CN116533715A

CN116533715A - Thermal management system of pure electric vehicle and control method thereof

Info

Publication number: CN116533715A
Application number: CN202310819209.XA
Authority: CN
Inventors: 王宇; 丁鹏; 林军昌; 张旭
Original assignee: Hozon New Energy Automobile Co Ltd
Current assignee: Haozhi Zengcheng Technology Anhui Co ltd
Priority date: 2023-07-05
Filing date: 2023-07-05
Publication date: 2023-08-04
Anticipated expiration: 2043-07-05
Also published as: CN116533715B

Abstract

The heat management system comprises a refrigerant system and a cooling liquid system, and the heat management system has a plurality of working modes through the refrigerant system and the cooling liquid system; the refrigerant system comprises a first refrigerant loop and a second refrigerant loop, the cooling liquid system comprises a battery loop, an electric drive assembly loop and a heating loop, the switching of different working modes is realized through the on-off change and the change of the connection mode between the loops, the cruising ability of the electric vehicle is further improved, the battery and the electric drive assembly are convenient to be subjected to heat management, the heat management and the switching of different modes are realized through the control method, and the control method has good use prospect.

Description

Thermal management system of pure electric vehicle and control method thereof

Technical Field

The invention relates to the field of new energy automobiles, in particular to a thermal management system of a pure electric automobile and a control method thereof.

Background

With the development of new energy technology, the pure electric automobile becomes a typical product of the automobile in the new energy field, and has the advantages of energy conservation, environmental protection, good economy and the like. Thermal management systems are one of the important technologies in the automotive field, and unlike conventional fuel vehicles, thermal management systems of pure electric vehicles need to fully consider batteries as a main power source and related assemblies in addition to meeting the thermal management requirements of the passenger compartment.

The battery is used as a main power source of the pure electric vehicle, and is greatly influenced by self heat and external environment temperature due to the characteristics of the battery, particularly when the external environment temperature is low, the passenger cabin is heated by the battery, the consumption of the battery is further increased, and the endurance capacity of the battery is influenced, so that how to bring the battery and related assemblies into a thermal management system to protect the battery as much as possible, and the endurance capacity of the battery is improved, and the problem to be solved in the field of pure electric vehicles is urgently solved.

Disclosure of Invention

Therefore, the invention aims to provide a thermal management system of a pure electric vehicle, which can flexibly switch connection modes of each loop according to thermal management requirements of a battery and a passenger cabin so as to improve the working environment of the battery and prolong the service life of the battery.

The invention provides a thermal management system of a pure electric vehicle, which comprises:

a refrigerant system including a first refrigerant circuit including a condensing mechanism refrigerant side, a liquid storage mechanism, a first heat exchange mechanism refrigerant side, and a compression mechanism connected by a first pipe, and a second refrigerant circuit including the condensing mechanism refrigerant side, the liquid storage mechanism, the first heat exchange mechanism refrigerant side, the compression mechanism, and an evaporation mechanism connected by a first pipe through which a refrigerant flows;

The cooling liquid system comprises a battery loop, an electric drive assembly loop and a heating loop, wherein the battery loop comprises a vehicle body battery, a first water pump and a first heat exchange mechanism cooling liquid side which are connected by a second pipeline, the electric drive assembly loop comprises a second heat exchange mechanism, a second water pump and an electric drive assembly which are connected by a second pipeline, the heating loop comprises a condensing mechanism cooling liquid side, a third water pump and a third heat exchange mechanism which are connected by a second pipeline, and cooling liquid flows in the second pipeline;

the heat exchange device comprises a first heat exchange mechanism and a condensation mechanism, the first heat exchange mechanism comprises a first heat exchange mechanism refrigerant side and a first heat exchange mechanism cooling liquid side, the condensation mechanism comprises a condensation mechanism refrigerant side and a condensation mechanism cooling liquid side, and heat exchange between the refrigerant and the cooling liquid is realized between the refrigerant system and the cooling liquid system through the heat exchange device;

the heat management system is provided with a plurality of working modes by the loop on-off and loop connection mode of the refrigerant system and the loop on-off and loop connection mode of the cooling liquid system, wherein the working modes are switchable, and the working modes comprise: default mode, battery cooling mode, passenger cabin cooling dehumidification mode, battery and passenger cabin dual cooling mode, passenger cabin cooling dehumidification and battery cooling mode, battery heating mode, passenger cabin heating dehumidification mode, passenger cabin and battery dual heating mode, passenger cabin heating dehumidification and battery heating mode, battery waste heat recovery mode, battery low temperature heat dissipation mode, and electric drive assembly waste heat recovery mode.

In an embodiment, the first refrigerant circuit further includes a first throttle valve disposed at an inlet side of the first heat exchange mechanism refrigerant side for adjusting a flow rate of the refrigerant flowing into the first heat exchange mechanism refrigerant side.

In an embodiment, the second refrigerant circuit further comprises a first refrigerant tube and a second refrigerant tube, the first refrigerant tube being connected in series between the evaporation mechanism and the compression mechanism, the second refrigerant tube being connected in series between the liquid storage mechanism and the evaporation mechanism.

In an embodiment, the first refrigerant tube is coaxially disposed with the second refrigerant tube.

In an embodiment, the second refrigerant circuit further includes a second throttle valve provided at an inlet side of the evaporation mechanism for adjusting a flow rate of the refrigerant flowing into the evaporation mechanism.

In an embodiment, the heating circuit further includes a heating mechanism disposed at an outlet side of the cooling liquid side of the condensing mechanism, for heating the cooling liquid flowing out of the cooling liquid side of the condensing mechanism.

In an embodiment, the cooling fluid system further comprises a regulating circuit comprising a fluid-compensating mechanism connected to the battery circuit and the electric drive assembly circuit by regulating pipes.

In an embodiment, one end of the fluid replenishing mechanism is connected to the outlet side of the vehicle body battery through the adjusting pipe, and the other end is connected to the inlet side of the second water pump through the adjusting pipe.

In an embodiment, the operating mode further comprises a coolant fill mode.

In an embodiment, the vehicle further comprises a main control unit, a battery control unit and a passenger cabin control unit which are in communication connection, wherein the battery control unit is used for generating mode instructions of the vehicle body battery and the electric drive assembly and sending the mode instructions to the main control unit, the passenger cabin control unit is used for generating mode instructions of the passenger cabin and sending the mode instructions to the main control unit, and the main control unit is used for communicating with the refrigerant system and the external environment and receiving the mode instructions from the battery control unit and the passenger cabin control unit and sending control instructions to realize switching among modes.

The invention also provides a control method of the thermal management system of the pure electric vehicle, which is used for the thermal management system of the pure electric vehicle and comprises the following steps:

the main control unit does not receive mode instructions from the battery control unit and the passenger cabin control unit, the main control unit controls to send out a control instruction for entering a default mode, the refrigerant system is not used, an A4 port and an A3 port of the cooling liquid system are connected, an A2 port and an A0 port are connected, an A0 port and an A1 port are connected, an A1 port and a B0 port are connected, a B0 port and a B4 port are connected, a B4 port and a B6 port are connected, a B2 port and a B3 port are connected, and the system enters the default mode.

In an embodiment, further comprising:

the battery control unit sends out a mode instruction for requesting battery refrigeration, the main control unit receives the mode instruction from the battery control unit, and does not receive the mode instruction from the passenger cabin control unit, then, the main control unit sends out a control instruction for entering a battery cooling mode, the first refrigerant loop is put into use, an A4 port and an A3 port of the cooling liquid system are connected, an A2 port and an A0 port are connected, an A0 port and an A5 port are connected, a B0 port and a B4 port are connected, a B4 port and a B6 port are connected, a B2 port and a B3 port are connected, and the cooling liquid system enters the battery cooling mode.

In an embodiment, further comprising:

the passenger cabin control unit sends out a mode instruction for requesting passenger cabin refrigeration, the main control unit receives the mode instruction from the passenger cabin control unit, and does not receive the mode instruction from the battery control unit, then the main control unit sends out a control instruction for entering a passenger cabin cooling mode, the second refrigerant loop is put into use, an A2 port and an A0 port of the cooling liquid system are connected, an A0 port and an A5 port are connected, a B0 port and a B4 port are connected, a B4 port and a B6 port are connected, and the passenger cabin cooling mode is entered.

In an embodiment, further comprising: the passenger cabin control unit sends out a mode instruction for requesting the passenger cabin to reheat, the main control unit receives the mode instruction from the passenger cabin control unit and does not receive the mode instruction from the battery control unit, the main control unit sends out a control instruction for entering a passenger cabin refrigerating and dehumidifying mode, the second refrigerant loop is put into use, an A2 port and an A0 port of the cooling liquid system are connected, an A0 port and an A5 port are connected, a B0 port and a B4 port are connected, a B4 port and a B6 port are connected, a B2 port and a B3 port are connected, and the passenger cabin refrigerating and dehumidifying mode is entered.

In an embodiment, further comprising: and the battery control unit sends out a soaking request, and the main control unit receives a mode command of battery soaking, and sends out a control command, wherein an A4 port is connected with an A3 port, and a B2 port is connected with a B3 port.

In an embodiment, further comprising: the passenger cabin control unit sends out a mode instruction for requesting the passenger cabin to refrigerate, the battery control unit sends out a mode instruction for requesting the battery to refrigerate, the main control unit receives the mode instructions from the passenger cabin control unit and the battery control unit and sends out a control instruction, the first refrigerant loop and the second refrigerant loop are put into use, an A4 port and an A3 port of the cooling liquid system are connected, an A2 port and an A0 port are connected, an A0 port and an A5 port are connected, a B0 port and a B4 port are connected, a B4 port and a B6 port are connected, a B2 port and a B3 port are connected, and the passenger cabin refrigerating system enters a battery and passenger cabin double-refrigerating mode.

