WO2021169946A1 - Heat management system of electric vehicle - Google Patents

Abstract

A heat management system of an electric vehicle, the system comprising a power battery unit (1), a drive motor unit (2), an air conditioning unit (3), a heater core unit (4), a motor Chiller heat exchanger (124), a battery Chiller heat exchanger (125), a water-cooled condenser (127), a four-way directional control valve (144) and a heat exchanger (143). The motor Chiller heat exchanger (124) is configured in the drive motor unit (2), and the battery Chiller heat exchanger (125) is configured in the power battery unit (1). The motor Chiller heat exchanger (124) is connected to the battery Chiller heat exchanger (125), and the motor unit (2) is connected to the power battery unit (1) by means of the four-way directional control valve (144). The water-cooled condenser (127) is configured in the heater core unit (4). The power battery unit (1) is connected to the heater core unit (4) by means of the heat exchanger (143). The air conditioning unit (3) is connected to the motor Chiller heat exchanger (124), the battery Chiller heat exchanger (125), and the water-cooled condenser (127). The described heat management system achieves good interaction among heat management sub-units, thereby achieving the purpose of saving electric energy and increasing the driving range of an electric vehicle.

Description

Electric vehicle thermal management system

This disclosure claims the priority of a Chinese patent application filed with the Chinese Patent Office with an application number of 202010115189.4 on February 25, 2020, and the entire content of the above application is incorporated into this disclosure by reference.

Technical field

The embodiments of the present application relate to new energy vehicle technology, for example, to an electric vehicle thermal management system.

Background technique

Compared with traditional fuel vehicles, electric vehicles have the advantages of zero emissions and low noise. With the development of electric vehicles, the auxiliary components of the vehicle thermal management system have gradually increased, and the proportion of energy consumed by the auxiliary components has gradually increased. Under high and low temperature environmental conditions, the energy consumption of the thermal management system will be greatly reduced. The driving range of the car.

In order to improve the driving range of electric vehicles in high and low temperature environments, it is necessary to integrate the energy consumption of each circuit of the electric vehicle thermal management system. Under the premise of meeting the thermal management requirements of each circuit, the energy utilization efficiency of the entire thermal management system is improved. . The electric vehicle thermal management system in the related technology usually adopts an independent design scheme. The thermal management loops are independent of each other, and there is no heat interaction between the thermal management loops, which makes it difficult to optimize the energy utilization of the thermal management system.

Summary of the invention

The present application provides a thermal management system for an electric vehicle to realize an optimized thermal management system so as to achieve good interaction between the thermal management sub-units, so as to achieve the purpose of saving electric energy and increasing the driving range of the electric vehicle.

The embodiment of the application provides an electric vehicle thermal management system, including a power battery unit, a drive motor unit, an air conditioning unit, a heater core unit, a motor Chiller heat exchanger, a battery Chiller heat exchanger, a water-cooled condenser, and a four-way Reversing valve and heat exchanger,

The motor Chiller heat exchanger is configured in a driving motor unit, the battery Chiller heat exchanger is configured in a power battery unit, the motor Chiller heat exchanger is connected to the battery Chiller heat exchanger, and the driving motor The unit is connected to the power battery unit through the four-way reversing valve,

The water-cooled condenser is arranged in the warm air core unit, and the power battery unit is connected to the warm air core unit through the heat exchanger,

The air conditioning unit is connected with the motor Chiller heat exchanger, the battery Chiller heat exchanger, and the water-cooled condenser.

Optionally, the power battery unit includes a power battery and a first electric water pump,

The power battery is connected to the first electric water pump, the power battery is also connected to the battery Chiller heat exchanger, and the first electric water pump is also connected to the heat exchanger.

Optionally, the drive motor unit includes a drive motor, a second electric water pump, a motor radiator and a first electromagnetic three-way valve,

The drive motor is connected to the motor Chiller heat exchanger and the four-way reversing valve, the motor radiator is connected to the motor Chiller heat exchanger, and the motor radiator is connected through the first electromagnetic The three-way valve is connected to the second electric water pump, and the first electromagnetic three-way valve is also connected to the motor Chiller heat exchanger.

Optionally, the warm air core unit includes a warm air core, a third electric water pump, a PTC heater, and a second electromagnetic three-way valve,

The PTC heater is connected to the heat exchanger and the warm air core through the second electromagnetic three-way valve, and the PTC heater is also connected to the water-cooled condenser,

The warm air core is connected with the heat exchanger and a third electric water pump, and the third electric water pump is also connected with the water-cooled condenser.

Optionally, the air-conditioning unit includes an air-conditioning compressor, a liquid storage tank, an air-conditioning condenser, and an air-conditioning evaporator,

The air conditioner compressor is connected to the air conditioner condenser and the water-cooled condenser, and the air conditioner compressor is connected to the motor Chiller heat exchanger and the battery Chiller heat exchanger through the air conditioner condenser,

The air-conditioning compressor is connected to the liquid storage tank, and the air-conditioning compressor is connected to the motor Chiller heat exchanger and the battery Chiller heat exchanger through the liquid storage tank,

The air conditioner compressor is connected to the air conditioner evaporator through the liquid storage tank, and the air conditioner evaporator is connected to the motor Chiller heat exchanger and the battery Chiller heat exchanger.

Optionally, an active grid is further included, and the active grid is used to adjust the air volume used for heat dissipation of the motor radiator.

Optionally, a fan is also included, and the fan is used to assist the motor radiator to dissipate heat.

Optionally, it further includes a first expansion water tank, and the first expansion water tank is connected to the first electric water pump.

Optionally, it further includes a second expansion water tank connected to the second electric water pump and the third electric water pump.

Optionally, it also includes a motor controller, a battery controller, an air conditioner controller, and a vehicle controller,

The motor controller is connected to the power battery unit, the battery controller is connected to the drive motor unit, and the air conditioning controller is connected to the air conditioning unit,

The vehicle controller is connected with the motor controller, the battery controller, and the air conditioner controller.

Description of the drawings

Figure 1 is a structural block diagram of a thermal management system in the first embodiment;

Figure 2 is a block diagram of another thermal management system in the first embodiment;

Fig. 3 is a schematic diagram of the operation of the passenger compartment cooling mode in the first embodiment;

4 is a working schematic diagram of the passenger compartment cooling and battery active cooling modes in the first embodiment;

Figure 5 is a schematic diagram of the dehumidification mode of the passenger compartment in the first embodiment;

Fig. 6 is a working schematic diagram of the dehumidification and battery active cooling mode of the passenger compartment in the first embodiment;

Figure 7 is a working schematic diagram of the passenger compartment heating mode 1 in the first embodiment;

Fig. 8 is a working schematic diagram of the heating mode 2 of the passenger compartment in the first embodiment;

Fig. 9 is a working schematic diagram of the heating mode 3 of the passenger compartment in the first embodiment;

Figure 10 is a working schematic diagram of the passenger compartment heating mode 4 in the first embodiment;

11 is a schematic diagram of the passive cooling mode of the battery in the first embodiment;

12 is a schematic diagram of the battery active cooling mode in the first embodiment;

13 is a schematic diagram of the passive heating mode of the battery in the first embodiment;

14 is a schematic diagram of the battery active heating mode in the first embodiment;

15 is a schematic diagram of the operation of the motor self-heating mode in the first embodiment;

Fig. 16 is a working schematic diagram of the low-temperature cooling mode of the motor in the first embodiment.

