Patent ID: 12257877

REFERENCE LIST

11compressor12air-cooled condenser13cabin evaporator14chiller15first expansion valve16second expansion valve17water-cooled condenser18third expansion valve19second four-way reversing valve2cabin heat exchanger3motor-drive-side heat exchange assembly31motor heat exchanger32first driver heat exchanger33second driver heat exchanger4battery heat exchanger5first four-way reversing valve501first reversing inlet502second reversing inlet503first reversing outlet504second reversing outlet6first three-way valve601first communication hole602second communication hole603third communication hole7second three-way valve701fourth communication hole702fifth communication hole703sixth communication hole71first heating member72second heating member8third three-way valve801seventh communication hole802eighth communication hole803ninth communication hole81first water pump82second water pump83third water pump9radiator tank10economizer body20economizer throttle valve30water-cooled solenoid valve

DETAILED DESCRIPTION

To make solved problems, adopted solutions and achieved effects of the present disclosure more apparent, the solutions of embodiments of the present disclosure are described below in detail in conjunction with the drawings. Apparently, the embodiments described are part, not all, of embodiments of the present disclosure. Based on embodiments of the present disclosure, all other embodiments acquired by those skilled in the art are within the scope of the present disclosure on the premise that no creative work is done.

In the description of the present disclosure, it is to be noted that orientations or position relations indicated by terms such as “center”, “upper”, “lower”, “left”, “right”, “vertical”, “horizontal”, “in”, and “out” are based on the drawings. These orientations or position relations are intended to facilitate and simplify the description of the present disclosure and not to indicate or imply that a device or element referred to must have such particular orientations or must be configured or operated in such particular orientations. Thus, these orientations or position relations are not to be construed as limiting the present disclosure. Additionally, terms such as “first” and “second” are used merely for the purpose of description and are not to be construed as indicating or implying relative importance. Terms “first position” and “second position” are two different positions.

In the description of the present disclosure, it is to be noted that terms “mounted”, “joined”, and “connected” are to be understood in a broad sense unless otherwise expressly specified and limited. For example, the term “connected” may refer to “securely connected” or “detachably connected”, may refer to “mechanically connected” or “electrically connected” or may refer to “connected directly”, “connected indirectly through an intermediary” or “connected inside two components”. For those of ordinary skill in the art, meanings of the preceding terms in the present disclosure may be construed based on situations.

An embodiment provides a vehicle thermal management system of an electric vehicle. As shown inFIG.1, the vehicle thermal management system of an electric vehicle includes a refrigeration assembly, a cabin heat exchanger2, a motor-drive-side heat exchange assembly3, a battery heat exchanger4, and a radiator tank9. The refrigeration assembly includes a compressor11, two condensers, and two evaporators. The compressor11can communicate with one of the two condensers and at least one of the two evaporators. The two condensers are an air-cooled condenser12and a water-cooled condenser17respectively. The two evaporators are a cabin evaporator13and a chiller14respectively. The cabin heat exchanger2is configured to heat or cool a cabin. The inlet of the cabin heat exchanger2can communicate with the heat exchange outlet of the cabin evaporator13. The outlet of the cabin heat exchanger2can communicate with one of the heat exchange inlet of the chiller14or the heat exchange inlet of the cabin evaporator13. The motor-drive-side heat exchange assembly3is configured to cool a motor drive. The inlet of the motor-drive-side heat exchange assembly3can communicate with at least one of the outlet of the cabin heat exchanger2, the heat exchange outlet of the chiller14, or the heat exchange outlet of the water-cooled condenser17. The outlet of the motor-drive-side heat exchange assembly3can communicate with at least one of the heat exchange inlet of the water-cooled condenser17or the inlet of the cabin heat exchanger2. The battery heat exchanger4is configured to heat or cool a battery. The inlet of the battery heat exchanger4communicates with the heat exchange outlet of the chiller14. The outlet of the battery heat exchanger4can communicate with one of the inlet of the motor-drive-side heat exchange assembly3or the heat exchange inlet of the chiller14. The inlet of the radiator tank9can communicate with the outlet of the motor-drive-side heat exchange assembly3. The outlet of the radiator tank9can communicate with one of the inlet of the motor-drive-side heat exchange assembly3or the heat exchange inlet of the chiller14.