In an embodiment, further comprising: the passenger cabin control unit sends out a mode instruction for requesting the reheating of the passenger cabin, the battery control unit sends out a mode instruction for requesting the cooling of the battery, the main control unit receives the mode instructions from the passenger cabin control unit and the battery control unit and sends out a control instruction, the first refrigerant loop and the second refrigerant loop are put into use, an A4 port and an A3 port of the cooling liquid system are connected, an A2 port and an A0 port are connected, an A0 port and an A5 port are connected, a B0 port and a B4 port are connected, a B4 port and a B6 port are connected, a B2 port and a B3 port are connected, and the passenger cabin cooling dehumidification and battery cooling mode are entered.

In an embodiment, further comprising: the battery control unit sends out a mode instruction for requesting battery heating, the main control unit receives the mode instruction from the battery control unit, and does not receive the mode instruction from the passenger cabin control unit, the main control unit sends out a control instruction, the first refrigerant loop is put into use, an A4 port of the cooling liquid system is connected with an A0 port, the A0 port is connected with an A5 port, an A3 port is connected with an A2 port, a B2 port is connected with a B6 port, and a B3 port is connected with a B4 port, and enters a battery heating mode.

In an embodiment, further comprising: the passenger cabin control unit sends out a mode instruction for requesting passenger cabin heating, the main control unit receives the mode instruction from the passenger cabin control unit, and does not receive the mode instruction from the battery control unit, the main control unit sends out a control instruction, the first refrigerant loop is put into use, an A4 port of the cooling liquid system is connected with an A0 port, the A0 port is connected with an A1 port, the A1 port is connected with a B0 port, the B4 port is connected with a B3 port, the B2 port is connected with a B6 port, and the passenger cabin heating mode is entered.

In an embodiment, further comprising: the passenger cabin control unit sends a mode instruction for requesting the reheating of the passenger cabin, the evaporating mechanism cannot meet the reheating request of the passenger cabin, the main control unit establishes communication with the evaporating mechanism, receives the mode instruction from the passenger cabin control unit, does not receive the mode instruction from the battery control unit, the first refrigerant loop and the second refrigerant loop are put into use, an A4 port of the cooling liquid system is connected with an A0 port, the A0 port is connected with an A1 port, the A1 port is connected with a B0 port, the B0 port is connected with a B4 port, the B4 port is connected with a B3 port, and the passenger cabin heating dehumidification mode is entered.

In an embodiment, further comprising: the passenger cabin control unit sends out a mode instruction for requesting passenger cabin heating, the battery control unit sends out a mode instruction for requesting battery heating, the main control unit receives the mode instructions from the passenger cabin control unit and the battery control unit and sends out a control instruction, the first refrigerant loop is put into use, an A4 port of the cooling liquid system is connected with an A0 port, the A0 port is connected with an A1 port and an A5 port, the A1 port is connected with a B0 port, the B0 port is connected with a B4 port, the B4 port is connected with a B3 port, and the cooling liquid enters a passenger cabin and battery dual heating mode.

In an embodiment, further comprising: the passenger cabin control unit sends out a mode instruction for requesting the passenger cabin to reheat, the battery control unit sends out a mode instruction for requesting the battery to reheat, the evaporating mechanism cannot meet the passenger cabin reheat request, the main control unit establishes communication with the evaporating mechanism, receives the mode instructions from the passenger cabin control unit and the battery control unit, and sends out a control instruction, the first refrigerant loop and the second refrigerant loop are put into use, an A4 port of the cooling liquid system is connected with an A0 port, an A0 port is connected with an A1 port and an A5 port, the A1 port is connected with a B0 port, the B0 port is connected with a B4 port, the B4 port is connected with a B3 port, and the passenger cabin heating dehumidification and battery heating mode are entered.

In an embodiment, further comprising: the passenger cabin control unit sends a mode instruction for requesting passenger cabin heating, the battery control unit has no battery heating request, the temperature of the vehicle body battery does not reach the limit temperature, the main control unit receives the mode instruction from the passenger cabin control unit and establishes communication with the battery control unit, the first refrigerant loop is put into use, an A0 port of the cooling liquid system is connected with an A2 port, an A0 port is connected with an A1 port and a B0 port, a B0 port is connected with a B4 port, an A3 port is connected with an A4 port, a B6 port is connected with a B2 port, a B4 port is connected with a B3 port, the battery loop is connected with the electric drive assembly loop in series, and the heating loop independently forms a loop and enters a battery waste heat recovery mode.

In an embodiment, further comprising: the battery control unit sends out a request for battery refrigeration, the external environment temperature is low, the main control unit receives a mode instruction from the battery control unit, the main control unit does not receive the mode instruction from the passenger cabin control unit, the main control unit sends out a control instruction, an A4 port of the cooling liquid system is connected with an A3 port, an A2 port is connected with an A0 port, the A0 port is connected with an A1 port and a B0 port, the B0 port is connected with a B4 port, the B4 port is connected with a B3 port, and a B6 port is connected with a B1 port and a B5 port, and the cooling liquid system enters a battery low-temperature heat dissipation mode.

In an embodiment, further comprising: the battery control unit sends out a mode instruction for requesting battery heating, the temperature of cooling liquid at the inlet side of the electric drive assembly is higher than the preset temperature of cooling liquid at the inlet side of the battery of the vehicle body, the main control unit establishes communication with the battery control unit and receives the mode instruction from the battery control unit, and does not receive the mode instruction from the passenger cabin control unit, the main control unit sends out a control instruction, an A4 port of the cooling liquid system is connected with an A3 port, an A2 port is connected with an A0 port, an A0 port is connected with an A1 port and a B0 port, a B0 port is connected with a B4 port, a B4 port is connected with a B3 port, a B2 port is connected with a B6 port, a battery loop is connected with the electric drive assembly in series, and the electric drive assembly enters a waste heat recovery mode.

In an embodiment, further comprising: when the vehicle fills with the coolant liquid, the main control unit sends out control command, the A4 port of coolant liquid system is connected with the A3 port, and the A2 port is connected with the A0 port, and the A0 port is connected with the A5 port, and the B0 port is connected with the B4 port, and the B4 port is connected with the B3 port, and the one end of fluid replacement mechanism is connected with the exit side of automobile body battery through adjusting pipeline to and is connected with the exit side of second heat transfer mechanism, and the other end passes through adjusting pipeline and is connected with the entry side of second water pump, gets into the coolant liquid and fills the mode.

The invention has the beneficial effects that:

according to the heat management system provided by the invention, heat exchange between the refrigerant and the cooling liquid can be realized by arranging the refrigerant system and the cooling liquid system, the refrigerant system comprises the first refrigerant loop and the second refrigerant loop, the on-off and connection modes of the first refrigerant loop and the second refrigerant loop can be selected according to the heat management requirement, the cooling liquid system comprises the battery loop, the electric drive assembly loop and the heating loop, the on-off and connection modes of the loops can be selected according to the heat management requirement, the selection is flexible and various, the vehicle body battery and the electric drive assembly are incorporated into the heat management system, so that a better working environment is provided for a power source of a pure electric vehicle, the service life is prolonged, the endurance capacity of the pure electric vehicle is increased, and the use experience of a user is improved;

the control method of the thermal management system provided by the invention can intelligently control and select different modes, improves the use experience of users, and has good application prospects.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic diagram of a default mode according to an embodiment of the invention.

Fig. 2 is a schematic diagram of a battery cooling mode according to an embodiment of the present invention.

FIG. 3 is a schematic view of an embodiment of the present invention in a cabin cooling mode.

Fig. 4 is a schematic view of a structure of an embodiment of the present invention in a cooling and dehumidifying mode of a passenger compartment.

Fig. 5 is a schematic diagram of a dual cooling mode of the battery and the passenger compartment according to an embodiment of the invention.

Fig. 6 is a schematic diagram of a structure of an embodiment of the present invention in a passenger compartment cooling dehumidification and battery cooling mode.

Fig. 7 is a schematic view illustrating a structure of a battery heating mode according to an embodiment of the present invention.

Fig. 8 is a schematic view of a structure of an embodiment of the present invention in a cabin heating mode.

Fig. 9 is a schematic view of a structure of an embodiment of the present invention in a cabin heating dehumidification mode.

Fig. 10 is a schematic view of a structure of an embodiment of the present invention in a dual heating mode of a passenger compartment and a battery.

Fig. 11 is a schematic view of a structure of an embodiment of the present invention in a passenger compartment heating dehumidification and battery heating mode.

Fig. 12 is a schematic view of a structure of an embodiment of the present invention in a battery waste heat recovery mode.

Fig. 13 is a schematic diagram of a structure of a battery according to an embodiment of the invention in a low-temperature heat dissipation mode.

Fig. 14 is a schematic view of a structure of an embodiment of the present invention in a waste heat recovery mode of an electric drive assembly.

Fig. 15 is a schematic view showing a structure in a coolant filling mode according to an embodiment of the present invention.

Fig. 16 is a control schematic diagram of an embodiment of the present invention.

In the figure:

10-refrigerant system; 100-a first pipe; 101-a condensing mechanism refrigerant side; 102-a liquid storage mechanism; 103-a first heat exchange mechanism refrigerant side; 104-a compression mechanism; 105-an evaporation mechanism; 106-a first refrigerant tube; 107-a second refrigerant tube; 108-a first throttle valve; 109-a second throttle valve; 110-a pressure sensor;

20-a cooling fluid system; 200-a second pipe; 201-a first control; 202-a second control member;

21-battery loop; 211-vehicle body battery; 212-a first water pump; 213-first heat exchange mechanism coolant side; 214-a temperature sensor;

22-electric drive assembly circuit; 221-a second heat exchange mechanism; 2211-a fan; 222-a second water pump; 223-an electric drive assembly;

23-heating loops; 231-condensing mechanism coolant side; 232-a third water pump; 233-a third heat exchange mechanism; 234-heating means; 235-a one-way valve;

24-a regulating loop; 241-fluid infusion mechanism; 242-conditioning the pipe.

Detailed Description

Specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art without making any inventive effort, are intended to be within the scope of the present invention.

In the description of the present invention, unless explicitly stated and limited otherwise, the terms "disposed," "mounted," "connected," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the terms described above will be understood to those of ordinary skill in the art in a specific context.

The terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," and the like are used as references to orientations or positional relationships based on the orientation or positional relationships shown in the drawings, or the orientation or positional relationships in which the inventive product is conventionally disposed in use, merely for convenience of description and simplicity of description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be configured and operated in a particular orientation, and therefore are not to be construed as limiting the invention.

The terms "first," "second," "third," and the like, are merely used for distinguishing between similar elements and not necessarily for indicating or implying a relative importance or order.

The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a list of elements does not include only those elements but may include other elements not expressly listed.

As shown in fig. 1, the thermal management system of the pure electric vehicle provided by the invention comprises a refrigerant system 10 and a cooling liquid system 20, wherein the refrigerant system 10 and the cooling liquid system 20 are connected through a heat exchange device, and heat exchange between the refrigerant and the cooling liquid is realized, and the switching between each thermal control mode in the thermal management system is realized by controlling whether the refrigerant system 10 and the cooling liquid system 20 are in use or not and the on-off and connection modes between all loops contained in the refrigerant system and the cooling liquid system.

It is to be understood that the above-described open/shut means whether or not the medium flowing through the refrigerant system 10 and the coolant system 20 can flow to a certain circuit, and if the medium can flow through a certain circuit, this means that the circuit is in a connected state, and if the medium cannot flow through a certain circuit, this means that the circuit is in an disconnected state.

It is understood that the connection means a series or parallel connection between the circuits and a series or parallel connection between the components included in the circuits.

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

as shown in fig. 2, the first refrigerant circuit further includes a first throttle valve 108, where the first throttle valve 108 is disposed on the inlet side of the first heat exchange mechanism refrigerant side 103, that is, the first throttle valve 108 is disposed between the liquid storage mechanism 102 and the first heat exchange mechanism refrigerant side 103, and by setting the first throttle valve 108, the flow rate of the refrigerant flowing into the first heat exchange mechanism refrigerant side 103 can be regulated, so as to control the state of the refrigerant;

The second refrigerant circuit includes a condensing mechanism refrigerant side 101, a liquid storage mechanism 102, a first heat exchange mechanism refrigerant side 103, a compression mechanism 104 and an evaporation mechanism 105 connected by a first pipe 100, the refrigerant circulates in the first pipe 100, the refrigerant flows through the evaporation mechanism 105, the compression mechanism 104 and the condensing mechanism refrigerant side 101 in sequence from the liquid storage mechanism 102, and then flows back to the liquid storage mechanism 102 to form a circulation, the second refrigerant circuit exchanges heat with the cooling liquid system 20 through the condensing mechanism, and the second refrigerant circuit exchanges heat with the passenger cabin of the vehicle through the evaporation mechanism 105.

As shown in fig. 1, the second refrigerant circuit further includes a first refrigerant pipe 106 and a second refrigerant pipe 107, the first refrigerant pipe 106 is used for communicating the evaporating mechanism 105 and the compressing mechanism 104, the refrigerant flows through the first refrigerant pipe 106 from the evaporating mechanism 105 to the compressing mechanism 104, the second refrigerant pipe 107 is used for communicating the liquid storage mechanism 102 and the evaporating mechanism 105, and the refrigerant flows through the second refrigerant pipe 107 from the liquid storage mechanism 102 to the compressing mechanism 104, and the first refrigerant pipe 106 and the second refrigerant pipe 107 are coaxially arranged.

Illustratively, as shown in fig. 3, the second refrigerant circuit further includes a second throttle valve 109, the second throttle valve 109 being disposed on the inlet side of the evaporation mechanism 105, i.e., the second throttle valve 109 being located between the second refrigerant pipe 107 and the evaporation mechanism 105, the flow rate of the refrigerant flowing into the evaporation mechanism 105 being regulated by the second throttle valve 109.

Illustratively, the fluid reservoir mechanism 102 employs a fluid reservoir.

Illustratively, the compression mechanism 104 employs a compressor.

Illustratively, the evaporating mechanism 105 employs an evaporator.

Based on the above description, in the thermal management system proposed by the present invention, the modes in which the refrigerant system 10 is put into use include: only the first refrigerant circuit is put into service (see fig. 2), only the second refrigerant circuit is put into service (see fig. 3), and both the first refrigerant circuit and the second refrigerant circuit are put into service (see fig. 5).

Since the first refrigerant circuit and the second refrigerant circuit have common circuit components (the liquid storage mechanism 102, the compression mechanism 104, and the condensing mechanism refrigerant side 101), when the first refrigerant circuit and the second refrigerant circuit are both in use, the first heat exchange mechanism refrigerant side 103 and the evaporation mechanism 105 are connected in parallel, and at this time, the refrigerant flowing out of the liquid storage mechanism 102 is split, wherein a part of the refrigerant flows through the first heat exchange mechanism refrigerant side 103, the compression mechanism 104, and the condensing mechanism refrigerant side 101 in this order, and flows back to the liquid storage mechanism 102 to form a cycle, and another part of the refrigerant flows through the evaporation mechanism 105, the compression mechanism 104, and the condensing mechanism refrigerant side 101 in this order, and flows back to the liquid storage mechanism 102 to form a cycle.

As shown in fig. 1, the coolant system 20 includes a battery circuit 21, an electric drive assembly circuit 22, and a heating circuit 23, wherein the battery circuit 21 is used for performing thermal control management, such as cooling or heating, on a battery of a vehicle body to ensure normal use and service life of the battery, the electric drive assembly circuit 22 is used for performing thermal control management, such as cooling or heating, on an electric drive assembly 223 of the vehicle to ensure working state and service life of the electric drive assembly 223, and the heating circuit 23 is used for performing heating on an interior of a passenger compartment of the vehicle body to meet heating requirements of a user.

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

It is understood that the body battery 211 refers to an energy source device that supplies electric power to the vehicle.

In one possible example, the electric drive assembly circuit 22 includes a second heat exchange mechanism 221, a second water pump 222 and an electric drive assembly 223 connected by a second pipe 200, an outlet side of the second heat exchange mechanism 221 is connected to an inlet side of the second water pump 222, an outlet side of the second water pump 222 is connected to an inlet side of the electric drive assembly 223, a cooling liquid circulates in the second pipe 200, and the electric drive assembly circuit 22 exchanges heat with the external environment through the second heat exchange mechanism 221, so as to realize thermal control management, i.e., cooling or heating, of the electric drive assembly 223.

It is understood that the electric drive assembly 223 refers to a component or device that converts electrical energy from the body battery 211 into other forms of energy (e.g., mechanical energy, chemical energy).

In one possible example, the heating circuit 23 includes a condensing mechanism cooling liquid side 231, a third water pump 232 and a third heat exchanging mechanism 233 connected by the second pipe 200, an outlet side of the condensing mechanism cooling liquid side 231 is connected to an inlet side of the third water pump 232, an outlet side of the third water pump 232 is connected to an inlet side of the third heat exchanging mechanism 233, cooling liquid circulates in the second pipe 200, the heating circuit 23 exchanges heat between the cooling liquid and the cooling liquid through the condensing mechanism and the refrigerant system 10, and the heating circuit 23 exchanges heat with a passenger compartment of the vehicle through the third heat exchanging mechanism 233, thereby heating the passenger compartment.

Illustratively, the third heat exchange mechanism 233 employs a warm air core.

Illustratively, the third water pump 232 employs a warm air water pump.

In one possible example, the heating circuit 23 further includes a heating mechanism 234, where the heating mechanism 234 is disposed on the outlet side of the cooling liquid side 231 of the condensing mechanism, that is, the heating mechanism 234 is disposed between the cooling liquid side 231 of the condensing mechanism and the third water pump 232, and the heating mechanism 234 is used for heating the cooling liquid flowing out of the cooling liquid side 231 of the condensing mechanism, so as to ensure that the temperature of the cooling liquid meets the requirement.

Illustratively, the heating mechanism 234 employs a water heater.

In one possible example, the heating circuit 23 further includes a check valve 235, the check valve 235 is disposed at an outlet side of the third heat exchanging mechanism 233, and a reverse flow of the cooling liquid is prevented by the disposition of the check valve 235, thereby ensuring a circulation efficiency of the cooling liquid.

Based on the above description, the heat exchange device includes the first heat exchange mechanism including the first heat exchange mechanism refrigerant side 103 and the first heat exchange mechanism coolant side 213, and the condensing mechanism including the condensing mechanism refrigerant side 101 and the condensing mechanism coolant side 231, and heat exchange between the refrigerant of the refrigerant system 10 and the coolant of the coolant system 20 can be achieved through the heat exchange device to adapt to the working requirements of different modes.

In one possible example, as shown in fig. 1, the coolant system 20 further includes a regulating circuit 24, where the regulating circuit 24 includes a fluid-supplementing mechanism 241 and a regulating pipe 242, and the fluid-supplementing mechanism 241 is connected to the battery circuit 21 and the electric drive assembly circuit 22 through the regulating pipe 242, and the regulating circuit 24 is used for supplementing the coolant in the coolant system 20 and exhausting the gas in the second pipe 200, so as to ensure the working efficiency of the coolant system 20.

Illustratively, one end of the regulating circuit 24 is connected to the outlet side of the vehicle body battery 211 through a regulating pipe 242, and the other end is connected to the inlet side of the second water pump 222 through a regulating pipe 242, when the coolant system 20 is put into use, part of the coolant and gas mixture in the battery circuit 21 flows through the vehicle body battery 211, flows out of the vehicle body battery 211 and flows to the regulating circuit 24, the gas stays in the fluid supplementing mechanism 241 through the fluid supplementing mechanism 241, the coolant after removing the gas flows from the regulating circuit 24 to the electric drive assembly circuit 22, and at the same time, the fluid supplementing mechanism 241 supplements the coolant to the electric drive assembly circuit 22, and circulates so until the gas in the second pipe 200 is completely discharged.

Illustratively, the coolant system 20 is put into service when the vehicle is just shipped from the factory, or just after service in the factory, or just after injection of coolant into the second conduit 200.

Illustratively, the fluid replacement mechanism 241 employs a steam-water separator.