Detailed ways

The application will be further described in detail below with reference to the drawings and embodiments. It can be understood that the specific embodiments described here are only used to explain the application, but not to limit the application. In addition, it should be noted that, for ease of description, the drawings only show a part of the structure related to the present application instead of all of the structure.

Example one

Fig. 1 is a structural block diagram of a thermal management system in the first embodiment. Referring to Fig. 1, this embodiment proposes an electric vehicle thermal management system, including a power battery unit 1, a drive motor unit 2, an air conditioning unit 3, and a heater core Body unit 4, motor Chiller heat exchanger 124, battery Chiller heat exchanger 125, water-cooled condenser 127, four-way reversing valve 144 and heat exchanger 143.

The motor Chiller heat exchanger 124 is configured in the driving motor unit 2, and the battery Chiller heat exchanger 125 is configured in the power battery unit 1. The motor Chiller heat exchanger 124 and the battery Chiller heat exchanger 125 are connected, and the driving motor unit 2 passes through four The reversing valve 144 is connected to the power battery unit 1, the water-cooled condenser 127 is arranged in the heating core unit 4, the power battery unit 1 is connected to the heating core unit 4 through the heat exchanger 143, and the air conditioning unit 3 is connected to the heating core unit 4. The motor Chiller heat exchanger 124, the battery Chiller heat exchanger 125, and the water-cooled condenser 127 are connected.

Exemplarily, in this embodiment, the heat exchanger 143 is used as a common component of the power battery unit 1 and the heating core unit 4, and the heat in the heating core unit 4 can be realized by the heat exchanger 143 and the power battery unit 1. In the low temperature environment, the power battery unit 1 can be heated by the heat in the warm air core unit 4 to ensure the working temperature requirement of the power battery unit 1 in the low temperature environment. The four-way reversing valve 144 is a common component of the power battery unit 1 and the driving motor unit 2, and can switch between the series and parallel states of the power battery unit 1 and the driving motor unit 2 according to the cooling requirements of the power battery unit 1. The battery Chiller heat exchanger 125 is used as a common component of the power battery unit 1 and the air conditioning unit 3. The battery Chiller heat exchanger 125 can realize heat exchange between the refrigerant in the air conditioning unit 3 and the power battery unit 1. The motor Chiller heat exchanger 124 serves as a common component of the drive motor unit 2 and the air conditioning unit 3, and can realize the heat exchange between the refrigerant in the air conditioning unit 3 and the drive motor unit 2. In a low temperature environment, when the passenger compartment has a heating request, the residual heat in the driving motor unit 2 can be transferred to the air conditioning unit 3 through the motor Chiller heat exchanger 124 to heat the passenger compartment.

In this embodiment, the motor Chiller heat exchanger 124, the battery Chiller heat exchanger 125, the water-cooled condenser 127, the four-way reversing valve 144 and the heat exchanger 143 are used to realize the power battery unit 1, the drive motor unit 2, and the air conditioning unit 3. , The heat exchange between the heater core unit 4 can realize the effective use of heat in the thermal management system, avoid unnecessary energy waste, save electric energy, and increase the driving range of electric vehicles.

2 is a structural block diagram of another thermal management system in Embodiment 1. Referring to FIG. 2, in one embodiment, the power battery unit 1 includes a power battery 141 and a first electric water pump 142. The power battery 141 is connected to the first electric water pump 142, the power battery 141 is also connected to the battery Chiller heat exchanger 124, and the first electric water pump 142 is also connected to the heat exchanger. The thermal management system further includes a first expansion water tank 111, and the first expansion water tank 111 is connected to the first electric water pump 142.

Exemplarily, the power battery 141 is the power source of the electric vehicle, and is used to provide a high-voltage power source for the driving motor of the electric vehicle. The first electric water pump 142 is connected to a low-voltage battery, and the low-voltage battery provides a working voltage for the first electric water pump to drive the first electric water pump 142 to operate. The first electric water pump 142 is used to ensure the stable circulation of the liquid working fluid in the power battery unit 1 and realize the transfer of heat in the power battery unit 1. In a high temperature environment, the waste heat generated by the power battery 141 is effectively discharged, and in a low temperature environment , The power battery 141 is heated, so that the power battery 141 is always in a relatively optimal operating temperature range, and the performance and service life of the power battery 141 can be guaranteed. The first expansion tank 111 is used to balance the pressure and flow of the liquid working medium in the power battery unit 1 and eliminate the fluctuations in pressure and flow caused by the temperature difference of the liquid working medium in the loop.

The driving motor unit 2 includes a driving motor 151, a second electric water pump 152, a motor radiator 154, and a first electromagnetic three-way valve 153.

The drive motor 151 is connected to the motor Chiller heat exchanger 124 and the four-way reversing valve 144. The motor radiator 154 is connected to the motor Chiller heat exchanger 124. The motor radiator 154 is connected to the second electric motor through the first electromagnetic three-way valve 153. The water pump 152 is connected, and the first electromagnetic three-way valve 153 is also connected to the motor Chiller heat exchanger 124.

Exemplarily, the driving motor 151 receives the electric energy output by the power battery 141 via the inverter, converts the electric energy into mechanical energy, and drives the wheels through a mechanical transmission mechanism. The second electric water pump 152 is connected to the low-voltage battery. The second electric water pump 152 is driven by receiving the electric energy output by the low-voltage battery to ensure the stable circulation of the liquid working medium in the driving motor unit 2 and realize the transfer of heat in the driving motor unit 2 . By controlling the opening and closing of different flow ports of the first electromagnetic three-way valve 153, the flow path of the coolant in the driving motor unit 2 can be changed. The motor radiator 154 performs heat exchange with the outside air to realize the transfer of heat in the driving motor unit 2 to the outside air, so as to cool the driving motor unit 2.

The thermal management system further includes a second expansion water tank 112, and the second expansion water tank 112 is connected to the second electric water pump 152. The expansion tank 112 is used to balance the pressure and flow of the liquid working medium in the drive motor unit 2 and eliminate the pressure and flow fluctuations caused by the temperature difference of the liquid working medium in the loop.

The warm air core unit 4 includes a warm air core 161, a third electric water pump 162, a PTC heater 163 and a second electromagnetic three-way valve 164. The second expansion tank 112 is connected with the third electric water pump 162. The warm air core 161 is used to complete the heat exchange between the liquid working fluid in the loop and the air inside the passenger compartment, so as to realize the transfer of the heat in the warm air core unit 4 to the inside of the passenger compartment. The PTC heater 163 is connected to the heat exchanger 143 and the warm air core 161 through the second electromagnetic three-way valve 164. The PTC heater 163 is also connected to the water-cooled condenser 127. The warm air core 161 is connected to the heat exchanger 143 and The third electric water pump 162 is connected, and the third electric water pump 162 is also connected to the water-cooled condenser 127.