In an embodiment, in this embodiment, the motor drive is composed of a motor and two drivers. The motor and the two drivers are disposed in parallel. Accordingly, as shown inFIG.1, the motor-drive-side heat exchange assembly3is composed of a motor heat exchanger31, a first driver heat exchanger32, and a second driver heat exchanger33. The motor heat exchanger31, the first driver heat exchanger32, and the second driver heat exchanger33are connected in series. The motor heat exchanger31is configured to heat or cool the motor. The first driver heat exchanger32is configured to heat or cool one driver. The second driver heat exchanger33is configured to heat or cool the other driver. In other embodiments, the number of motors and the number of drivers included in the motor drive are not limited to this embodiment, but may be other numbers. The motor and drivers are not limited to being disposed in series in this embodiment. The motor and drivers may also be disposed in parallel. Alternatively, two among the motor and drivers are connected in series and then disposed in parallel. At this time, the motor-drive-side heat exchange assembly3varies with the composition and the disposition of the motor drive.

The vehicle thermal management system of an electric vehicle provided in this embodiment can not only use the heat generated by the battery and the motor drive to heat the cabin, but also can cool the battery and the motor drive through the radiator tank9. Moreover, the refrigeration assembly can refrigerate and heat the battery, cabin, and motor drive. After a circulating liquid absorbs or releases heat in the water evaporator14, the circulating liquid can directly heat or cool the motor-drive-side heat exchange assembly3to cool the motor drive. After the circulating liquid absorbs or releases heat in the water evaporator14, the circulating liquid can also heat or cool the motor-drive-side heat exchange assembly3and the battery heat exchanger4to heat or cool the motor drive and the battery at the same time. In this manner, the operation efficiency of a vehicle is improved, and the reliability of the system operation is increased. Moreover, the driving mileage of the electric vehicle is increased, and the electric vehicle can operate safely.

As shown inFIG.1, in this embodiment, the vehicle thermal management system of an electric vehicle also includes a first three-way valve6and a second three-way valve7. The first three-way valve6is formed with a first communication hole601, a second communication hole602, and a third communication hole603. The first communication hole601can communicate with one of the second communication hole602or the third communication hole603. The second three-way valve7is formed with a fourth communication hole701, a fifth communication hole702, and a sixth communication hole703. The fourth communication hole701can communicate with one of the fifth communication hole702or the sixth communication hole703. The first communication hole601communicates with the outlet of the motor-drive-side heat exchange assembly3. The second communication hole602communicates with the fourth communication hole701. The third communication hole603communicates with the inlet of the radiator tank9. The fifth communication hole702communicates with the inlet of the cabin heat exchanger2. The third communication hole603communicates with the heat exchange inlet of the water-cooled condenser17.

In an embodiment, when the first communication hole601communicates with the third communication hole603, the outlet of the motor-drive-side heat exchange assembly3communicates with the radiator tank9through the first three-way valve6. At this time, the motor-drive-side heat exchange assembly3can radiate the heat generated during the operation of the motor drive to the external environment through the radiator tank9. When the first communication hole601communicates with the second communication hole602, and the fourth communication hole701communicates with the sixth communication hole703, the outlet of the motor-drive-side heat exchange assembly3communicates with the heat exchange inlet of the water-cooled condenser17. At this time, the water-cooled condenser17can heat or cool the motor drive through the motor-drive-side heat exchange assembly3. When the first communication hole601communicates with the second communication hole602, and the fourth communication hole701communicates with the fifth communication hole702, the outlet of the motor-drive-side heat exchange assembly3communicates with the inlet of the cabin heat exchanger2. At this time, the heat generated by the motor drive can be directly used to heat the cabin by the motor-drive-side heat exchange assembly3and the cabin heat exchanger2.

As shown inFIG.1, in this embodiment, the vehicle thermal management system of an electric vehicle also includes a third three-way valve8. The third three-way valve8is formed with a seventh communication hole801, an eighth communication hole802, and a ninth communication hole803. The seventh communication hole801can communicate with one of the eighth communication hole802or the ninth communication hole803. The seventh communication hole801communicates with at least one of the two evaporators. The eighth communication hole802communicates with the air-cooled condenser12. The ninth communication hole803communicates with the chiller17. In an embodiment, when the seventh communication hole801communicates with the eighth communication hole802, the air-cooled condenser12operates. When the seventh communication hole801communicates with the ninth communication hole803, the water-cooled condenser17operates.