Based on the above-mentioned refrigerant system 10 and cooling liquid system 20, the thermal management system of the pure electric vehicle provided by the invention comprises the following working modes:

(1) Default mode: when the vehicle has just started, or the vehicle body battery 211 has no cooling or heating request, or the passenger compartment has no cooling or heating request, a default mode is entered.

As shown in fig. 1, in the default mode, the refrigerant system 10 is not in use, the coolant system 20 is in use, at this time, the B3 port and the B2 port of the battery circuit 21 are in communication, the A4 port and the A3 port are in communication, a closed coolant circulation circuit is formed, the B4 port and the B1 port of the electric drive assembly circuit 22 are in communication, and/or the B4 port and the B5 port are in communication, the B1 port is connected to the inlet side of the second water pump 222, the B5 port is connected to the inlet side of the second heat exchanging mechanism 221, the A2 port and the A0 port are in communication, and the A1 port and the B0 port are in communication.

In default mode, there are three conditions:

working condition one: the cooling liquid in the second pipeline 200 sequentially flows through the first water pump 212, the vehicle body battery 211, the A4 port, the A3 port, the cooling liquid side 213 of the first heat exchange mechanism and the B2 port from the B3 port, and then returns to the B3 port to form a cooling liquid circulation loop, so that the soaking and the temperature equalization of the vehicle body battery 211 can be ensured through the battery loop 21, the working state of the vehicle body battery 211 is ensured to be stable, and at the moment, the cooling liquid from the B3 port has a first temperature T1, and the first temperature T1 is close to the temperature T01 of the vehicle body battery 211;

working condition II: the cooling liquid in the second pipeline 200 flows from the port B4 to the port B1, flows into the second water pump 222 and the electric drive assembly 223 in sequence, flows through the port A2, the port A0, the port A1 and the port B0, and returns to the port B4 to form a cooling liquid circulation loop, under the working condition, the cooling liquid from the port B4 has a second temperature T2, the second temperature T2 is close to the external environment temperature, the second temperature T2 is smaller than the temperature T02 of the electric drive assembly 223, and the electric drive assembly 223 is cooled by the cooling liquid to realize the cooling function of the electric drive assembly 223 so as to ensure that the working environment of the electric drive assembly 223 is under a proper temperature condition;

And (3) working condition III: the cooling liquid in the second pipeline 200 flows from the port B4 to the port B5, flows through the second heat exchange mechanism 221, flows into the second water pump 222 and the electric drive assembly 223 in sequence, flows through the port A2, the port A0 and the port A1, and returns to the port B4 to form a cooling liquid circulation loop, under the working condition, the cooling liquid from the port B4 has a third temperature T3, and the third temperature T3 has a certain difference value with the external environment temperature, so that the second heat exchange mechanism 221 is put into, the heat exchange between the external environment and the cooling liquid can be realized through the second heat exchange mechanism 221, when the third temperature T3 is smaller than the external environment temperature, the cooling liquid absorbs heat from the external environment, and when the third temperature T3 is larger than the external environment temperature, the cooling liquid emits heat to the external environment, and meanwhile, the electric drive assembly 223 is cooled, and the working environment of the electric drive assembly 223 is ensured to be under a proper temperature condition.

The third working condition can be operated based on the second working condition, at this time, part of the cooling liquid in the second pipeline 200 flows from the B4 port to the B1 port, and the other part of the cooling liquid flows from the B4 port to the B5 port.

For example, the second heat exchanging mechanism 221 may employ a radiator, such as a medium temperature radiator.

For example, as shown in fig. 1, the second heat exchanging mechanism 221 may use a radiator to cooperate with the fan 2211 to improve heat exchanging efficiency.

Illustratively, the temperature of the coolant at the inlet side of the second water pump 222 can be maintained below 65 ℃ by the second heat exchange mechanism 221, ensuring that the operating temperature of the electric drive assembly 223 is above 20 ℃.

Illustratively, as shown in fig. 1, the ports A0, A1, A2, A3 and A4 are connected by a first control member 201, the connection state of each port is adjusted by the first control member 201, and the first control member 201 may employ a five-way valve.

In another example, the A0 port, the A1 port, the A5 port, and the A6 port may be connected through one three-way valve, the A2 port, the A0 port, the A4 port, and the A3 port may be connected through the first control member 201, and the first control member 201 adopts a four-way valve.

Illustratively, as shown in fig. 1, the ports B1, B2, B3, B4 and B5 are connected by a second control member 202, and the connection state of each port is adjusted by the second control member 202, and the second control member 202 may employ a five-way valve.

In another example, the B1, B5, and B6 ports may be connected by a three-way valve, the B4, B3, B2, and B6 ports are connected by a second control 202, the B6 port is used to connect with the B1 and/or B5 port, and the second control 202 employs a four-way valve.

It can be appreciated that the above four valve sets can be flexibly matched, for example, the first control member 201 and the second control member 202 are all five-way valves, or the first control member 201 is a five-way valve, and the second control member 202 is a four-way valve matched with a three-way valve.

(2) Cooling mode:

as shown in fig. 2-6, both the refrigerant system 10 and the coolant system 20 may be in service.

In cooling mode, there are five conditions:

operating mode four (battery cooling mode): when the vehicle body battery 211 requests cooling and the passenger compartment has no cooling or heating request, then the battery cooling mode is entered.

As shown in fig. 2, the refrigerant system 10 and the coolant system 20 are put into operation, more specifically, the first refrigerant circuit in which the refrigerant from the liquid storage means 102 flows through the first heat exchange means refrigerant side 103, the compression means 104, and the condensing means refrigerant side 101 in this order, and flows back to the liquid storage means 102 to form a refrigerant circulation circuit, the refrigerant from the liquid storage means 102 having a low temperature and a high pressure flows through the first heat exchange means refrigerant side 103 to exchange heat with the coolant in the battery circuit 21, absorb heat from the coolant, reduce the temperature of the coolant, and the refrigerant having a temperature increased is reduced by the compression means 104 and then returns to the liquid storage means 102 through the condensing means refrigerant side 101 to enter the circulation again;

In the battery circuit 21, the port B3 is connected with the port B2, the port A4 is connected with the port A3, the battery circuit 21 and the first refrigerant circuit realize heat exchange between the cooling liquid and the refrigerant through the first heat exchange mechanism, the cooling liquid flowing out of the vehicle body battery 211 flows to the cooling liquid side 213 of the first heat exchange mechanism through the port A3, heat exchange is carried out between the cooling liquid flowing out of the cooling liquid and the refrigerant in the first refrigerant circuit through the first heat exchange mechanism, the temperature of the cooling liquid at the outlet side 213 of the first heat exchange mechanism is lower than the temperature of the cooling liquid at the inlet side, the low-temperature cooling liquid flows back to the port B2 again, the cooling liquid sequentially flows through the port B3, the first water pump 212 and the vehicle body battery 211, the cooling liquid absorbs the heat of the vehicle body battery 211, the cooling liquid at the outlet side of the vehicle body battery 211 is higher than the cooling liquid at the inlet side of the vehicle body battery 211, the warmed cooling liquid flows through the port A4, the port A3 and the cooling liquid side 213 of the first heat exchange mechanism, the cooled cooling liquid exchanges heat with the first refrigerant circuit, and the cooled cooling liquid is circulated again;

the first refrigerant loop and the battery loop 21 are matched, so that the vehicle body battery 211 can be cooled, the vehicle body battery 211 is prevented from overheating, the vehicle body battery 211 is ensured to be at a good working environment temperature, the service life of the vehicle body battery 211 is prolonged, and the cruising ability of the vehicle body battery 211 is improved;

In the electric drive assembly circuit 22 and the heating circuit 23, as shown in fig. 2, the port B4 is connected with the port B6, the port B1 and/or the port B5 are connected through the port B6, the port A2 is connected with the port A0, the port A0 is connected with the port A5, the port A5 is sequentially connected with the cooling liquid side 231 of the condensing mechanism, the port B0 is connected with the port B4, at this time, the third water pump 232 and the third heat exchange mechanism 233 are not connected into the circuit, the port B0 is connected with the port B4 to form a circulation circuit of the cooling liquid, heat exchange is realized between the electric drive assembly circuit 22 and the first refrigerant circuit through the condensing mechanism, the cooling liquid with higher temperature flowing out from the electric drive assembly 223 sequentially flows through the port A2, the port A0 and the port A5 to the cooling liquid side 231 of the condensing mechanism, the cooling liquid absorbs the heat of the cooling liquid at this point, the cooling liquid is cooled down through the port B0 and the port B4 again flows to the electric drive assembly 223, and the electric drive assembly 223 is cooled down;

by the cooperation of the first refrigerant circuit and the electric drive assembly circuit 22, the electric drive assembly 223 can be cooled, ensuring that the electric drive assembly 223 is at a good operating ambient temperature.

Because the B6 port is connected to the B1 port and/or the B5 port, when the cooling liquid flows from the B4 port to the B6 port, the cooling liquid can directly flow through the second water pump 222 and the electric drive assembly 223 through the B1 port, and/or flow through the second heat exchange mechanism 221, the second water pump 222 and the electric drive assembly 223 through the B5 port, so as to cool the electric drive assembly 223.

By the battery cooling mode, the cooling requirements of the vehicle body battery 211 and the electric drive assembly 223 can be satisfied.

Fifth operating mode (passenger cabin cooling mode): when cooling is requested from the passenger compartment and no cooling or heating is requested from the body battery 211, the passenger compartment cooling mode is entered.

As shown in fig. 3, the refrigerant system 10 and the coolant system 20 are put into operation, in the refrigerant system, the second refrigerant circuit is put into operation, the refrigerant from the liquid storage mechanism 102 sequentially flows through the second refrigerant pipe 107, the evaporation mechanism 105, the first refrigerant pipe 106, the compression mechanism 104 and the condensing mechanism refrigerant side 101, and then returns to the liquid storage mechanism 102 to form a refrigerant circulation circuit, the low-temperature high-pressure refrigerant from the liquid storage mechanism 102 flows through the evaporation mechanism 105 to exchange heat with the passenger cabin of the vehicle, absorbs heat in the passenger cabin, cools the passenger cabin, and then the warmed refrigerant is depressurized through the compression mechanism 104 and then flows back to the liquid storage mechanism 102 through the condensing mechanism refrigerant side 101, and the heat exchange between the second refrigerant circuit and the passenger cabin is realized, thereby realizing the cooling of the passenger cabin.

