown in Figure 11, a third connecting loop is formed between the compressor 11, the first heat exchange condenser 12, and the evaporator 14. The series circuit formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulating pump 22, and the output end of the first circulating pump 22 is disconnected by the first switching valve 23. A series path is formed by the second output end of the heater core 21, the first interface 31 and the second interface 32 of the first control valve 3, the heat exchange channel of the battery 27, the sixth interface 42 and the fifth interface 41 of the second control valve 4, the heat exchange channel of the heat exchange thermostat 13, the third interface 33 and the fourth interface 34 of the first control valve 3, the heat exchange channel of the motor 28, the seventh interface 43 and the eighth interface 44 of the second control valve 4, the second input end of the first circulating pump 22, the heat exchange channel of the first heat exchange condenser 12, and the input end of the heater core 21.

[0088] The heater core 21, motor 28 and battery 27 are cooled by heat exchange through the first heat exchange condenser 12.

[0089] 3) As shown in Figure 12, a third connecting loop is formed between the compressor 11, the first heat exchange condenser 12, and the evaporator 14. The series circuit formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulating pump 22, and the output end of the first circulating pump 22 is disconnected by the first switching valve 23. The second output end of the heater core 21, the first interface 31 and the second interface 32 of the first control valve 3, the heat exchange channel of the battery 27, the sixth interface 42 and the eighth interface 44 of the second control valve 4, the second input end of the first circulating pump 22, the heat exchange channel of the first heat exchange condenser 12, and the input end of the heater core 21 form a series path.

[0090] The heater core 21 and battery 27 are cooled by heat exchange through the first heat exchange condenser 12.

[0091] 4) As shown in Figure 13, a third connecting loop is formed between the compressor 11, the first heat exchange condenser 12, and the evaporator 14. The series circuit formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulating pump 22, and the output end of the first circulating pump 22 is disconnected by the first switching valve 23. The second output end of the heater core 21, the first interface 31 of the first control valve 3, the fourth interface 34 of the first control valve 3, the heat exchange channel of the motor 28, the seventh interface 43 of the second control valve 4, the eighth interface 44 of the second control valve 4, the second input end of the first circulating pump 22, the heat exchange channel of the first heat exchange condenser 12, and the input end of the heater core 21 form a series path.

[0092] The heater core 21 and motor 28 are cooled by heat exchange through the first heat exchange condenser 12.

[0093] 5) As shown in Figure 14, the main path 54, the first connecting branch 51, and the third connecting branch 53 are simultaneously connected. Heat exchange is conducted through the first heat exchange condenser 12 and the heat exchange thermostat 13 to cool the heater core 21, or to cool the battery 27, or to cool the motor 28, or to cool both the heater core 21 and the battery 27, or to cool both the heater core 21 and the motor 28, or to cool both the battery 27 and the motor 28, or to cool the heater core 21, the battery 27, and the motor 28. Specific operating methods will not be elaborated here.

[0094] 6) As shown in Figures 1 and 4-14, the evaporator 14 and the heater core 21 are housed in the same enclosure. Air is supplied to the heater core 21 through the evaporator 14, which also cools the heater core 21.

[0095] In this embodiment, as shown in Figures 1 and 4-14, the first liquid circulation assembly further includes a second switching valve 15. The input end of the second switching valve 15 is connected to the output end of the first heat exchange condenser 12, and the output end of the second switching valve 15 is connected to the upstream of the second connecting branch 52 and the upstream of the third connecting branch 53. In this embodiment, the first liquid circulation assembly also includes a second heat exchange condenser 19, which is disposed in the main passage 54 and distributed downstream of the first heat exchange condenser 12.

[0096] This configuration allows the second switching valve 15 to control the compressor 11, the first heat exchange condenser 12, and the heat exchange thermostat 13 to form a communication path, and also to control the compressor 11, the first heat exchange condenser 12, and the second heat exchange condenser 19 to form a communication path. This further expands the heating and cooling operation modes of the air conditioning thermal management system for this pure electric vehicle.