As shown inFIG.1, in this embodiment, the vehicle thermal management system of an electric vehicle also includes a first four-way reversing valve5. The first four-way reversing valve5includes a first reversing inlet501, a second reversing inlet502, a first reversing outlet503, and a second reversing outlet504. The first reversing inlet501communicates with one of the first reversing outlet503or the second reversing outlet504. The second reversing inlet502communicates with another one of the first reversing outlet503or the second reversing outlet504. The first reversing inlet501communicates with one of the outlet of the radiator tank9or the heat exchange outlet of the water-cooled condenser17. The second reversing inlet502communicates with the outlet of the battery heat exchanger4. The first reversing outlet503communicates with the heat exchange inlet of the chiller14. The second reversing outlet504communicates with the inlet of the motor-drive-side heat exchange assembly3.

As shown inFIG.1, in this embodiment, the vehicle thermal management system of an electric vehicle also includes a water-cooled solenoid valve30. The outlet of the water-cooled solenoid valve30is located between the outlet of the radiator tank9and the first reversing inlet501. The inlet of the water-cooled solenoid valve30is located between the cabin evaporator13and the cabin heat exchanger2.

As shown inFIG.1, in this embodiment, the vehicle thermal management system of an electric vehicle also includes an economizer throttle valve20and an economizer body10. The economizer body10is formed with a first connection hole, a second connection hole, an inlet, and an outlet. The first connection hole communicates with one of the air-cooled condenser12or the water-cooled condenser17through a connecting pipe. The outlet of the economizer throttle valve20communicates with the inlet. The inlet of the economizer throttle valve20communicates with the connecting pipe. The economizer throttle valve20can deliver a throttled refrigerant into the economizer body10through the inlet. The outlet communicates with the compressor11to deliver at least part of the refrigerant into the compressor11. The second communication hole communicates with one of the cabin evaporator13or the chiller14. The economizer throttle valve20and the economizer body10can increase the operation efficiency of the vehicle thermal management system of an electric vehicle.

As shown inFIG.1, in this embodiment, the vehicle thermal management system of an electric vehicle also includes a first heating member71and a second heating member72. The first heating member71is located on an upstream pipe of the heat exchange inlet of the chiller14. The second heating member72is disposed on the cabin. The first heating member71and the second heating member72are each PTC. The first heating member71can heat the circulating liquid to prevent the temperature of the circulating fluid from being too low. The second heating member72can directly heat the cabin to implement rapid heating of the cabin.

It is to be noted that the refrigerant flows in the refrigeration assembly, and the circulating liquid flows in the cabin heat exchanger2, the motor drive heat exchanger3, the battery heat exchanger4, and the radiator tank9. The solidification temperature of the circulating fluid is low. In general, the solidification temperature of the circulating fluid is required to be lower than −30° C. The type of the circulating liquid is selected according to actual requirements. This is not limited in this embodiment.

As shown inFIG.1, in this embodiment, the refrigeration assembly also includes a first expansion valve15, a second expansion valve16, and a third expansion valve18. The two evaporators are disposed in parallel. When the refrigeration assembly performs refrigeration, the first expansion valve15is located at the upstream of the two evaporators, the second expansion valve16is connected in series with the chiller14and then connected in parallel with the cabin evaporator13, and the third expansion valve18is connected in series with the cabin evaporator13and then connected in parallel with the chiller14.

It is to be noted that the refrigeration of the refrigeration assembly refers to an operating condition in which the refrigerant of the refrigeration assembly flows through the compressor11, the condensers, the economizer body10, and the evaporators in sequence and then returns to the compressor11, and the heating of the refrigeration assembly refers to an operating condition in which the refrigerant of the refrigeration assembly flows through the compressor11, the evaporators, the economizer body10, and the condensers in sequence and then returns to the compressor11.

As shown inFIG.1, the refrigeration assembly also includes a second four-way reversing valve19. The second four-way reversing valve19is formed with a first connecting hole, a second connecting hole, a third connecting hole, and a fourth connecting hole. The first connecting hole can communicate with one of the two condensers. The second connecting hole can communicate with one of the two evaporators. The third connecting hole communicates with the inlet of the compressor11. The fourth connecting hole communicates with the outlet of the compressor11. The communication states of the first connecting hole, the second connecting hole, the third connecting hole, and the fourth connecting hole of the second four-way reversing valve19are switched to change the flow direction of the refrigerant, thereby implementing the refrigeration circulation or heating circulation of the refrigeration assembly.