The third electric water pump 162 is connected to the low-voltage battery, and is driven to operate by receiving the electric energy output by the low-voltage battery. The third electric water pump 162 can ensure the stable circulation of the liquid working medium in the heater core unit 4. The PTC heater 163 is used as an electric heating device to convert the electric energy output by the power battery 141 into heat energy to heat the heater core unit 4. By controlling the opening and closing of different flow ports of the electromagnetic three-way valve 164, the flow path of the cooling liquid in the warm air core unit 4 is changed.

The air conditioning unit 3 includes an air conditioning compressor 121, a liquid storage tank 128, an air conditioning condenser 122, and an air conditioning evaporator 126. The air-conditioning compressor 121 is connected to the air-conditioning condenser 122 and the water-cooled condenser 127, the air-conditioning compressor 121 is connected to the motor Chiller heat exchanger 124 and the battery Chiller heat exchanger 125 through the air-conditioning condenser 122, and the air-conditioning compressor 121 is connected to the liquid storage The tank 128 is connected, the air conditioning compressor 121 is connected to the motor Chiller heat exchanger 124 and the battery Chiller heat exchanger 125 through the liquid storage tank 128, and the air conditioning compressor 121 is connected to the air conditioning evaporator 126 through the liquid storage tank 128, and the air conditioner evaporates The device 126 is connected to the motor Chiller heat exchanger 124 and the battery Chiller heat exchanger 125.

Exemplarily, the air-conditioning compressor 121 receives the electric energy output by the power battery 141 and converts the electric energy into rotating mechanical energy, which is used to compress the low-pressure gaseous refrigerant working medium in the air-conditioning system into the high-pressure gaseous refrigerant working medium, and output it to the air-conditioning condenser 122 or Water-cooled condenser 127. The air-conditioning condenser 122 is used to receive the high-pressure gaseous refrigerant working fluid output by the air-conditioning compressor 121, and the high-pressure gaseous refrigerant working fluid undergoes a phase change inside the air-conditioning condenser 122 and becomes a high-pressure liquid refrigerant working fluid to release heat.

Referring to FIG. 2, the thermal management system further includes an active grid 113, which is used to adjust the air volume used for heat dissipation of the motor radiator 154. A fan 123 is also included, and the fan 123 is used to assist the motor radiator 154 to dissipate heat.

In one embodiment, by adjusting the opening degree of the active grille 113 by 1, the cooling air intake volume at the front end of the motor radiator 154 can be adjusted. By adjusting the rotation speed of the electric fan 123, the cooling air intake volume at the front end of the motor radiator 154 can be adjusted.

In this embodiment, the thermal management system further includes a motor controller, a battery controller, an air conditioner controller, and a vehicle controller. The motor controller is connected to the power battery unit 1, the battery controller is connected to the drive motor unit 2, the air conditioning controller is connected to the air conditioning unit 3, and the vehicle controller is connected to the motor controller, battery controller, and air conditioning controller .

Exemplarily, the vehicle controller, the motor controller, the battery controller, and the air-conditioning controller are connected through the CAN bus to form a local area network, and each controller transmits its status information through the CAN bus, and performs data circulation and sharing on the CAN bus. Among them, the vehicle controller is mainly used to monitor the working status of the thermal management system and combine the thermal management work requests issued by other controllers (including battery system heating or cooling requests, motor system cooling requests, air conditioning system cooling, heating, dehumidification requests, etc.) And so on, comprehensively determine the working mode of the thermal management system, and issue commands to the remaining control components in the thermal management system through the CAN bus according to the predefined control strategies in each mode. The remaining control components receive commands from the vehicle controller and control each sub-unit to respond to thermal management requirements to ensure the stable operation of the electric vehicle thermal management system.

2, the thermal management system further includes a first on-off valve 129, a second on-off valve 130, a third on-off valve 131, a fourth on-off valve 132, a first electronic expansion valve 133, and a second electronic expansion valve 134 , The third electronic expansion valve 135, the fifth on-off valve 136, the sixth on-off valve 137 and the fourth electronic expansion valve 138.

The air-conditioning compressor 121 is connected to the water-cooled condenser 127 through the first on-off valve 129, the air-conditioning compressor 121 is connected to the air-conditioning condenser 122 through the second on-off valve 130, and the air-conditioning condenser 122 is connected through the fourth on-off valve 132 and The first electronic expansion valve 133 is connected to the motor Chiller heat exchanger 124, the air-conditioning compressor 121 is connected to the motor Chiller heat exchanger 124 through the third on-off valve 131, and the air-conditioning compressor 121 is connected to the air conditioner through the sixth on-off valve 137. The evaporator 126 is connected, the air-conditioning evaporator 126 is connected to the first electronic expansion valve 133 and the second electronic expansion valve 134 through the third electronic expansion valve 135, and the water-cooled condenser 127 is connected to the first electronic expansion valve through the fifth on-off valve 136. The valve 133 is connected to the second electronic expansion valve 134, the first electronic expansion valve 133 is connected to the motor Chiller heat exchanger 124, and the second electronic expansion valve 134 is connected to the battery Chiller heat exchanger 125. Combined with the controller strategy generated by the vehicle controller, by changing the first on-off valve 129, the second on-off valve 130, the third on-off valve 131, the fourth on-off valve 132, the first electronic expansion valve 133, and the second The opening and closing states of the electronic expansion valve 134, the third electronic expansion valve 135, the fifth on-off valve 136, the sixth on-off valve 137, and the fourth electronic expansion valve 138 can realize different working modes of the thermal management system. Exemplarily, the working modes of the thermal management system in this embodiment include: passenger compartment cooling mode, passenger compartment cooling and battery active cooling mode, passenger compartment dehumidification mode, passenger compartment dehumidification and battery active cooling mode, and passenger compartment heating mode 1. Crew compartment heating mode 2, passenger compartment heating mode 3, passenger compartment heating mode 4, battery passive cooling mode, battery active cooling mode, battery passive heating mode, battery active heating mode, motor self heating mode, motor low temperature cooling mode.

Fig. 3 is a schematic diagram of the operation of the passenger compartment cooling mode in Embodiment 1. Referring to Fig. 3, if the external environment temperature is high and the passenger compartment has a cooling demand, the air conditioning unit 3 enters the passenger compartment cooling mode. The air-conditioning compressor 121 compresses the low-pressure gaseous refrigerant working medium in the air-conditioning unit 3 and outputs the high-pressure gaseous refrigerant working medium. The second on-off valve 130 is opened, and the high-pressure gaseous refrigerant flows through the second on-off valve 130 and enters the air-conditioning condenser 122. In the air-conditioning condenser 122, it exchanges heat with the external environment. The refrigerant working medium is cooled, and the refrigerant working medium undergoes a phase change, changing from a high-pressure gaseous state to a high-pressure liquid refrigerant working medium. The high-pressure liquid refrigerant flows through the fourth on-off valve 132 and enters the third electronic expansion valve 135. The high-pressure liquid refrigerant is expanded into a low-pressure gas-liquid two-phase refrigerant. The air-conditioning controller controls the third electronic expansion valve 135. The opening degree of the low pressure gas-liquid two-phase refrigerant further flows into the air-conditioning evaporator 126, and the phase change is carried out inside the evaporator. The internal heat is transferred to the air conditioning unit 3. The low-pressure gaseous refrigerant output from the air-conditioning evaporator 126 flows through the sixth on-off valve 137 and enters the liquid storage tank 128. The liquid storage tank 128 filters the water vapor and other impurities contained in the low-pressure gaseous working medium and outputs it to the air-conditioning compressor. The machine 121 has completed a refrigeration cycle of the air conditioning unit 3 so far.