[0097] In this embodiment, the second heat exchange condenser 19 is exemplary in that it exchanges heat with the outside air. It is understood that a third coolant can also be introduced into the heat exchange channel of the second heat exchange condenser 19 according to actual operating conditions.

[0098] In this embodiment, as shown in Figures 1 and 4-14, a second one-way valve 113 is provided upstream of the second connecting branch 52 and upstream of the third connecting branch 53. The input end of the second one-way valve 113 is connected to the downstream of the main passage 54 and the upstream of the first connecting branch 51.

[0099] In this embodiment, as shown in Figures 1 and 4-14, the first liquid circulation assembly further includes a first electronic expansion valve 17 and a gas-liquid separator 18. Both the gas-liquid separator 18 and the first electronic expansion valve 17 are located in the main passage 54. The gas-liquid separator 18 is located upstream of the compressor 11, and the first electronic expansion valve 17 is located downstream of the first heat exchange condenser 12. This improves the stability of the first coolant flow through the main passage 54 and enhances the operational safety of the air conditioning thermal management system for this pure electric vehicle.

[0100] In this embodiment, as shown in Figures 1 and 4-14, the first liquid circulation assembly further includes a second electronic expansion valve 110, which is disposed in the first connecting branch 51 and distributed upstream of the heat exchange thermostat 13. This improves the stability of the first coolant flowing through the second connecting branch 52, further enhancing the operational safety of the air conditioning thermal management system for this pure electric vehicle.

[0101] In this embodiment, as shown in Figures 1 and 4-14, the first liquid circulation assembly further includes a third switching valve 111 and a third electronic expansion valve 112. Both the third switching valve 111 and the third electronic expansion valve 112 are located in the third connecting branch 53. The third electronic expansion valve 112 is located upstream of the evaporator 14, and the third switching valve 111 is located downstream of the evaporator 14. The third switching valve 111 can connect or disconnect the connection between the third connecting branch 53 and the main passage 54; the third electronic expansion valve 112 can improve the stability of the first coolant flowing through the third connecting branch 53, further enhancing the operational safety of the air conditioning thermal management system for this pure electric vehicle.

[0102] In this embodiment, as shown in Figures 1 and 4-14, the unidirectional flow assembly includes a first one-way valve 16. The input end of the first one-way valve 16 is connected to the upstream of the second connecting branch 52, and the output end of the first one-way valve 16 is connected to the downstream of the second connecting branch 52. This allows the liquid to flow in one direction when passing through the second connecting branch 52.

[0103] In this embodiment, as shown in Figures 1 and 4-14, the unidirectional flow component further includes a fourth switching valve 114, which is disposed in the second connecting branch 52. In this embodiment, the fourth switching valve 114 is exemplaryly positioned upstream of the second one-way valve 113. This configuration, in conjunction with the second switching valve 15 and the third switching valve 111, allows the main path 54 to form a first connecting loop independently with the first connecting branch 51, a second connecting loop independently with the second connecting branch 52, and a third connecting loop independently with the third connecting branch 53. This further expands the heating and cooling operation modes of the pure electric vehicle's air conditioning thermal management system.

[0104] In summary, compared with existing technologies, this pure electric vehicle air conditioning thermal management system, while simplifying the structure, can further diversify the ways of utilizing the heat generated by the battery 27 and the motor 28, as well as diversify the cooling methods, improve the utilization rate and efficiency of the heat generated by the battery 27 and the motor 28, thereby effectively improving the working performance of the pure electric vehicle air conditioning thermal management system, the working performance and service life of the battery 27, and the working performance and service life of the motor 28.

[0105] This application also provides a pure electric vehicle, including the aforementioned pure electric vehicle air conditioning thermal management system. By adopting the aforementioned pure electric vehicle air conditioning thermal management system, the operating performance of the pure electric vehicle can be effectively improved.