To make the circulating fluid flow smoothly in a pipe, as shown inFIG.1, in this embodiment, the vehicle thermal management system of an electric vehicle also includes a first water pump81, a second water pump82, and a third water pump83. The first water pump81is located between the inlet of the battery heat exchanger4and the heat exchange outlet of the chiller14. The second water pump82is located at the outlet of the motor-drive-side heat exchange assembly3. The third water pump83is located at the upstream of the heat exchange inlet of the cabin evaporator13to pump the circulating liquid in the cabin heat exchanger2into the cabin evaporator13.

In this embodiment, the vehicle thermal management system of an electric vehicle is applicable not only to an operating condition in which the cabin and the battery each needs forced cooling, and the motor drive does not need cooling in summer, but also to an operating condition in which the battery needs forced cooling, the cabin does not need forced cooling, and the motor drive does not need cooling in summer. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which the battery does not need forced cooling, the cabin needs forced cooling, and the motor drive does not need cooling in summer. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which the cabin does not need cooling or heating, and the battery and the motor drive each is required to be cooled by the radiator tank9. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which the cabin needs forced heating, the battery needs forced heating, and the motor drive does not need cooling. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which the cabin needs forced heating, the battery does not need forced heating, and the motor drive does not need cooling. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which the cabin does not need forced heating, the battery needs forced heating, and the motor drive does not need cooling. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which the cabin needs forced heating, the battery needs forced heating, and the motor drive needs natural heat radiation. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which the cabin does not need forced heating, the battery needs forced heating, and the motor drive needs natural heat radiation. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which the cabin needs forced heating, the battery does not need forced heating, and the motor drive needs natural heat radiation. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which the cabin needs forced heating, the battery needs forced heating, and the motor drive needs forced cooling. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which the cabin does not need forced heating, the battery needs forced heating, and the motor drive needs forced cooling. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which the cabin needs forced heating, the battery does not need forced heating, and the motor drive needs forced cooling. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which when the battery temperature is relatively high during vehicle parking, the motor drive also needs forced cooling, and the cabin needs heating. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in response to an operation mode of the natural heating of the battery and the cabin. The vehicle thermal management system of an electric vehicle is also applicable to an operating condition in which the motor drive generates more heat, the battery does not need to be heated through a water-cooled, and the cabin needs heating. The details are below.

In a first operating condition, in summer, when the cabin and the battery each needs forced cooling, and the motor drive does not need cooling, as shown inFIG.2, the first water pump81, the second water pump82, the third water pump83, the first expansion valve15, the second expansion valve16, the third expansion valve18, and the economizer throttle valve20are opened. At the same time, the second reversing inlet502of the first four-way reversing valve5communicates with the first reversing outlet503. The first reversing inlet501of the first four-way reversing valve5communicates with the second reversing outlet504. The first communication hole601of the first three-way valve6communicates with the third communication hole603. The eighth communication hole802of the third three-way valve8communicates with the seventh communication hole801. The refrigerant discharged from the outlet of the compressor11flows through the second four-way reversing valve19, the air-cooled condenser12, and the first expansion valve15in sequence. Part of the refrigerant enters the economizer body10directly through the first connection hole. The other part of the refrigerant enters the economizer body10from the inlet through the economizer throttle valve20. Part of the refrigerant in the economizer body10flows into the compressor11from the outlet. The other part of the refrigerant flows out from the second communication hole and is divided into two parallel branches. One branch is the third expansion valve18and the cabin evaporator13. The other branch is the second expansion valve16and the chiller14. Then the refrigerants of the two branches are mixed, and the mixed refrigerant flows back to the compressor11through the second four-way reversing valve19. At this time, the cabin evaporator13and the chiller14can absorb heat, so that the temperature of the circulating liquid in the cabin heat exchanger2and the temperature of the circulating liquid in the battery heat exchanger4are reduced. At this time, the cabin and battery are forcedly cooled. At the same time, the circulating liquid in the radiator tank9flows through the first four-way reversing valve5, the motor-drive-side heat exchange assembly3, and the second water pump82in sequence and then flows back to the radiator tank9. The circulating fluid radiates heat in the radiator tank9, so that the temperature of the motor drive is reduced. The heat absorbed by the circulating liquid can be radiated to the external environment by the radiator tank9.