In this mode, the active grille 113 remains open, and its opening degree is determined by the heat exchange power demand of the air conditioner condenser 122. Under the premise that the active grille 113 is fully opened, as the heat exchange power demand of the air-conditioning condenser 122 further increases, the electric fan 123 starts to work, and its speed is adjusted by the air-conditioning controller.

Fig. 4 is a working schematic diagram of the passenger compartment refrigeration and battery active cooling mode in the first embodiment. Referring to Fig. 4, if the external environment temperature is high, the passenger compartment has a cooling demand, and the power battery also has an active cooling demand, then the air conditioning unit 3 enters the occupant Cabin cooling and battery active cooling mode.

At this time, by switching the state of the four-way reversing valve 144, the power battery unit 1 and the driving motor unit 2 are connected in parallel. The air-conditioning compressor 121 compresses the low-pressure gaseous refrigerant working medium in the air-conditioning unit 3 and outputs the high-pressure gaseous refrigerant working medium. The second on-off valve 130 is opened, and the high-pressure gaseous refrigerant flows through the second on-off valve 130 and enters the air-conditioning condenser 122, where it exchanges heat with the external environment, and the cooling air in the external environment performs high-pressure The gaseous refrigerant working medium is cooled, and the refrigerant working medium undergoes a phase change, changing from a high-pressure gas state to a high-pressure liquid refrigerant working medium. The high-pressure liquid refrigerant flows through the fourth on-off valve 132 and enters the second electronic expansion valve 134 and the third electronic expansion valve 135 respectively. By adjusting the opening degree of the second electronic expansion valve 134, the high-pressure liquid refrigerant entering the second electronic expansion valve 134 expands into a low-pressure gas-liquid two-phase refrigerant, and flows into the battery Chiller heat exchanger 125, where the battery Chiller heats up The inside of the exchanger 125 undergoes a phase change, from a low-pressure gas-liquid two-phase working medium to a low-pressure gas working medium, and at the same time absorbs heat, and transfers the heat in the power battery unit 1 to the air conditioning unit 3. The low-pressure gaseous refrigerant working fluid output by the battery Chiller heat exchanger 125 enters the liquid storage tank 128. The liquid storage tank filters the water vapor and other impurities contained in the low-pressure gaseous working fluid and outputs it to the air-conditioning compressor 121.

The circulation path of the air-conditioning refrigerant entering the third electronic expansion valve 135 is the same as that of the passenger compartment refrigeration mode, and is mainly used for the refrigeration cycle inside the passenger compartment.

Fig. 5 is a working schematic diagram of the dehumidification mode of the passenger compartment in the first embodiment. Referring to Fig. 5, if the external environment temperature is low, the humidity inside the passenger compartment is relatively high, and the passenger compartment needs dehumidification, the air conditioning unit 3 enters the dehumidification mode of the passenger compartment.

The air-conditioning compressor 121 compresses the low-pressure gaseous refrigerant working medium in the air-conditioning unit 3 and outputs the high-pressure gaseous refrigerant working medium. The first on-off valve 129 is opened, and the high-pressure gaseous refrigerant flows through the first on-off valve 129, enters the water-cooled condenser 127, and exchanges heat with the heater core unit 4 inside the water-cooled condenser 127. The heater core The low-temperature liquid working medium in unit 4 cools the high-pressure gaseous refrigerant working medium, and the refrigerant working medium undergoes a phase change, changing from high-pressure gaseous state to high-pressure liquid refrigerant working medium. At this time, the heat in the air conditioning unit 3 is transferred to the warm air core unit 4 in. The high-pressure liquid refrigerant flows through the fifth on-off valve 136 and enters the third electronic expansion valve 135. By controlling the opening of the third electronic expansion valve 135, the high-pressure liquid refrigerant is expanded into a low-pressure gas-liquid two-phase refrigerant. It flows into the air-conditioning evaporator 126, and undergoes a phase change inside the air-conditioning evaporator 126, changing from a low-pressure gas-liquid two-phase working fluid to a low-pressure gaseous working fluid. At the same time, it absorbs heat from the inside of the passenger compartment and transfers the heat inside the passenger compartment to the air conditioner. In unit 3. The low-pressure gaseous refrigerant output from the air-conditioning evaporator 126 flows through the sixth on-off valve 137 into the liquid storage tank 128. The liquid storage tank 128 filters the water vapor and other impurities contained in the low-pressure gaseous working medium and outputs it to the air-conditioning compressor 121.

In the warm air core unit 4, the water-cooled condenser 127 transfers the heat in the air conditioner ternary 3 to the warm air core unit 4. At this time, the third electric water pump 162 is turned on to transfer the heat in the air-conditioning unit 3 to the warm air core 161. The high-temperature liquid working fluid inside the warm air core 161 and the low-temperature air flowing through the air-conditioning evaporator 126 in the passenger compartment Perform heat exchange and further transfer heat to the passenger compartment. By controlling the second electromagnetic three-way valve 164, the liquid working fluid flowing through the warm air core 161 flows to the PTC heater 163, and the vehicle controller controls the working state of the PTC heater 163 according to the temperature of the air outlet inside the passenger compartment. The liquid working fluid in the PTC heater 163 further flows to the water-cooled condenser 127 to further exchange heat with the air conditioning unit 3.

Inside the passenger compartment, the airflow first flows through the air-conditioning evaporator 126. The evaporator absorbs heat and cools the airflow. The water vapor saturation in the airflow after cooling rises. When it reaches 100% saturation, the water in the airflow will be reduced. It is analyzed that the passenger compartment is eliminated by the drainage tube to achieve the purpose of dehumidification. In order to ensure the comfort of the airflow blowing into the passenger compartment, the cooled airflow needs to be further heated. Therefore, the low-temperature airflow flowing through the air conditioner evaporator 126 and the high-temperature liquid working fluid inside the warm air core 161 are in the warm air core 161 During heat exchange, the warm air core unit 4 reheats the low-temperature air flowing through the air conditioner evaporator 126, and the reheated warm air is delivered to the air outlet of the passenger compartment to prevent the low-temperature airflow from dehumidifying mode from affecting the comfort of the driver. Influence.

Fig. 6 is a working schematic diagram of the passenger compartment dehumidification and battery active cooling mode in the first embodiment. Referring to Fig. 6, if the external environment temperature is low, the internal humidity of the passenger compartment is relatively high, the passenger compartment needs dehumidification, and the power battery 141 has active cooling On demand, the air conditioning unit 3 enters the dehumidification and battery active cooling mode of the passenger compartment.