Under this condition, if the vehicle body battery 211 requests soaking, the first water pump 212 is turned on, the B3 port is connected to the B2 port, the A3 port is connected to the A4 port, and the coolant from the B3 port flows through the first water pump 212, the vehicle body battery 211, the A4 port, the A3 port, the first heat exchange mechanism coolant side 213, and the B2 port in this order, and returns to the B3 port, thereby forming a coolant circulation circuit, and maintaining the vehicle body battery 211 in a soaking operation state.

In this condition, the condensing unit coolant side 231 is connected in series with the electric drive assembly circuit 22, the A2 port is connected with the A0 port, the B4 port is connected with the B6 port, the coolant flowing from the electric drive assembly 223 flows to the condensing unit coolant side 231 through the A2 port and the A0 port, where heat exchange is performed with the second refrigerant circuit to achieve adjustment of the coolant temperature, and refrigeration of the electric drive assembly 223, and the flow path of the coolant can refer to the fourth condition.

Illustratively, as shown in fig. 3, the second refrigerant circuit further includes a pressure sensor 110, where the pressure sensor 110 is disposed on an outlet side of the evaporating mechanism 105, and is configured to detect a pressure of refrigerant on the outlet side of the evaporating mechanism 105, and the compressing mechanism 104 adjusts the pressure of the refrigerant to meet a temperature requirement of the passenger compartment according to the pressure of the refrigerant from the outlet side of the evaporating mechanism 105 compared with a set pressure value.

Working condition six (passenger cabin refrigeration dehumidification mode): when the passenger compartment requests reheating and the vehicle body battery 211 has no cooling or heating request, and the heat dissipation amount of the coolant of the condensing mechanism coolant side 231 is higher than the heat required for the passenger compartment, the passenger compartment cooling and dehumidifying mode is entered.

As shown in fig. 4, the refrigerant system 10 and the coolant system 20 are put into operation, in the refrigerant system 10, the second refrigerant circuit is put into operation, the refrigerant from the liquid storage mechanism 102 sequentially flows through the second refrigerant pipe 107, the evaporation mechanism 105, the first refrigerant pipe 106, the compression mechanism 104 and the condensing mechanism refrigerant side 101 and then returns to the liquid storage mechanism 102 to form a circulation circuit of the refrigerant, the low-temperature high-pressure refrigerant from the liquid storage mechanism 102 flows through the evaporation mechanism 105 to exchange heat with the passenger cabin of the vehicle, absorbs heat in the passenger cabin, cools the passenger cabin, and then the warmed refrigerant is depressurized through the compression mechanism 104 and then flows through the condensing mechanism refrigerant side 101 and returns to the liquid storage mechanism 102;

under this working condition, if the vehicle body battery 211 requests soaking, the first water pump 212 is turned on, in the battery loop 21, the B3 port is connected with the B2 port, the A3 port is connected with the A4 port, the cooling liquid from the B3 port flows through the first water pump 212, the vehicle body battery 211, the A4 port, the A3 port, the cooling liquid side 213 of the first heat exchange mechanism and the B2 port in sequence, and returns to the B3 port, so as to form a circulation loop of the cooling liquid, and keep the vehicle body battery 211 in a soaking working state;

In the electric drive assembly loop 22 and the heating loop 23, the port B4 is connected with the port B6, the port A2 is connected with the port A0, the cooling liquid side 231 of the condensing mechanism is connected with the heating mechanism 234 in series and is connected with the electric drive assembly loop 22 in series, the third water pump 232 and the third heat exchange mechanism 233 are connected into a loop, the third water pump 232 and the third heat exchange mechanism 233 are connected in series and are connected with the cooling liquid side 231 of the condensing mechanism and the heating mechanism 234 in parallel, the cooling liquid from the cooling liquid side 231 of the condensing mechanism flows through the heating mechanism 234 to heat, then flows through the third water pump 232 and the third heat exchange mechanism 233 to exchange heat with the passenger cabin at the position of the third heat exchange mechanism 233, then flows back to the cooling liquid side 231 of the condensing mechanism to exchange heat with the second refrigerant loop, and then the temperature in the passenger cabin is regulated and controlled through the second refrigerant loop, and the passenger cabin is cooled and dehumidified.

In this condition, the A2 port is connected to the A0 port, the B4 port is connected to the B6 port, the coolant flowing from the electric drive assembly 223 flows through the A2 port and the A0 port to the condensing mechanism coolant side 231, where heat exchange is performed with the second refrigerant circuit to achieve adjustment of the coolant temperature, and refrigeration of the electric drive assembly 223, and the flow path of the coolant can refer to the fourth condition.

For example, referring to fig. 3 and fig. 4, the second refrigerant circuit further includes a pressure sensor 110, where the pressure sensor 110 is disposed on the outlet side of the evaporating mechanism 105, and is configured to detect the pressure of the refrigerant on the outlet side of the evaporating mechanism 105, and the compressing mechanism 104 adjusts the pressure of the refrigerant according to the pressure of the refrigerant from the outlet side of the evaporating mechanism 105, compared with a set pressure value, so as to meet the temperature requirement of the passenger cabin.

Working condition seven (battery and passenger cabin dual cooling mode): when the passenger compartment requests cooling and the body battery 211 requests cooling at the same time, a battery and passenger compartment dual cooling mode is entered.

As shown in fig. 5, the refrigerant system 10 and the cooling liquid system 20 are put into operation, and the refrigerant system 10 includes the first refrigerant circuit and the second refrigerant circuit, that is, the refrigerant from the liquid storage mechanism 102 flows through the first heat exchange mechanism refrigerant side 103, the compression mechanism 104, and the condensation mechanism refrigerant side 101 in order, then flows to the liquid storage mechanism 102 to form a first refrigerant circuit, and the refrigerant from the liquid storage mechanism 102 flows through the evaporation mechanism 105, the compression mechanism 104, and the condensation mechanism refrigerant side 101 in order, and then returns to the liquid storage mechanism 102 to form a second refrigerant circuit;

In the battery loop 21, a B3 port is connected with a B2 port, an A4 port is connected with an A3 port, in the electric drive assembly loop 22, the B4 port is connected with a B6 port, the A2 port is communicated with an A0 port, a cooling liquid side 231 of a condensing mechanism is connected in series into the electric drive assembly loop 22, and a third water pump 232 and a third heat exchange mechanism 233 are not connected into the loop;

the heat exchange with the battery circuit 21 is achieved through the first refrigerant circuit, the vehicle body battery 211 is refrigerated, the heat exchange with the electric drive assembly circuit 22 is achieved through the refrigerant system 10, the electric drive assembly 223 is refrigerated, the flow path of the cooling liquid can be referred to the foregoing, and the cooling liquid is not repeated here, and the passenger compartment is refrigerated through the evaporating mechanism 105.

As shown in fig. 5, the inlet side and the outlet side of the vehicle body battery 211 are respectively provided with a temperature sensor 214, the temperature sensor 214 detects the temperature of the cooling liquid of the vehicle body battery 211 at the inlet side and the temperature of the cooling liquid at the outlet side in real time, and the second throttle valve 109 controls the flow of the refrigerant to further satisfy the cooling requirement of the vehicle body battery 211, and in particular, when the cooling requirement of the vehicle body battery 211 increases or the temperature of the passenger compartment is too low, the heat exchange amount of the evaporating mechanism 105 can be regulated.

For example, referring to fig. 3 and 5, the second refrigerant circuit further includes a pressure sensor 110, where the pressure sensor 110 is disposed on the outlet side of the evaporating mechanism 105 and is configured to detect the pressure of the refrigerant on the outlet side of the evaporating mechanism 105, and the compressing mechanism 104 adjusts the pressure of the refrigerant according to the pressure of the refrigerant from the outlet side of the evaporating mechanism 105, compared with a set pressure value, so as to meet the temperature requirement of the passenger compartment. Working condition eight (passenger cabin refrigeration dehumidification and battery refrigeration mode): when the passenger compartment requests reheating, the vehicle body battery 211 requests cooling, and the heat dissipation amount of the coolant of the condensing mechanism coolant side 231 is higher than the heat required by the passenger compartment, the passenger compartment cooling dehumidification and battery cooling mode is entered.

As shown in fig. 6, the refrigerant system 10 and the cooling liquid system 20 are put into operation, and the first refrigerant circuit and the second refrigerant circuit are included in the refrigerant system 10, and the battery circuit 21, the electric drive assembly circuit 22 and the heating circuit 23 are included in the cooling liquid system 20;

in the battery loop 21, a B3 port is connected with a B2 port, an A4 port is connected with an A3 port, in the electric drive assembly loop 22 and the heating loop 23, the B4 port is connected with a B6 port, the A2 port is connected with an A0 port, a condensing mechanism cooling liquid side 231 is connected in series into the electric drive assembly loop 22, a third water pump 232 and a third heat exchange mechanism 233 are connected in loop, and the condensing mechanism cooling liquid side 231 is connected in parallel;

The vehicle body battery 211 is refrigerated by the heat exchange between the first refrigerant loop and the battery loop 21, the vehicle body battery 211 is refrigerated by the heat exchange between the second refrigerant loop and the electric drive assembly loop 22 and the heating loop 23, the electric drive assembly 223 is refrigerated, the cooling liquid can flow to the third heat exchange mechanism 233 through the third water pump 232, the temperature of the cooling liquid can be regulated and controlled through the third heat exchange mechanism 233, the passenger cabin is refrigerated and dehumidified through the evaporation mechanism 105, the heating mechanism 234 can be connected in series at the cooling liquid side 231 of the condensation mechanism, and the heat exchange amount of the evaporation mechanism 105 can be regulated and controlled through the regulation of the heating mechanism 234 when the refrigerating requirement of the vehicle body battery 211 is increased or when the temperature of the passenger cabin is too low.