[0106] Obviously, the above embodiments of this application are merely examples for clear illustration and are not intended to limit the implementation of this application. Those skilled in the art can make various obvious changes, readjustments, and substitutions without departing from the scope of protection of this application. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. Air conditioning thermal management system for pure electric vehicles, wherein, include: The first liquid circulation assembly includes a compressor (11), a first heat exchange condenser (12), and a heat exchange thermostat (13), wherein the compressor (11), the first heat exchange condenser (12), and the heat exchange thermostat (13) can form a first connected loop; The second liquid circulation assembly includes a warm air core (21) and a first circulation pump (22). The heat exchange channel of the first heat exchange condenser (12), the input end of the warm air core (21), the first output end of the warm air core (21), the first input end of the first circulation pump (22), and the output end of the first circulation pump (22) can form a series circuit. The control valve assembly includes a first control valve (3) and a second control valve (4), wherein one input end of the first control valve (3) is connected to the second output end of the heater core (21), and one output end of the second control valve (4) is connected to the second input end of the first circulation pump (22). The first control valve (3) and the second control valve (4) are configured to at least: adjust the second output end of the heater core (21), the heat exchange channel of the battery (27), the heat exchange channel of the heat exchange thermostat (13), and the heat exchange channel of the motor (28) to form a series circuit; adjust the second output end of the heater core (21), the heat exchange channel of the battery (27), the heat exchange channel of the heat exchange thermostat (13), the heat exchange channel of the motor (28), and the second input end of the first circulating pump (22) to be connected; and adjust the heat exchange channel of the battery (27) to be connected in parallel. The branch formed by the heater core (21) and the first circulating pump (22) is adjustable; the heat exchange channel of the motor (28) is connected in parallel to the branch formed by the heater core (21) and the first circulating pump (22); the heat exchange channel of the battery (27) and the heat exchange channel of the heat exchange thermostat (13) are adjustable to form a series circuit; the heat exchange channel of the motor (28) and the heat exchange channel of the heat exchange thermostat (13) are adjustable to form a series circuit; the heat exchange channel of the battery (27) is adjustable to form a self-circulating circuit; the heat exchange channel of the motor (28) is adjustable to form a self-circulating circuit.

2. The air conditioning thermal management system for pure electric vehicles according to claim 1, wherein, The first control valve (3) includes a first interface (31), a second interface (32), a third interface (33) and a fourth interface (34) that are distributed sequentially and spaced apart along the circumference. Any two adjacent interfaces among the first interface (31), the second interface (32), the third interface (33) and the fourth interface (34) can be connected. The second output end of the heater core (21) is connected to the first interface (31), the heat exchange channel of the battery (27) is connected to the second interface (32), the heat exchange channel of the heat exchange thermostat (13) is connected to the third interface (33), and the heat exchange channel of the motor (28) is connected to the fourth interface (34).

3. The air conditioning thermal management system for pure electric vehicles according to claim 1 or 2, wherein, The second control valve (4) includes a fifth port (41), a sixth port (42), a seventh port (43), an eighth port (44), and a ninth port (45) that are spaced apart in a circumferential direction. The fifth port (41) can selectively connect with the sixth port (42) or the seventh port (43) adjacent to it. When the fifth port (41) is connected with the sixth port (42), the seventh port (43) can selectively connect with or disconnect from the eighth port (44) or the ninth port (45), or the eighth port (44) and the ninth port (45). When the fifth port (41) is connected with the seventh port (43), the sixth port (42) can selectively connect with or disconnect from the eighth port (44) or the ninth port (45), or the eighth port (44) and the ninth port (45). The heat exchange channel of the heat exchange thermostat (13) is also connected to the fifth interface (41), the heat exchange channel of the battery (27) is also connected to the sixth interface (42), the heat exchange channel of the motor (28) is also connected to the seventh interface (43), the second input end of the first circulating pump (22) is connected to the eighth interface (44), and the second output end of the heater core (21) is also connected to the ninth interface (45).

4. The air conditioning thermal management system for pure electric vehicles according to any one of claims 1-3, wherein, The second liquid circulation assembly further includes a first switching valve (23), which is disposed on a series circuit formed by the heat exchange channel of the first heat exchange condenser (12), the input end of the warm air core (21), the first output end of the warm air core (21), the first input end of the first circulation pump (22), and the output end of the first circulation pump (22). The first switching valve (23) is distributed on the pipeline connecting the first output end of the warm air core (21) and the heat exchange channel of the first heat exchange condenser (12).