It is to be noted that the first operating condition is that the battery and the cabin are forcedly cooled. On this basis, the first operating condition may also be that the battery needs forced cooling, and the cabin does not need forced cooling. Alternatively, the first operating condition may also be that the cabin needs forced cooling, and the battery does not need forced cooling. In an embodiment, when the battery needs forced cooling, and the cabin does not need forced cooling, the third expansion valve18is closed on the basis ofFIG.2, and the refrigerant does not flow through the cabin evaporator13and the third expansion valve18. When the cabin needs forced cooling, and the battery does not need forced cooling, the second expansion valve16is closed on the basis ofFIG.2, and the refrigerant does not flow through the battery heat exchanger4and the third expansion valve16.

In a second operating condition, when the cabin does not need cooling or heating, and the battery and the motor drive each is required to be cooled by the radiator tank9, as shown inFIG.3, the first water pump81and the second water pump82are opened. At the same time, the first reversing inlet501of the first four-way reversing valve5communicates with the first reversing outlet503. The second reversing inlet502communicates with the second reversing outlet504. The first communication hole601of the first three-way valve6communicates with the third communication hole603. The circulating liquid in the radiator tank9flows through the first four-way reversing valve5, the first heating member71, the water evaporator14, the first water pump81, the battery heat exchanger4, the first four-way reversing valve5, the motor-drive-side heat exchange assembly3, the second water pump82, and the first three-way valve6in sequence and then flows back to the radiator tank9. At this time, the circulating liquid in the radiator tank9cools down the motor drive and the battery. It is to be noted that the first heating member71does not heat the circulating liquid in this process.

In a third operating condition, when the cabin needs forced heating, the battery needs forced heating, and the motor drive does not need cooling, as shown inFIG.4, the first water pump81, the third water pump83, the first expansion valve15, the second expansion valve16, the third expansion valve18, and the economizer throttle valve20are opened. At the same time, the second reversing inlet502of the first four-way reversing valve5communicates with the first reversing outlet503. The refrigerant discharged from the outlet of the compressor11flows through the second four-way reversing valve19and is divided into two branches. One branch is the cabin evaporator13and the third expansion valve18. The other branch is the chiller14and the second expansion valve16. Then the refrigerants of the two branches are mixed, and the mixed refrigerant flows into the compressor11through the economizer body10, the first expansion valve15, the air-cooled condenser12, and the second four-way reversing valve19. At this time, the cabin evaporator13and the chiller14can release heat, so that the temperature of the circulating liquid in the cabin heat exchanger2and the temperature of the circulating liquid in the battery heat exchanger4are increased. At this time, the cabin and battery are forcedly heated.

It is to be noted that the third operating condition is that the battery and the cabin each needs forced heating. On this basis, the third operating condition may also be that the battery needs forced heating, and the cabin does not need forced heating. Alternatively, the third operating condition may also be that the cabin needs forced heating, and the battery does not need forced heating. In an embodiment, when the battery needs forced heating, and the cabin does not need forced heating, the third expansion valve18is closed on the basis ofFIG.4, and the refrigerant does not flow through the cabin evaporator13and the third expansion valve18. When the cabin needs forced heating, and the battery does not need forced heating, the second expansion valve16is closed on the basis ofFIG.4, and the refrigerant does not flow through the battery heat exchanger4and the second expansion valve16.

In a fourth operating condition, as shown inFIG.5, on the basis ofFIG.4, heat radiation is performed on the motor drive. At this time, the second water pump82is opened on the basis ofFIG.4. At the same time, the first communication hole601of the first three-way valve6communicates with the third communication hole603. The first reversing inlet501of the first four-way reversing valve5communicates with the second reversing outlet504. The seventh communication hole801of the third three-way valve8communicates with the eighth communication hole802. At this time, the circulating liquid in the radiator tank9flows through the first four-way reversing valve5, the motor-drive-side heat exchange assembly3, the second water pump82, and the first three-way valve6in sequence and then flows back to the radiator tank9. The circulating liquid in the motor-drive-side heat exchange assembly3absorbs heat from the motor drive and then radiates heat in the radiator tank9, so that the temperature of the circulating fluid is reduced. In this manner, heat radiation is performed on the motor drive.