The heat exchange efficiency is regulated by the refrigerant pressure value at the evaporating mechanism 105 and the second throttle 109 to meet the refrigeration requirements of the vehicle body battery 211 and the passenger compartment.

(3) Heating mode:

as shown in fig. 7 to 11, the refrigerant system 10 and the coolant system 20 may be used in a heating mode in which there are five conditions:

condition nine (battery heating mode): when the vehicle body battery 211 requests heating and the passenger compartment has no heating or cooling request, then the battery heating mode is entered.

As shown in fig. 7, in the refrigerant system 10, the first refrigerant circuit is put into use, the compression mechanism 104 is connected to the A0 port, the A0 port and the A5 port are connected, the A3 port is connected to the A2 port, the B2 port is connected to the B6 port, the B3 port is connected to the B4 port, the condensation mechanism coolant side 231 is connected in series with the battery circuit 21, the coolant from the B4 port flows through the B3 port, the first water pump 212, the vehicle body battery 211, the A4 port, the A0 port, and the condensation mechanism coolant side 231 in this order to form a circulation circuit of the coolant, and heat exchange with the first refrigerant circuit is realized by the condensation mechanism, thereby realizing heating of the vehicle body battery 211;

the coolant from the B2 port flows to the B6 port, at the B6 port, the coolant may flow directly from the B1 port to the second water pump 222, and/or from the B5 port and the second heat exchange mechanism 221 to the second water pump 222, and then sequentially flow through the electric drive assembly 223, the A2 port, the A3 port, the first heat exchange mechanism coolant side 213, and then flow to the B2 port to form a circulation loop of the coolant, and heat exchange with the first refrigerant loop is achieved through the first heat exchange mechanism, so that the coolant temperature on the inlet side of the electric drive assembly 223 can meet the required temperature of the electric drive assembly 223, thereby achieving heating of the electric drive assembly 223, and the coolant temperature on the inlet side of the electric drive assembly 223 is controlled to be above 30 ℃.

If the inlet temperature of the cooling liquid at the position of the vehicle body battery 211 is lower than the preset inlet temperature, the heating mechanism 234 is opened to heat the cooling liquid from the cooling liquid side 231 of the condensing mechanism, so that the temperature of the cooling liquid at the outlet side of the heating mechanism 234 is increased, when the cooling liquid flows to the inlet side of the vehicle body battery 211, the temperature can meet the requirement of the preset inlet temperature of the vehicle body battery 211, the cooling liquid flows through the vehicle body battery 211 and exchanges heat, the heat of the cooling liquid is absorbed by the vehicle body battery 211, the heating of the vehicle body battery 211 is further realized, and the cooling liquid cooled by the vehicle body battery 211 flows back to the heating mechanism 234 again to heat, and then enters a new cycle.

Ten conditions (passenger cabin heating mode): when heating is requested by the passenger compartment and there is no cooling or heating request by the body battery 211, the passenger compartment heating mode is entered.

As shown in fig. 8, the refrigerant system 10 and the coolant system 20 are put into operation, and in the refrigerant system 10, the first refrigerant circuit is put into operation, and in the coolant system 20, the A4 port is connected to the A0 port, the A0 port is connected to the A1 port, the A1 port is connected to the B0 port, the B4 port is connected to the B3 port, the B2 port is connected to the B6 port, and the coolant from the B3 port flows through the first water pump 212, the vehicle body battery 211, the A4 port, the A0 port, the A1 port, the B0 port, the B4 port in this order, and returns to the B3 port to form a circulation circuit of the coolant;

Under the working condition, the vehicle body battery 211 operates in a separate loop, and if the vehicle body battery 211 requests a temperature equalization mode, the first water pump 212 is started, so that the cooling liquid is circulated, and the vehicle body battery 211 is ensured to work in the temperature equalization environment;

in the cooling liquid system 20, an A2 port is connected with an A3 port, a B2 port is connected with a B6 port, an electric drive assembly loop 22 is connected with a first heat exchange mechanism cooling liquid side 213 in series to form a cooling liquid circulation loop, and the first cooling liquid loop realizes heat exchange with the electric drive assembly loop 22 through the first heat exchange mechanism cooling liquid side 213 so that the temperature of the cooling liquid flowing to the electric drive assembly 223 is kept above 30 ℃;

in the cooling liquid system 20, a heating loop 23 is put into use, and independent of an electric drive assembly loop 22, cooling liquid sequentially flows through a third water pump 232 and a third heat exchange mechanism 233 from a cooling liquid side 231 of a condensing mechanism to return to the cooling liquid side 231 of the condensing mechanism to form a circulation loop, heat exchange is generated between the first refrigerant loop and the heating loop 23 through the condensing mechanism, the pressure of the refrigerant is regulated through a compression mechanism 104, and heating of a passenger cabin is realized through the third heat exchange mechanism 233;

if the temperature of the cooling liquid at the inlet side of the third heat exchange mechanism 233 is lower than the preset temperature, the heating mechanism 234 is turned on to heat the cooling liquid so as to ensure the heating effect of the passenger cabin, and illustratively, a temperature sensor is provided at the inlet side of the third heat exchange mechanism 233 and is used for detecting the temperature of the cooling liquid at the inlet side of the third heat exchange mechanism 233 in real time.

Working condition eleven (passenger cabin heating dehumidification mode): when the passenger compartment requests reheating, the vehicle body battery 211 has no cooling or heating request, and the evaporating mechanism 105 is insufficient as a single heat source for passenger compartment reheating, i.e., the evaporating mechanism 105 cannot meet the passenger compartment reheating demand, the passenger compartment heating dehumidification mode is entered.

As shown in fig. 9, the refrigerant system 10 and the coolant system 20 are put into operation, and the refrigerant system 10 includes a first refrigerant circuit and a second refrigerant circuit, and the second refrigerant circuit cools the passenger compartment through the evaporation mechanism 105;

in the coolant system 20, the A4 port is connected to the A0 port, the A0 port is connected to the A1 port, the A1 port is connected to the B0 port, the B0 port is connected to the B4 port, the B4 port is connected to the B3 port, the coolant from the B3 port flows through the first water pump 212, the vehicle body battery 211, the A4 port, the A0 port, the A1 port, the B0 port and the B4 port in order, and finally flows back to the B3 port to form a circulation loop of the coolant;

Twelve working conditions (passenger cabin and battery dual heating mode): when both the passenger compartment and the vehicle body battery 211 have a heating request, a passenger compartment and battery dual heating mode is entered.

As shown in fig. 10, the refrigerant system 10 and the coolant system 20 are in use, and the first refrigerant circuit is included in the refrigerant system 10;

in the cooling liquid system 20, an A4 port is connected with an A0 port, the A0 port is connected with an A1 port and an A5 port, the A1 port is connected with a B0 port, the B0 port is connected with a B4 port, the B4 port is connected with a B3 port, parallel connection of a heating loop 23 with a first water pump 212 and a vehicle body battery 211 is realized, heat exchange between cooling liquid and a first refrigerant loop is realized on a cooling liquid side 231 of a condensing mechanism, the first water pump 212 and a third water pump 232 are both started, the cooling liquid can be split into a branch of the third water pump 232 and a branch of a third heat exchange mechanism 233, and the branch of the first water pump 212 and the vehicle body battery 211 is realized, and double heating of a passenger cabin and the vehicle body battery 211 is realized;

under this working condition, if the temperature of the coolant at the inlet side of the third heat exchange mechanism 233 is lower than the preset temperature, or the temperature of the coolant at the inlet side of the vehicle body battery 211 is lower than the preset temperature, the heating mechanism 234 is started to heat the coolant so as to ensure that the temperature of the coolant meets the preset temperature requirement;

Under this condition, the heating circuit 23 exchanges heat with the first refrigerant circuit through the cooling liquid side 231 of the condensing mechanism, and illustratively, the outlet side of the compressing mechanism 104 is provided with the pressure sensor 110, and the compressing mechanism 104 controls the refrigerant according to the refrigerant pressure at the outlet side and the preset pressure to meet the heating requirement of the vehicle body battery 211.

The electric drive assembly loop 22 is connected in series with the first heat exchange mechanism coolant side 213, the A3 port is connected with the A2 port, the B2 port is connected with the B6 port, and the coolant is temperature controlled by the second heat exchange mechanism 221 to ensure that the coolant temperature is below the limiting temperature of the electric drive assembly 223, and the inlet side coolant temperature of the electric drive assembly 223 is, illustratively, above 30 ℃;

under this condition, the electric drive assembly circuit 22 exchanges heat with the first refrigerant circuit through the first heat exchange mechanism cooling liquid side 213, and the compression mechanism 104 controls the refrigerant according to the refrigerant pressure at the outlet side and the preset pressure so as to meet the heating temperature requirement of the passenger cabin.

Thirteen working conditions (passenger cabin heating dehumidification and battery heating mode): when the passenger compartment requests reheating, the vehicle body battery 211 requests heating, and the evaporating mechanism 105 is insufficient as a single heat source for passenger compartment reheating, i.e., the evaporating mechanism 105 cannot meet the passenger compartment reheating demand, then the passenger compartment heating dehumidification and battery heating mode is entered.

As shown in fig. 11, the refrigerant system 10 and the coolant system 20 are put into operation, and the evaporation mechanism 105 exchanges heat with the passenger compartment in the refrigerant system 10 while including the first refrigerant circuit and the second refrigerant circuit;

under the working condition, the electric drive assembly loop 22 realizes heat exchange with the first refrigerant loop through the cooling liquid side 213 of the first heat exchange mechanism, and the compression mechanism 104 controls the refrigerant according to the refrigerant pressure at the outlet side and the preset pressure so as to match with the evaporation mechanism 105 to meet the heating and dehumidification requirements of the passenger cabin.