5. The air conditioning thermal management system for pure electric vehicles according to any one of claims 1-4, wherein, The second liquid circulation assembly further includes an electric heater (24), which is disposed in a series circuit formed by the heat exchange channel of the first heat exchange condenser (12), the input end of the warm air core (21), the first output end of the warm air core (21), the first input end of the first circulation pump (22), and the output end of the first circulation pump (22). The electric heater (24) can heat the liquid flowing into the warm air core (21).

6. The air conditioning thermal management system for pure electric vehicles according to any one of claims 1-5, wherein, A second circulation pump (25) is provided on the pipeline connecting the first control valve (3) to the heat exchange channel of the battery (27); or, a second circulation pump (25) is provided on the pipeline connecting the second control valve (4) to the heat exchange channel of the battery (27).

7. The air conditioning thermal management system for pure electric vehicles according to any one of claims 1-6, wherein, A third circulation pump (26) is provided on the pipeline connecting the first control valve (3) and the heat exchange channel of the motor (28); or, a third circulation pump (26) is provided on the pipeline connecting the second control valve (4) and the heat exchange channel of the motor (28).

8. The air conditioning thermal management system for pure electric vehicles according to any one of claims 1-7, wherein, The first liquid circulation assembly further includes a one-way flow assembly and an evaporator (14). The compressor (11) and the first heat exchange condenser (12) form a main path (54). The heat exchange thermostat (13) forms a first connecting branch (51). The one-way flow assembly forms a second connecting branch (52). The evaporator (14) forms a third connecting branch (53). The first connecting branch (51), the second connecting branch (52), and the third connecting branch (53) are distributed in parallel. The first connecting branch (51) and the main road (54) form the first connecting loop, the second connecting branch (52) and the main road (54) form the second connecting loop, and the third connecting branch (53) and the main road (54) form the third connecting loop.

9. The air conditioning thermal management system for pure electric vehicles according to claim 8, wherein, The first liquid circulation assembly also includes a second switching valve (15), the input end of which is connected to the output end of the first heat exchange condenser (12), and the output end of which is connected to the upstream of the second connecting branch (52) and the upstream of the third connecting branch (53).

10. The air conditioning thermal management system for pure electric vehicles according to claim 8 or 9, wherein, The one-way flow assembly includes a first one-way valve (16), the input end of which is connected to the upstream of the second connecting branch (52), and the output end of which is connected to the downstream of the second connecting branch (52).

11. The air conditioning thermal management system for pure electric vehicles according to any one of claims 8-10, wherein, The first liquid circulation assembly also includes a first electronic expansion valve (17) and a gas-liquid separator (18). The gas-liquid separator (18) and the first electronic expansion valve (17) are both located in the main passage (54). The gas-liquid separator (18) is located upstream of the compressor (11), and the first electronic expansion valve (17) is located downstream of the first heat exchange condenser (12).

12. The air conditioning thermal management system for pure electric vehicles according to any one of claims 8-11, wherein, The first liquid circulation assembly further includes a second heat exchange condenser (19), which is disposed in the main passage (54) and distributed downstream of the first heat exchange condenser (12).

13. The air conditioning thermal management system for pure electric vehicles according to any one of claims 8-12, wherein, The first liquid circulation assembly also includes a second electronic expansion valve (110), which is disposed in the first connecting branch (51) and distributed upstream of the heat exchange thermostat (13).

14. The air conditioning thermal management system for pure electric vehicles according to any one of claims 8-13, wherein, The first liquid circulation assembly further includes a third switching valve (111) and a third electronic expansion valve (112). The third switching valve (111) and the third electronic expansion valve (112) are both located in the third connecting branch (53). The third electronic expansion valve (112) is located upstream of the evaporator (14), and the third switching valve (111) is located downstream of the evaporator (14).

15. Pure electric vehicles, among which, Includes the air conditioning thermal management system for pure electric vehicles as described in any one of claims 1-14.

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