At this time, by switching the state of the four-way reversing valve 144, the power battery unit 1 and the driving motor unit 2 are connected in parallel. The air-conditioning compressor 121 compresses the low-pressure gaseous refrigerant working medium in the air-conditioning unit 3 and outputs the high-pressure gaseous refrigerant working medium. The first on-off valve 129 is opened, and the high-pressure gaseous refrigerant flows through the first on-off valve 129, enters the water-cooled condenser 127, and exchanges heat with the heater core unit 4 inside the water-cooled condenser 127. The heater core The low-temperature liquid working medium in unit 4 cools the high-pressure gaseous refrigerant working medium, the refrigerant working medium undergoes a phase change, from the high-pressure gas state to the high-pressure liquid refrigerant working medium, and the heat in the air conditioning unit 3 is transferred to the warm air core unit 4 . The high-pressure liquid refrigerant flows through the fifth on-off valve 136 and enters the second electronic expansion valve 134 and the third electronic expansion valve 135 respectively. By adjusting the opening degree of the second electronic expansion valve 134, the high-pressure liquid refrigerant entering the second electronic expansion valve 134 is expanded into a low-pressure gas-liquid two-phase refrigerant, and flows into the battery Chiller heat exchanger 125. The battery Chiller heat exchanger 125 undergoes a phase change, changing from a low-pressure gas-liquid two-phase working medium to a low-pressure gas working medium, and at the same time absorbs heat, and transfers the heat in the power battery unit 1 to the air conditioning unit 3. The low-pressure gaseous refrigerant working medium output by the battery Chiller heat exchanger 125 enters the liquid storage tank 128, which filters the water vapor and other impurities contained in the low-pressure gaseous working medium and outputs it to the air-conditioning compressor 121.

The air-conditioning refrigerant entering the third electronic expansion valve 135 has the same circulation path as the dehumidification mode of the passenger compartment, and is mainly used for the dehumidification cycle inside the passenger compartment.

Fig. 7 is a working schematic diagram of the passenger compartment heating mode 1 in the first embodiment. Referring to Fig. 7, if the external environment temperature is low, the passenger compartment has a heating demand. When the ambient temperature is less than -10°C (calibrated), and the motor outlet coolant temperature is less than 10°C (calibrated), the air conditioning system enters the passenger compartment heating mode 1, and the heater core 161 is heated by the PTC heater 163.

At this time, the PTC heater 163 is turned on to convert the electric energy output by the power battery 141 into heat energy to heat the heater core unit 4. The heated liquid working medium flows through the water-cooled condenser 127 and enters the first electric water pump 142. At this time, the water-cooled condenser 127 does not process the liquid working medium. The first electric water pump 142 is used to maintain the stable circulation of the liquid working medium in the warm air core unit 4, and to deliver the heated liquid working medium to the warm air core 161. The high temperature liquid working medium in the warm air core 161 It exchanges heat with the low-temperature airflow inside the passenger compartment, and the heat is transferred to the inside of the passenger compartment. By controlling the second electromagnetic three-way valve 164, the liquid working fluid flowing through the warm air core 161 flows to the PTC heater 163 to be heated again. Since then, the process of actively heating the low-temperature air flow in the passenger compartment by the PTC heater 163 is completed .

Fig. 8 is a working schematic diagram of the passenger compartment heating mode 2 in the first embodiment. Referring to Fig. 8, if the external environment temperature is low, the passenger compartment has a heating demand. When the ambient temperature is less than -10°C (calibrated), and the temperature of the coolant at the motor outlet is greater than 10°C (calibrated), the air conditioning unit 3 enters the passenger compartment heating mode 2, and heats the passenger compartment by taking heat from the drive motor unit 2 heating.

At this time, the air-conditioning compressor 121 compresses the low-pressure gaseous refrigerant working medium in the air-conditioning circuit, and outputs the high-pressure gaseous refrigerant working medium. The first on-off valve 129 is opened, and the high-pressure gaseous refrigerant flows through the first on-off valve 129, enters the water-cooled condenser 127, and exchanges heat with the heater core unit 4 inside the water-cooled condenser 127. The heater core The low-temperature liquid working medium in the unit 4 cools the high-pressure gaseous refrigerant working medium, the refrigerant working medium undergoes a phase change, from the high-pressure gas state to the high-pressure liquid refrigerant working medium, and the heat in the air conditioning unit 3 is transferred to the warm air core circuit. The high-pressure liquid refrigerant working medium flows through the fifth on-off valve 136 and the first electronic expansion valve 133. The high-pressure liquid refrigerant is expanded by the first electronic expansion valve 133 to undergo a phase change, and it becomes a low-pressure gas-liquid two-phase refrigerant working medium, and enters the motor Chiller heat exchanger 124. The air-conditioning refrigerant further undergoes a phase change. The two-phase state becomes a low-pressure gas state and absorbs heat from the drive motor unit 2. The low-pressure gaseous refrigerant enters the liquid storage tank 128, and the liquid storage tank 128 filters the water vapor and other impurities contained in the low-pressure gaseous working medium, and outputs it to the air-conditioning compressor 121.

At the same time, in the warm air core unit 4, the water-cooled condenser 127 transfers the heat in the air conditioning unit 3 to the warm air core unit 4. The third electric water pump 162 is turned on to transfer the heat in the warm air core unit 4 to the warm air core 161. The high-temperature liquid working fluid inside the warm air core 161 and the low-temperature air flowing through the air-conditioning evaporator 126 in the passenger compartment perform Heat exchange to further transfer heat to the passenger compartment. By controlling the second electromagnetic three-way valve 164, the liquid working fluid flowing through the warm air core 161 flows to the PTC heater 163, and the vehicle controller controls the working state of the PTC heater 163 according to the temperature of the air outlet inside the passenger compartment. The liquid working fluid further flows to the water-cooled condenser 127 and further exchanges heat with the air conditioning unit 3. By switching the state of the four-way reversing valve 144, the power battery unit 1 and the driving motor unit 2 are connected in parallel. In the driving motor unit 2, the motor controller controls the working state of the first electromagnetic three-way valve 153 according to the temperature of the motor coolant. If the heat dissipation power requirement of the driving motor unit 2 exceeds the heating power requirement of the passenger compartment, the motor coolant temperature exceeds The set limit is controlled by the first electromagnetic three-way valve 153 to control the flow path of the cooling liquid, so that the cooling liquid passes through the motor radiator 154 to dissipate heat from the driving motor unit.

When the motor circuit coolant flows through the motor radiator 154 to dissipate heat, the active grille 113 remains open, and its opening is determined by the heat exchange power demand of the motor radiator 154. Under the premise that the active grille 113 is fully opened, as the heat exchange power demand of the motor radiator 154 further increases, the electric fan 123 starts to work, and its speed is adjusted by the air conditioner controller.

Figure 9 is a working schematic diagram of the passenger compartment heating mode 3 in the first embodiment. Referring to Figure 9, if the external environment temperature is low, the passenger compartment has a heating demand, and the ambient temperature is greater than -10°C (calibrated), the driving motor 151 exits the coolant When the temperature is less than 10°C (calibrated), the air conditioning unit 3 enters the passenger compartment heating mode 3, and heats the passenger compartment by taking heat from the external environment.