(4) Battery waste heat recovery mode: the passenger compartment is heated by using the heat generated by the vehicle battery 211 and the electric drive assembly 223 as a heat source, and when the passenger compartment has a heating request, the vehicle battery 211 has no heating request, and the temperature of the vehicle battery 211 does not reach the temperature that affects the drivability of the vehicle or the service life (limit temperature) thereof, the battery waste heat recovery mode is entered.

As shown in fig. 12, the refrigerant system 10 and the coolant system 20 are in use, and the first refrigerant circuit is included in the refrigerant system 10;

in the cooling liquid system 20, the battery loop 21 is connected with the electric drive assembly loop 22 in series, the heating loop 23 is independently connected with the A0 port and the A2 port, the A0 port is connected with the A1 port and the B0 port, the B0 port is connected with the B4 port, the A3 port is connected with the A4 port, the B6 port is connected with the B2 port, the B4 port is connected with the B3 port, a circulation loop of cooling liquid is formed, the temperature of the cooling liquid is controlled through the cooperation of the second heat exchange mechanism 221 and the fan 2211, the temperature of the cooling liquid at the outlet side of the electric drive assembly 223 is lower than the preset temperature of the cooling liquid at the inlet side of the vehicle battery 211, the cooling liquid is heated after absorbing the heat of the vehicle battery 211 when flowing through the vehicle battery 211, the cooling liquid is exchanged with the first refrigerant loop through the first heat exchange mechanism cooling liquid side 213, the heat recovery of the vehicle battery 211 and the electric drive assembly 223 can be realized, the heat exchange with the heating loop 23 is realized through the condensation mechanism, the third water pump 232 is started, the cooling liquid flows through the condensation mechanism cooling liquid side 231 in sequence through the third water pump 232 and the third heat exchange mechanism 2211, the cooling liquid side of the cooling liquid is returned to the passenger cabin side, and the cooling liquid is ensured to meet the requirements of the circulation loop is formed;

Illustratively, the temperature of the cooling fluid is maintained below 65 ℃.

Under this condition, if the temperature of the coolant at the inlet side of the third heat exchange mechanism 233 is lower than the preset temperature, the heating mechanism 234 is started to heat the coolant, so as to meet the heating requirement of the passenger compartment.

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

(5) Battery low temperature heat dissipation mode: when the vehicle body battery 211 requests cooling, the passenger compartment has no cooling or heating request, and the external ambient temperature is low, a battery low-temperature heat dissipation mode is entered.

As shown in fig. 13, only the coolant system 20 is put into operation, the battery circuit 21 and the electric drive assembly circuit 22 are connected in series, the A4 port is connected with the A3 port, the A2 port is connected with the A0 port, the A0 port is connected with the A1 port and the B0 port, the B0 port is connected with the B4 port, the B4 port is connected with the B3 port, and a circulation circuit of coolant is formed, at this time, the B6 port is connected with the B1 port and the B5 port, heat can be exchanged with the external environment by the arrangement of the second heat exchange mechanism 221, and the temperature of the coolant at the outlet side of the electric drive assembly 223 is controlled to be lower than the preset temperature at the inlet side of the vehicle body battery 211, at this time, the low-temperature heat dissipation of the vehicle body battery 211 can be realized by only the second heat exchange mechanism 221 without participation of the refrigerant system 10.

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

As shown in fig. 14, only the coolant system 20 is put into operation, and only the battery circuit 21 and the electric drive assembly circuit 22 are put into operation, the battery circuit 21 and the electric drive assembly circuit 22 are connected in series, the A4 port is connected with the A3 port, the A2 port is connected with the A0 port, the A0 port is connected with the A1 port and the B0 port, the B0 port is connected with the B4 port, the B4 port is connected with the B3 port, and the B2 port is connected with the B6 port, thereby forming a circulation circuit of the coolant;

under this condition, heat exchange with the external environment is achieved only through the second heat exchange mechanism 221, so that regulation and control of the coolant temperature are achieved, and the coolant temperature at the outlet side of the electric drive assembly 223 is kept consistent with the preset temperature at the inlet side of the vehicle body battery 211.

Illustratively, the coolant temperature on the inlet side of electric drive assembly 223 is maintained below 65 ℃.

(7) Cooling liquid filling mode: when the vehicle is being filled with coolant, a coolant filling mode is entered.

As shown in fig. 15, only the coolant system 20 is put into operation, the battery circuit 21, the electric drive assembly circuit 22, and the heating circuit 23 are all connected in series, the A4 port is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A5 port, the B0 port is connected to the B4 port, the B4 port is connected to the B3 port, and the first water pump 212, the second water pump 222, and the third water pump 232 are all activated, one end of the fluid-replenishing mechanism 241 is connected to the outlet side of the vehicle body battery 211 through the adjustment pipe 242, and to the outlet side of the second heat exchanging mechanism 221, and the other end is connected to the inlet side of the second water pump 222 through the adjustment pipe 242;

because air can be introduced into the second pipeline 200 when the cooling liquid is injected, exhaust and liquid filling can be realized by accessing the liquid filling mechanism 241, normal use of the cooling liquid system 20 is ensured, when the cooling liquid is injected, part of the cooling liquid is wrapped by the air and can enter the adjusting pipeline 242 when flowing to the outlet side of the vehicle body battery 211, gas-liquid separation is realized in the liquid filling mechanism 241, and meanwhile, the liquid filling mechanism 241 can fill new cooling liquid into the second pipeline 200, and the circulation is performed until the liquid level in the liquid filling mechanism 241 is not reduced, and thus, the filling of the cooling liquid is completed.

Based on the above description, as shown in fig. 16, the thermal management system of the pure electric vehicle according to the present invention further includes a main control unit, a battery control unit and a cabin control unit, where the main control unit is communicatively connected with the battery control unit and the cabin control unit, the main control unit is configured to receive mode instructions from the battery control unit and the cabin control unit, and is configured to send control instructions to the battery control unit and the cabin control unit, and the main control unit is capable of implementing communication with the refrigerant system 10 and the external environment, acquiring signals such as temperature information of the external environment, and the battery control unit is communicatively connected with the vehicle body battery 211 and the electric drive assembly 223, and is configured to generate mode instructions related to the vehicle body battery 211 and the electric drive assembly 223, and transmit the mode instructions to the main control unit, and the cabin control unit is configured to generate mode instructions related to the cabin and transmit the mode instructions to the main control unit;

the main control unit is used for controlling the on-off of the ports in the cooling liquid system 20 according to the received mode instruction, so as to realize the connection of different loops.

Based on the above-mentioned thermal management system, the present invention further provides a thermal management system control method, which can enable the thermal management system of the vehicle to switch between different working modes, including:

(1) The main control unit does not receive mode instructions from the battery control unit and the passenger cabin control unit, the main control unit sends out control instructions, the whole thermal management system enters a default mode, corresponding ports among all loops are connected correspondingly, the refrigerant system 10 is not used, the port A4 and the port A3 of the cooling liquid system 20 are connected, the port A2 and the port A0 are connected, the port A0 and the port A1 are connected, the port A1 and the port B0 are connected, the port B0 and the port B4 are connected, the port B4 and the port B6 are connected, the port B2 and the port B3 are connected, and the default mode is entered.

(2) The battery control unit sends a battery cooling request, generates a battery cooling mode instruction and sends the battery cooling mode instruction to the main control unit, the main control unit receives a control instruction from the battery control unit and does not receive a mode instruction from the passenger cabin control unit, the main control unit sends the control instruction, the whole thermal management system enters a battery cooling mode, corresponding ports among all loops are correspondingly connected, a first refrigerant loop of the refrigerant system 10 is put into use, in the cooling liquid system 20, an A4 port is connected with an A3 port, an A2 port is connected with an A0 port, an A0 port is connected with an A5 port, an B0 port is connected with an B4 port, an B4 port is connected with an B6 port, an B2 port is connected with an B3 port, and the battery cooling mode is entered.

(3) The passenger cabin control unit sends out a passenger cabin refrigerating request, a passenger cabin cooling mode instruction is generated and sent to the main control unit, the main control unit receives the mode instruction from the passenger cabin control unit and does not receive the mode instruction from the battery control unit, the main control unit sends out a control instruction, the whole system enters a passenger cabin cooling liquid mode, corresponding ports among all the circuits are correspondingly connected, a second refrigerant circuit of the refrigerant system 10 is put into use, in the cooling liquid system 20, an A2 port is connected with an A0 port, an A0 port is connected with an A5 port, a B0 port is connected with a B4 port, a B4 port is connected with a B6 port, and the passenger cabin cooling mode is entered;

the battery control unit sends out a soaking request, the main control unit receives a mode command of soaking the battery, and then sends out a control command, wherein the A4 port is connected with the A3 port, and the B2 port is connected with the B3 port.

(4) The passenger cabin control unit sends out a passenger cabin reheating request and generates a passenger cabin refrigerating and dehumidifying mode instruction, the main control unit receives the mode instruction from the passenger cabin control unit and does not receive the mode instruction from the battery control unit, the main control unit sends out a control instruction, the whole system enters a passenger cabin refrigerating and dehumidifying mode, a second refrigerant loop of the refrigerant system 10 is put into use, in the cooling liquid system 20, an A2 port is connected with an A0 port, an A0 port is connected with an A5 port, a B0 port is connected with a B4 port, a B4 port is connected with a B6 port, and the passenger cabin refrigerating and dehumidifying mode is entered;

(5) The passenger cabin control unit sends out a passenger cabin refrigerating request and generates a passenger cabin refrigerating mode instruction, the battery control unit sends out a battery refrigerating request and generates a battery cooling mode instruction, the main control unit receives mode instructions from the passenger cabin control unit and the battery control unit, the main control unit sends out a control instruction, the whole system enters a battery and passenger cabin dual-refrigerating mode, a first refrigerant loop and a second refrigerant loop of the refrigerant system 10 are put into use, in the cooling liquid system 20, an A4 port is connected with an A3 port, an A2 port is connected with an A0 port, an A0 port is connected with an A5 port, a B0 port is connected with a B4 port, a B4 port is connected with a B6 port, a B2 port is connected with a B3 port, and the system enters a battery and passenger cabin dual-refrigerating mode;

(6) The passenger cabin control unit sends out a passenger cabin reheating request and generates a passenger cabin refrigerating and dehumidifying mode instruction, the battery control unit sends out a battery refrigerating request and generates a battery cooling mode instruction, the main control unit receives mode instructions from the passenger cabin control unit and the battery control unit, the main control unit sends out a control instruction, the whole system enters a passenger cabin refrigerating and dehumidifying mode and a battery refrigerating mode, a first refrigerant loop and a second refrigerant loop of the refrigerant system 10 are put into use, in the cooling liquid system 20, an A4 port is connected with an A3 port, an A2 port is connected with an A0 port, an A0 port is connected with an A5 port, a B0 port is connected with a B4 port, a B4 port is connected with a B6 port, a B2 port is connected with a B3 port, and the passenger cabin refrigerating and dehumidifying mode and the battery refrigerating mode are entered.