It is to be noted that the fourth operating condition is that the battery and the cabin each needs forced heating. On this basis, the fourth operating condition may also be that the battery needs forced heating, and the cabin does not need forced heating. Alternatively, the fourth operating condition may also be that the cabin needs forced heating, and the battery does not need forced heating. In an embodiment, when the battery needs forced heating, and the cabin does not need forced heating, the third expansion valve18is closed on the basis ofFIG.5, and the refrigerant does not flow through the cabin evaporator13and the third expansion valve18. When the cabin needs forced heating, and the battery does not need forced heating, the second expansion valve16is closed on the basis ofFIG.4, and the refrigerant does not flow through the battery heat exchanger5and the second expansion valve16.

In a fifth operating condition, when the cabin needs forced heating, the battery needs forced heating, and the motor drive needs forced cooling, as shown inFIG.6, the first water pump81, the second water pump82, the third water pump83, the first expansion valve15, the second expansion valve16, the third expansion valve18, and the economizer throttle valve20are opened. At the same time, the first reversing inlet501of the first four-way reversing valve5communicates with the second reversing outlet504. The second reversing inlet502communicates with the first reversing outlet503. The first communication hole601of the first three-way valve6communicates with the second communication hole602. The fourth communication hole701of the second three-way valve7communicates with the sixth communication hole703. The seventh communication hole801of the third three-way valve8communicates with the ninth communication hole803. The refrigerant discharged from the outlet of the compressor11flows through the second four-way reversing valve19and is divided into two branches. One branch is the cabin evaporator13and the third expansion valve18. The other branch is the chiller14and the second expansion valve16. Then the refrigerants of the two branches are mixed, and the mixed refrigerant flows into the compressor11through the economizer body10, the first expansion valve15, the water-cooled condenser17, and the second four-way reversing valve19. At this time, the cabin evaporator13and the chiller14can release heat, so that the temperature of the circulating liquid in the cabin heat exchanger2and the temperature of the circulating liquid in the battery heat exchanger4are increased. At this time, the cabin and battery are forcedly heated. The circulating liquid in the motor-drive-side heat exchange assembly3flows through the second water pump82, the first three-way valve6, the second three-way valve7, the water-cooled condenser17, and the first four-way reversing valve5in sequence and then returns to the motor-drive-side heat exchange assembly3. The circulating liquid in the motor-drive-side heat exchange assembly3absorbs heat from the motor drive and then radiates heat in the water-cooled condenser17, so that the temperature of the circulating fluid is reduced. In this manner, the motor drive is forcedly cooled.

It is to be noted that the fifth operating condition is that the battery and the cabin each needs forced heating. On this basis, the fifth operating condition may also be that the battery needs forced heating, and the cabin does not need forced heating. Alternatively, the fifth operating condition may also be that the cabin needs forced heating, and the battery does not need forced heating. In an embodiment, when the battery needs forced heating, and the cabin does not need forced heating, the third expansion valve18is closed on the basis ofFIG.6, and the refrigerant does not flow through the cabin evaporator13and the third expansion valve18. When the cabin needs forced heating, and the battery does not need forced heating, the second expansion valve16is closed on the basis ofFIG.6, and the refrigerant does not flow through the battery heat exchanger4and the second expansion valve16.

On the basis of the fifth operating condition, after the motor drive temperature is too high, the first communication hole601of the first three-way valve6communicates with the second communication hole602and the third communication hole603at the same time. At this time, part of the circulating liquid in the motor drive heat exchanger assembly3is radiated by the radiator tank.