At this time, the air-conditioning compressor 121 compresses the low-pressure gaseous refrigerant working medium in the air-conditioning unit 3, and outputs the high-pressure gaseous refrigerant working medium. The first on-off valve 129 is opened, and the high-pressure gaseous refrigerant flows through the first on-off valve 129, enters the water-cooled condenser 127, and exchanges heat with the heater core unit 4 inside the water-cooled condenser 127. The heater core The low-temperature liquid working medium in unit 4 cools the high-pressure gaseous refrigerant working medium, the refrigerant working medium undergoes a phase change, from the high-pressure gas state to the high-pressure liquid refrigerant working medium, and the heat in the air conditioning unit 3 is transferred to the warm air core unit 4 . The high-pressure liquid refrigerant working medium flows through the fifth on-off valve 136 and the fourth electronic expansion valve 138. The high-pressure liquid refrigerant is expanded by the fourth electronic expansion valve 138 and undergoes a phase change. It becomes a low-pressure gas-liquid two-phase refrigerant and enters the air-conditioning condenser 122. The state becomes a low-pressure gas state and absorbs heat from the external environment. The low-pressure gaseous refrigerant enters the liquid storage tank 128 through the third on-off valve 131, and the liquid storage tank 128 filters the water vapor and other impurities contained in the low-pressure gaseous working medium and outputs it to the air-conditioning compressor 121.

In the warm air core unit 4, the water-cooled condenser 127 transfers the heat in the air conditioning unit 3 to the warm air core unit 4. The third electric water pump 162 is turned on to transfer the heat in the heater core unit 4 to the heater core 161. The high-temperature liquid working fluid inside the heater core 161 and the low-temperature air flowing through the air conditioning evaporator 126 in the passenger compartment Perform heat exchange and further transfer heat to the passenger compartment. By controlling the second electromagnetic three-way valve 164, the liquid working fluid flowing through the warm air core 161 flows to the PTC heater 163, and the vehicle controller controls the working state of the PTC heater 163 according to the temperature of the air outlet inside the passenger compartment . The liquid working fluid further flows from the PTC heater 163 to the internal water-cooled condenser 127, and further heat exchanges with the air conditioning unit 3.

In this mode, the active grille 113 remains open, and its opening degree is determined by the heat exchange power demand of the air conditioner condenser 126. Under the premise that the active grille 113 is fully opened, as the heat exchange power demand of the air-conditioning condenser further increases, the electric fan 123 starts to work, and its speed is adjusted by the air-conditioning controller.

Fig. 10 is a working schematic diagram of the passenger compartment heating mode 4 in Embodiment 1. Referring to Fig. 10, if the external environment temperature is low, the passenger compartment has a heating demand. The ambient temperature is greater than -10°C (calibrated), and the temperature of the coolant at the outlet of the drive motor is greater than 10°C (calibrated), the air conditioning system enters the passenger compartment heating mode 4, and the passenger compartment is heated by both the external environment and the drive motor unit. heating.

At this time, the air-conditioning compressor 121 compresses the low-pressure gaseous refrigerant working medium in the air-conditioning unit 3, and outputs the high-pressure gaseous refrigerant working medium. The first on-off valve 129 is opened, and the high-pressure gaseous refrigerant flows through the first on-off valve 129, enters the water-cooled condenser 127, and exchanges heat with the heater core unit 4 inside the water-cooled condenser 127. The heater core The low-temperature liquid working medium in unit 4 cools the high-pressure gaseous refrigerant working medium, the refrigerant working medium undergoes a phase change, from the high-pressure gas state to the high-pressure liquid refrigerant working medium, and the heat in the air conditioning unit 3 is transferred to the warm air core unit 4 . The high-pressure liquid refrigerant working fluid flows through the fifth on-off valve 136 and enters the first electronic expansion valve 133 and the fourth electronic expansion valve 138 respectively. In one embodiment, a high-pressure liquid refrigerant is expanded through the first electronic expansion valve 133 to undergo a phase change, and becomes a low-pressure gas-liquid two-phase refrigerant, and enters the motor Chiller heat exchanger 124, and the air-conditioning refrigerant is in the motor Chiller. The heat exchanger 124 further undergoes a phase change, from a low-pressure gas-liquid two-phase state to a low-pressure gas state, and absorbs heat from the driving motor unit 2. The other high-pressure liquid refrigerant is expanded by the fourth electronic expansion valve 138 and undergoes a phase change, becomes a low-pressure gas-liquid two-phase refrigerant, enters the air-conditioning condenser 122, and the air-conditioning refrigerant further undergoes a phase change in the air-conditioning condenser 122 , From the low-pressure gas-liquid two-phase state to the low-pressure gas state, and absorb heat from the external environment. The third on-off valve 131 is controlled to open, and the two low-pressure gaseous refrigerant working fluids enter the liquid storage tank 128. The liquid storage tank filters the water vapor and other impurities contained in the low-pressure gaseous working fluid and outputs them to the air-conditioning compressor 121.

In the warm air core unit 4, the water-cooled condenser 127 transfers the heat in the air conditioning unit 3 to the warm air core unit 4. The third electric water pump 162 is turned on to transfer the heat in the heater core unit 4 to the heater core 161. The high-temperature liquid working fluid inside the heater core 161 and the low-temperature air flowing through the air conditioning evaporator 126 in the passenger compartment Perform heat exchange and further transfer heat to the passenger compartment. By controlling the second electromagnetic three-way valve 164, the liquid working fluid flowing through the warm air core 161 flows to the PTC heater 163, and the vehicle controller controls the working state of the PTC heater 163 according to the temperature of the air outlet inside the passenger compartment. The liquid working fluid in the PTC heater 163 further flows to the water-cooled condenser 127, and further heat exchanges with the air conditioning unit.

At the same time, the state of the four-way reversing valve 144 is switched, so that the power battery unit 1 and the driving motor unit 2 are connected in parallel. In the driving motor unit 2, the motor controller controls the working state of the first electromagnetic three-way valve 153 according to the temperature of the motor coolant. If the heat dissipation power demand of the driving motor unit 2 exceeds the heating power demand of the passenger compartment, the driving motor coolant temperature If the set value is exceeded, the flow path of the cooling liquid is changed by controlling the state of the first electromagnetic three-way valve 153 so that the cooling liquid of the driving motor passes through the motor radiator 154 to dissipate the heat of the driving motor unit 2.

When the driving motor coolant flows through the motor radiator 154 to dissipate heat, the active grille 113 remains open, and its opening is determined by the heat exchange power demand of the air conditioning condenser 126 or the motor radiator 154. Under the premise that the active grille 113 is fully opened, as the heat exchange power demand of the air conditioner condenser 126 or the motor radiator 154 further increases, the electric fan 123 starts to work, and its speed is controlled by the air conditioner controller or the motor controller. adjust.

Figure 11 is a working schematic diagram of the battery passive cooling mode in the first embodiment. Referring to Figure 11, if the temperature of the power battery 141 is high, the thermal management system receives a cooling request, and the ambient temperature is less than 25°C (calibrated), and the motor radiator 154 is imported If the coolant temperature is less than 30°C (calibrated), it will enter the passive cooling mode.

At this time, the state of the four-way reversing valve 144 is controlled so that the power battery unit 1 and the driving motor unit 2 are connected in series. By controlling the state of the first electromagnetic three-way valve 153, the coolant in the series circuit flows through the motor radiator 154.

In one embodiment, the coolant in the series circuit exchanges heat with the external cooling air in the motor radiator 154, and the heat in the series circuit is transferred to the external environment through the motor radiator 154. The cooled coolant flows through the first electromagnetic three-way valve 153, the second electric water pump 152, the four-way reversing valve 144, the heat exchanger 143, and the first electric water pump 142, respectively, and flows into the power battery 141, to the power battery 141. Cool down. The coolant from the power battery 141 flows through the battery Chiller heat exchanger 125, the four-way reversing valve 144, the drive motor 151 and the motor Chiller heat exchanger 124, and enters the motor radiator 154 for cooling, completing the passive cooling cycle of the power battery. . Among them, the heat exchanger 143, the battery Chiller heat exchanger 125, and the motor Chiller heat exchanger 124 do not participate in the further processing of the coolant.

In this mode, the active grille 113 remains open, and its opening is determined by the heat exchange power demand of the motor radiator 1541. Under the premise that the active grille 113 is fully opened, as the heat exchange power demand of the motor radiator 154 further increases, the electric fan 123 starts to work, and its speed is adjusted by the motor controller.

Fig. 12 is a working schematic diagram of the active battery cooling mode in Embodiment 1. Referring to Fig. 12, if the temperature of the power battery 141 is high, the thermal management system receives 1 cooling request. If the ambient temperature is greater than 25°C (calibrated), or the coolant temperature at the inlet of the motor radiator 154 is greater than 30°C (calibrated), the active cooling mode is entered.

At this time, by controlling the state of the four-way reversing valve 144, the power battery unit 1 and the driving motor unit 2 are connected in parallel. In an embodiment, the air-conditioning compressor 121 compresses the low-pressure gaseous refrigerant working fluid in the air-conditioning unit 3 and outputs the high-pressure gaseous refrigerant working fluid. The second on-off valve 130 is controlled to open, and the high-pressure gaseous refrigerant flows through the second on-off valve 130 and enters the air-conditioning condenser 122, where the air-conditioning condenser 122 exchanges heat with the external environment, and the cooling air in the external environment The high-pressure gaseous refrigerant working fluid is cooled, and the refrigerant working fluid undergoes a phase change, changing from a high-pressure gaseous state to a high-pressure liquid refrigerant working fluid. The high-pressure liquid refrigerant flows through the fourth on-off valve 132 and enters the second electronic expansion valve 134. Through the adjustment of the opening degree of the second electronic expansion valve 134, the high-pressure liquid refrigerant is expanded into a low-pressure gas-liquid two-phase refrigerant, and further flows into the battery Chiller heat exchanger 125, where the phase is performed inside the battery Chiller heat exchanger 125 Change from a low-pressure gas-liquid two-phase working fluid to a low-pressure gaseous working fluid, which absorbs heat at the same time and transfers the heat in the power battery unit 1 to the air conditioning unit 3. The low-pressure gaseous refrigerant working fluid output by the battery Chiller heat exchanger 125 enters the liquid storage tank 128, and the liquid storage tank 128 filters the water vapor and other impurities contained in the low-pressure gaseous working fluid, and outputs it to the air-conditioning compressor 121.

In the power battery unit 1, the liquid working fluid cooled by the battery Chiller heat exchanger 125 flows through the four-way valve 144, the heat exchanger 143, and the first electric water pump 142, and then flows into the power battery 141 to perform the operation on the power battery 141. cool down. The cooling liquid flowing out of the power battery 141 enters the battery Chiller heat exchanger 125 again to exchange heat with the air conditioning unit 3 to complete the active cooling cycle of the power battery 141. Among them, the heat exchanger 143 does not participate in the further processing of the cooling liquid.

In this mode, the active grille 113 remains open, and its opening degree is determined by the heat exchange power demand of the air conditioner condenser 126. Under the premise that the active grille 113 is fully opened, as the heat exchange power demand of the air-conditioning condenser 126 further increases, the electric fan 123 starts to work, and its speed is adjusted by the air-conditioning controller.

FIG. 13 is a working schematic diagram of the battery passive heating mode in Embodiment 1. Referring to FIG. 13, if the temperature of the power battery 141 is low, the thermal management system receives a heating request. If the power battery coolant temperature is greater than 10°C (calibrated), and the temperature of the driving motor coolant is greater than 15°C (calibrated) and less than 45°C (calibrated), it will enter the passive heating mode.

At this time, the state of the four-way reversing valve 144 is controlled to switch the power battery unit 1 and the driving motor unit 2 in series, and the first electromagnetic three-way valve 153 is controlled to control the coolant in the series circuit not to flow through the motor radiator 154.

In one embodiment, when the liquid working medium in the series circuit flows through the driving motor 151, the cooling working medium is heated by the waste heat of the driving motor 151, and the heated cooling working medium flows through the Chiller heat exchanger 124 and the second motor respectively. An electromagnetic three-way valve 153, a second electric water pump 152, a four-way reversing valve 144, a heat exchanger 143 and a first electric water pump 142 flow into the power battery 141 to passively heat the power battery 141. The cooling medium flowing out of the power battery 141 flows through the battery Chiller heat exchanger 125 and the four-way reversing valve 144 respectively, enters the driving motor 151, and is heated again. Among them, the heat exchanger 143, the battery Chiller heat exchanger 125 and the motor Chiller heat exchanger 124 are not involved in the further processing of the coolant.

Fig. 14 is a working schematic diagram of the active battery heating mode in the first embodiment. Referring to Fig. 14, if the temperature of the power battery 141 is low, the thermal management system receives a heating request. The temperature of the coolant in the power battery unit 1 is less than 10°C (calibrated), or the temperature of the coolant in the drive motor unit 2 is less than 15°C (calibrated), or the temperature of the coolant in the drive motor unit is greater than 45°C (calibrated) , Then enter the active heating mode.

In one embodiment, the power battery unit 1 and the driving motor unit 2 are connected in parallel by controlling the state of the four-way reversing valve 144 to be switched. In the warm air core unit 4, by controlling the second electromagnetic three-way valve 164, the cooling liquid in the warm air core unit 4 flows through the heat exchanger 143. At the same time, the PTC heater 163 intervenes to work, consuming high-voltage electric energy and converting it into heat energy to heat the liquid working fluid in the heater core unit 4. The heated liquid working fluid flows through the water-cooled condenser 127, the third electric water pump 162 and the warm air core 161 respectively, flows into the heat exchanger 143, and transfers the heat of the warm air core unit 4 to the power through the heat exchanger 143. In the battery unit 1, the liquid working fluid in the power battery unit 1 is heated. Among them, the vehicle controller determines whether the water-cooled condenser 127 is involved in the operation according to the working conditions of the air conditioning unit. The vehicle controller determines whether the heater core 161 is involved in the work according to whether there is a heating request in the passenger compartment.