In a sixth operating condition, when the vehicle is parked, the temperature of the battery is relatively high. For example, when the temperature of the battery reaches 34° C., the battery needs forced cooling, the motor drive also needs forced cooling, and the cabin needs heating, as shown inFIG.7, the first water pump81, the second water pump82, the third water pump83, the first expansion valve15, the third expansion valve18, and the economizer throttle valve20are opened. At the same time, the first reversing inlet501of the first four-way reversing valve5communicates with the first reversing outlet503. The second reversing inlet502communicates with the second reversing outlet504. The first communication hole601of the first three-way valve6communicates with the second communication hole602. The fourth communication hole701of the second three-way valve7communicates with the sixth communication hole703. The seventh communication hole801of the third three-way valve8communicates with the ninth communication hole803. The refrigerant discharged from the outlet of the compressor11flows through the second four-way reversing valve19, the cabin evaporator13, the third expansion valve18, the economizer body10, the first expansion valve15, the water-cooled condenser17, and the second four-way reversing valve19and then flows into the compressor11. At this time, the cabin evaporator13can release heat, so that the temperature of the circulating liquid in the cabin heat exchanger2is increased. At this time, the cabin is forcedly heated. At this time, the circulating liquid in the motor-drive-side heat exchange assembly3flows through the second water pump82, the first three-way valve6, the second three-way valve7, the water-cooled condenser17, the first four-way reversing valve5, and the first heating member71, the chiller14, the first water pump81, the battery heat exchanger4, and the first four-way reversing valve5in sequence and then returns to the motor driven heat exchange assembly3. The circulating liquid in the motor drive heat exchange module3absorbs heat from the motor drive and then radiates heat in the water-cooled condenser17. The circulating liquid in the battery heat exchanger4absorbs heat from the battery and then can be cooled in the water-cooled condenser17. In this manner, the motor drive and the battery are forcedly cooled. At this time, the heat of the battery and the motor drive transfers the low-grade heat of the circulating liquid to a refrigeration system through the water-cooled condenser17, and the low-grade heat is raised to high-grade heat by the heat pump circulation of the refrigeration system to heat the cabin.

A seventh operating condition is in response to the operation mode of the natural heating of the battery and the cabin, as shown inFIG.8. At this time, the heat generated by the motor drive is relatively high, and the refrigeration system is shut down. The first water pump81, the second water pump82, and the water-cooled solenoid valve30are opened. The first reversing inlet501of the first four-way reversing valve5communicates with the first reversing outlet503. The second reversing inlet502communicates with the second reversing outlet504. The first communication hole601of the first three-way valve6communicates with the second communication hole602. The fourth communication hole701of the second three-way valve7communicates with the fifth communication hole702. At this time, the circulating liquid in the motor-drive-side heat exchange assembly3flows through the second water pump82, the first three-way valve6, the second three-way valve7, the cabin heat exchanger17, the water-cooled solenoid valve30, the first four-way reversing valve5, and the first heating member71, the chiller14, the first water pump81, the battery heat exchanger4, and the first four-way reversing valve5in sequence and then returns to the motor driven heat exchange assembly3. Since the heat of the motor drive is high-grade heat, for example, hot water at 50° C. to 60° C., the hot water flows through the cabin and the battery heat exchanger4to heat or cool the cabin and the battery.

In an eighth operating condition, when the motor drive generates more heat, the battery does not need to be heated through the water-cooled, and the cabin needs heating, the high temperature circulating fluid generated by the motor drive may be directly used to heat the cabin. As shown inFIG.9, the second water pump82and the water-cooled solenoid valve30are opened. The first reversing inlet501of the first four-way reversing valve5communicates with the second reversing outlet504. The first communication hole601of the first three-way valve6communicates with the second communication hole602. The fourth communication hole701of the second three-way valve7communicates with the fifth communication hole702. At this time, the circulating liquid in the motor-drive-side heat exchange assembly3flows through the second water pump82, the first three-way valve6, the second three-way valve7, the cabin heat exchanger2, the water-cooled solenoid valve30, and the first four-way reversing valve5in sequence and then returns to the motor-drive-side heat exchange assembly3. Since the heat of the motor drive is high-grade heat, for example, hot water at 50° C. to 60° C., the hot water then flows through the cabin, thereby heating the cabin.

It is to be noted that in winter, when the mist in the electric vehicle is required to be removed, and the cabin temperature is low and is required to be heated, the second heating member72, the third water pump83, the first expansion valve15, the third expansion valve18, and the economizer throttle valve20are opened. The seventh communication hole801of the third three-way valve8communicates with the eighth communication hole802. The refrigerant flowing out of the outlet of the compressor11flows through the second four-way reversing valve19, the air-cooled condenser12, the first expansion valve15, the economizer body10, the third expansion valve18, the cabin evaporator13, and the second four-way reversing valve19in sequence and then returns to the compressor11. At this time, the cabin evaporator13can absorb the heat of the circulating liquid of the cabin heat exchanger2. In this manner, the cabin heat exchanger2is cooled, and the mist in the electric vehicle is condensed into water droplets in the cabin heat exchanger2, thereby removing the mist. At the same time, the second heating member72heats the cabin, so that the temperature of the cabin is increased, thereby heating the cabin.

It is to be noted that when the system is used in winter, the first heating member71is selectively opened according to the temperature condition of the circulating fluid. If the temperature of the circulating fluid is too low, the first heating member71may be opened to heat the circulating fluid. When the temperature of the circulating liquid reaches a set temperature, the first heating member71may be closed. In an embodiment, the first heating member71is opened or closed according to the actual operating conditions.

An embodiment provides a control method applied by the vehicle thermal management system of an electric vehicle according to the preceding solution. The method includes the steps below.

When the cabin is required to be refrigerated, the cabin evaporator13communicates with the air-cooled condenser12, the refrigeration assembly performs refrigeration circulation; the inlet of the cabin heat exchanger2communicates with the heat exchange outlet of the cabin evaporator13, and the outlet of the cabin heat exchanger2communicates with the heat exchange inlet of the cabin evaporator13.

When the cabin is required to be heated, the cabin evaporator13communicates with one of the two condensers, the refrigeration assembly performs heating circulation, the inlet of the cabin heat exchanger2communicates with the heat exchange outlet of the cabin evaporator13, and the outlet of the cabin heat exchanger2communicates with the heat exchange inlet of the cabin evaporator13.

When the battery is required to be refrigerated, the chiller14communicates with the air-cooled condenser12, the refrigeration assembly performs refrigeration circulation, the inlet of the battery heat exchanger4communicates with the heat exchange outlet of the chiller14, and the outlet of the battery heat exchanger4communicates with the heat exchange inlet of the chiller14.

When the battery is required to be heated, the chiller14communicates with one of the two condensers, the refrigeration assembly performs heating circulation, the inlet of the battery heat exchanger4communicates with the heat exchange outlet of the chiller14, and the outlet of the battery heat exchanger4communicates with the heat exchange inlet of the chiller14.

When the motor drive is required to be cooled by the radiator tank9, the outlet of the motor-drive-side heat exchange assembly3communicates with the heat exchange inlet of the radiator tank9, and the inlet of the motor-drive-side heat exchange assembly3communicates with the heat exchange outlet of the radiator tank9.

When the battery is required to be cooled by the radiator tank9, the outlet of the motor-drive-side heat exchange assembly3communicates with the heat exchange inlet of the radiator tank9, and the heat exchange outlet of the radiator tank9communicates with the inlet of the motor-drive-side heat exchange assembly3through the chiller14and the battery heat exchanger4in sequence.

When the cabin is heated during winter parking by using heat generated by the battery, and the temperature of the battery is between a first preset temperature and a second preset temperature, the inlet of the battery heat exchanger4communicates with the heat exchange outlet of the chiller14, the outlet of the battery heat exchanger4communicates with the inlet of the cabin heat exchanger2through the motor-drive-side heat exchange assembly3, and the outlet of the cabin heat exchanger2communicates with the heat exchange inlet of the chiller14.

When the cabin is heated during winter parking by using heat generated by the motor drive, and the temperature of the motor drive is higher than a third preset temperature, the inlet of the motor-drive-side heat exchange assembly3communicates with the outlet of the cabin heat exchanger2, and the outlet of the motor-drive-side heat exchange assembly3communicates with the inlet of the cabin heat exchanger2.

The control method of the vehicle thermal management system of an electric vehicle provided by this embodiment has the characteristics of high operation efficiency, a good reliability, a long driving mileage, and high safety.

It is to be noted that the preceding are embodiments of the present disclosure and technical principles used therein. It is to be understood by those skilled in the art that the present disclosure is not limited to the embodiments described herein. Those skilled in the art can make various apparent modifications, adaptations, and substitutions without departing from the scope of the present disclosure. Therefore, while the present disclosure has been described in detail through the preceding embodiment, the present disclosure is not limited to the preceding embodiment and may include more other equivalent embodiments without departing from the concept of the present disclosure. The scope of the present disclosure is determined by the scope of the appended claims.