The liquid working fluid in the driving motor unit 2 enters the heat exchanger 143 for heating, flows through the first electric water pump 142, enters the power battery 141, actively heats the power battery 141, and then flows through the battery Chiller heat exchanger 125 and the fourth battery. The reversing valve 144 is opened, and it enters the heat exchanger 143 to be heated again.

Fig. 15 is a schematic diagram of the operation of the motor self-heating mode in the first embodiment. Referring to Fig. 15, if the temperature of the driving motor unit is low, the thermal management system does not receive a cooling request. The ambient temperature is greater than 0°C (calibrated). In order to ensure the rapid warm-up of the drive motor unit 2, the drive motor unit 2 enters the motor self-heating mode.

At this time, the state of the four-way reversing valve 144 is controlled to switch the power battery unit 1 and the drive motor unit 2 in parallel. The first electromagnetic three-way valve 153 is controlled so that the coolant in the driving motor unit 2 does not flow through the motor radiator 154. At the same time, the second electric water pump 152 operates to make the liquid working medium in the driving motor unit 2 operate. The cooling medium flows through the second electric water pump 152, the four-way reversing valve 144, the drive motor 151, the motor Chiller heat exchanger 124, and the first electromagnetic three-way valve 153, and then returns to the second electric water pump 152 for automatic control. cycle.

Fig. 16 is a schematic diagram of the operation of the motor low-temperature cooling mode in the first embodiment. Referring to Fig. 16, if the temperature of the motor circuit is high, the thermal management system receives a cooling request. Then enter the motor low temperature cooling mode.

At this time, the state of the four-way reversing valve 144 is controlled to switch the power battery unit 1 and the drive motor unit 2 in parallel. The first electromagnetic three-way valve 153 is controlled so that the coolant in the driving motor unit 2 flows through the motor radiator 154. The coolant in the driving motor unit 2 exchanges heat with the external cooling air in the motor radiator 154, and the heat in the driving motor unit 2 is transferred to the external environment through the motor radiator 154. The cooled coolant flows through the first electromagnetic three-way valve 153, the second electric water pump 152, and the four-way reversing valve 144 respectively, and flows into the driving motor 151 to cool the driving motor 151. The coolant flowing out of the driving motor 151 flows through the motor Chiller heat exchanger 124 and enters the motor radiator 154 for cooling, completing the low-temperature cooling cycle of the driving motor 151. Among them, the motor Chiller heat exchanger 124 does not participate in the further processing of the coolant.

In this mode, the active grille 113 remains open, and its opening is determined by the heat exchange power demand of the motor radiator 1541. Under the premise that the active grille 113 is fully opened, as the heat exchange power demand of the motor radiator 154 further increases, the electric fan 123 starts to work, and its speed is adjusted by the motor controller.

Compared with related technologies, in this application, the thermal management system includes a motor Chiller heat exchanger, a battery Chiller heat exchanger, a water-cooled condenser, a four-way reversing valve, and a heat exchanger. The exchanger, water-cooled condenser, four-way reversing valve and heat exchanger realize the heat exchange between the power battery unit, the drive motor unit, the air conditioning unit, and the heater core unit, which can realize the effective use of heat in the thermal management system. Avoid unnecessary energy waste, save electric energy, and increase the driving range of electric vehicles.

Claims (10)

1. A thermal management system for electric vehicles, including a power battery unit, a drive motor unit, an air conditioning unit, a heater core unit, a motor Chiller heat exchanger, a battery Chiller heat exchanger, a water-cooled condenser, a four-way reversing valve, and heat exchange Device,

   The motor Chiller heat exchanger is configured in a driving motor unit, the battery Chiller heat exchanger is configured in a power battery unit, the motor Chiller heat exchanger is connected to the battery Chiller heat exchanger, and the driving motor The unit is connected to the power battery unit through the four-way reversing valve,

   The water-cooled condenser is arranged in the warm air core unit, and the power battery unit is connected to the warm air core unit through the heat exchanger,

   The air conditioning unit is connected with the motor Chiller heat exchanger, the battery Chiller heat exchanger, and the water-cooled condenser.
2. The electric vehicle thermal management system according to claim 1, wherein the power battery unit includes a power battery and a first electric water pump,

   The power battery is connected to the first electric water pump, the power battery is also connected to the battery Chiller heat exchanger, and the first electric water pump is also connected to the heat exchanger.
3. The electric vehicle thermal management system according to claim 1, wherein the driving motor unit includes a driving motor, a second electric water pump, a motor radiator, and a first electromagnetic three-way valve,

   The drive motor is connected to the motor Chiller heat exchanger and the four-way reversing valve, the motor radiator is connected to the motor Chiller heat exchanger, and the motor radiator is connected through the first electromagnetic The three-way valve is connected to the second electric water pump, and the first electromagnetic three-way valve is also connected to the motor Chiller heat exchanger.
4. The electric vehicle thermal management system according to claim 1, wherein the heater core unit includes a heater core, a third electric water pump, a PTC heater, and a second electromagnetic three-way valve,

   The PTC heater is connected to the heat exchanger and the warm air core through the second electromagnetic three-way valve, and the PTC heater is also connected to the water-cooled condenser,

   The warm air core is connected with the heat exchanger and a third electric water pump, and the third electric water pump is also connected with the water-cooled condenser.
5. The electric vehicle thermal management system according to claim 1, wherein the air-conditioning unit includes an air-conditioning compressor, a liquid storage tank, an air-conditioning condenser and an air-conditioning evaporator,

   The air conditioner compressor is connected to the air conditioner condenser and the water-cooled condenser, and the air conditioner compressor is connected to the motor Chiller heat exchanger and the battery Chiller heat exchanger through the air conditioner condenser,

   The air-conditioning compressor is connected to the liquid storage tank, and the air-conditioning compressor is connected to the motor Chiller heat exchanger and the battery Chiller heat exchanger through the liquid storage tank,

   The air conditioner compressor is connected to the air conditioner evaporator through the liquid storage tank, and the air conditioner evaporator is connected to the motor Chiller heat exchanger and the battery Chiller heat exchanger.
6. The electric vehicle thermal management system according to claim 1, further comprising an active grid for adjusting the air volume used for heat dissipation of the motor radiator.
7. The electric vehicle thermal management system according to claim 6, further comprising a fan, the fan being used to assist the motor radiator to dissipate heat.
8. The electric vehicle thermal management system according to claim 2, further comprising a first expansion water tank, and the first expansion water tank is connected to the first electric water pump.
9. The electric vehicle thermal management system according to claim 3, further comprising a second expansion water tank, and the second expansion water tank is connected to the second electric water pump and the third electric water pump.
10. The electric vehicle thermal management system according to claim 1, further comprising a motor controller, a battery controller, an air conditioner controller, and a vehicle controller,

    The motor controller is connected to the power battery unit, the battery controller is connected to the drive motor unit, and the air conditioning controller is connected to the air conditioning unit,

    The vehicle controller is connected with the motor controller, the battery controller, and the air conditioner controller.

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