(7) The battery control unit sends out a battery heating request and generates a battery heating mode instruction, the main control unit receives the mode instruction from the battery control unit and does not receive the mode instruction from the passenger cabin control unit, the main control unit sends out a control instruction, the whole system enters a battery heating mode, a first refrigerant loop of the refrigerant system 10 is put into use, an A4 port is connected with an A0 port, an A0 port is connected with an A5 port, an A3 port is connected with an A2 port, a B2 port is connected with a B6 port, a B3 port is connected with a B4 port, and the battery heating mode is entered.

(8) The passenger cabin control unit sends out a passenger cabin heating request and generates a passenger cabin heating mode instruction, the main control unit receives the mode instruction from the passenger cabin control unit and does not receive the mode instruction from the battery control unit, the main control unit sends out a control instruction, the whole system enters the passenger cabin heating mode, a first refrigerant loop is put into use in the refrigerant system 10, an A4 port is connected with an A0 port, an A0 port is connected with an A1 port, an A1 port is connected with a B0 port, a B4 port is connected with a B3 port, a B2 port is connected with a B6 port, and the passenger cabin heating mode is entered.

(9) The passenger cabin control unit sends out a passenger cabin reheating request and generates a passenger cabin reheating mode instruction, the evaporating mechanism 105 cannot meet the passenger cabin reheating request, the main control unit establishes communication with the evaporating mechanism 105 and receives the mode instruction from the passenger cabin control unit, and does not receive the mode instruction from the battery control unit, the whole system enters a passenger cabin heating and dehumidifying mode, in the refrigerant system 10, a first refrigerant loop and a second refrigerant loop are put into use, in the cooling liquid system 20, an A4 port is connected with an A0 port, an A0 port is connected with an A1 port, an A1 port is connected with a B0 port, a B0 port is connected with a B4 port, a B4 port is connected with a B3 port, and the passenger cabin heating and dehumidifying mode is entered;

(10) The passenger cabin control unit sends out a passenger cabin heating request and generates a passenger cabin heating mode instruction, the battery control unit sends out a battery heating request and generates a battery heating mode instruction, the main control unit receives mode instructions from the passenger cabin control unit and the battery control unit and sends out a control instruction, the whole system enters a passenger cabin and battery dual-heating mode, in the refrigerant system 10, a first refrigerant loop is put into use, in the refrigerant system 20, a4 port is connected with an A0 port, the A0 port is connected with an A1 port and an A5 port, the A1 port is connected with a B0 port, the B0 port is connected with a B4 port, the B4 port is connected with a B3 port, and the passenger cabin and battery dual-heating mode is entered.

(11) The passenger cabin control unit sends out a passenger cabin reheating request and generates a passenger cabin heating and dehumidifying mode instruction, the battery control unit sends out a battery heating request and generates a battery heating mode instruction, the evaporating mechanism 105 cannot meet the passenger cabin reheating request, the main control unit establishes communication with the evaporating mechanism 105 and receives mode instructions from the passenger cabin control unit and the battery control unit, the whole system enters a passenger cabin heating and dehumidifying and battery heating mode, in the refrigerant system 10, the first refrigerant loop and the second refrigerant loop are put into use, in the cooling liquid system 20, an A4 port is connected with an A0 port, an A0 port is connected with an A1 port and an A5 port, an A1 port is connected with a B0 port, a B0 port is connected with a B4 port, a B4 port is connected with a B3 port, and the passenger cabin heating and dehumidifying and battery heating mode is entered.

(12) The passenger cabin control unit sends out a passenger cabin heating request and generates a passenger cabin heating mode instruction, the battery control unit does not have a battery heating request, the temperature of the vehicle body battery 211 does not reach the limit temperature, the main control unit receives the mode instruction from the passenger cabin control unit and establishes communication with the battery control unit, the whole system enters a battery waste heat recovery mode, in the refrigerant system 10, a first refrigerant loop is put into use, in the coolant system 20, an A0 port is connected with an A2 port, an A0 port is connected with an A1 port and a B0 port, a B0 port is connected with a B4 port, an A3 port is connected with an A4 port, a B6 port is connected with a B2 port, a B4 port is connected with a B3 port, a battery loop 21 is connected with the electric drive assembly loop 22 in series, a heating loop 23 independently forms a loop, and the battery waste heat recovery mode is entered.

(13) The battery control unit sends out a battery refrigeration request and generates a battery low-temperature heat dissipation mode instruction, the external environment temperature is low, the main control unit receives the mode instruction from the battery control unit and does not receive the mode instruction from the passenger cabin control unit, the main control unit sends out a control instruction, the whole system enters a battery low-temperature heat dissipation mode, only the cooling liquid system 20 is put into use, the A4 port is connected with the A3 port, the A2 port is connected with the A0 port, the A0 port is connected with the A1 port and the B0 port, the B0 port is connected with the B4 port, the B4 port is connected with the B3 port, the B6 port is connected with the B1 port and the B5 port, and the battery low-temperature heat dissipation mode is entered.

(14) The battery control unit sends out a battery heating request and generates a battery heating mode instruction, the temperature of cooling liquid at the inlet side of the electric drive assembly 223 is higher than the preset temperature of cooling liquid at the inlet side of the vehicle body battery 211, the main control unit establishes communication with the battery control unit and receives the mode instruction from the battery control unit, and does not receive the mode instruction from the passenger cabin control unit, the main control unit sends out a control instruction, the whole system enters into an electric drive assembly waste heat recovery mode, only the cooling liquid system 20 is put into use, the A4 port is connected with the A3 port, the A2 port is connected with the A0 port, the A0 port is connected with the A1 port and the B0 port, the B0 port is connected with the B4 port, the B4 port is connected with the B3 port, the B2 port is connected with the B6 port, the battery loop 21 is connected with the electric drive assembly loop 22 in series, and the electric drive assembly waste heat recovery mode is entered.

(15) When the vehicle is filled with the coolant, the main control unit sends a control command, the whole system enters a coolant filling mode, only the coolant system 20 is put into use, the A4 port is connected with the A3 port, the A2 port is connected with the A0 port, the A0 port is connected with the A5 port, the B0 port is connected with the B4 port, the B4 port is connected with the B3 port, one end of the fluid supplementing mechanism 241 is connected with the outlet side of the vehicle body battery 211 through the adjusting pipeline 242 and is connected with the outlet side of the second heat exchanging mechanism 221, the other end of the fluid supplementing mechanism is connected with the inlet side of the second water pump 222 through the adjusting pipeline 242, and the fluid supplementing mechanism enters the coolant filling mode.

In summary, in the thermal management system provided by the invention, heat exchange between the refrigerant and the cooling liquid can be realized by arranging the refrigerant system 10 and the cooling liquid system 20, the refrigerant system 10 comprises the first refrigerant loop and the second refrigerant loop, the on-off and connection modes of the first refrigerant loop and the second refrigerant loop can be selected according to the thermal management requirement, the cooling liquid system 20 comprises the battery loop 21, the electric drive assembly loop 22 and the heating loop 23, the on-off and connection modes between the loops can be selected according to the thermal management requirement, the selection is flexible and various, so as to be suitable for different mode requirements, and the vehicle body battery 211 and the electric drive assembly 223 are both incorporated into the thermal management system, so that a better working environment is provided for a power source of a pure electric vehicle, the service life is prolonged, the cruising ability of the pure electric vehicle is increased, and the use experience of a user is improved.

The foregoing is merely illustrative of the present invention, and the present invention is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present invention should be included in the present invention. Accordingly, the scope of the invention should be assessed as that of the appended claims.

Claims

1. The utility model provides a pure electric vehicles's thermal management system which characterized in that: comprising the following steps:

a refrigerant system (10), the refrigerant system (10) comprising a first refrigerant circuit comprising a condensing mechanism refrigerant side (101), a liquid storage mechanism (102), a first heat exchange mechanism refrigerant side (103), and a compression mechanism (104) connected by a first conduit (100), and a second refrigerant circuit comprising the condensing mechanism refrigerant side (101), the liquid storage mechanism (102), the first heat exchange mechanism refrigerant side (103), the compression mechanism (104), and an evaporation mechanism (105) connected by a first conduit (100), refrigerant flowing through the first conduit (100);

The cooling liquid system (20), the cooling liquid system (20) comprises a battery loop (21), an electric drive assembly loop (22) and a heating loop (23), the battery loop (21) comprises a vehicle body battery (211), a first water pump (212) and a first heat exchange mechanism cooling liquid side (213) which are connected by a second pipeline (200), the electric drive assembly loop (22) comprises a second heat exchange mechanism (221), a second water pump (222) and an electric drive assembly (223) which are connected by the second pipeline (200), the heating loop (23) comprises a condensing mechanism cooling liquid side (231), a third water pump (232) and a third heat exchange mechanism (233) which are connected by the second pipeline (200), and cooling liquid flows through the second pipeline (200);

a heat exchange device comprising a first heat exchange mechanism and a condensing mechanism, the first heat exchange mechanism comprising a first heat exchange mechanism refrigerant side (103) and a first heat exchange mechanism coolant side (213), the condensing mechanism comprising a condensing mechanism refrigerant side (101) and a condensing mechanism coolant side (231), heat exchange between the refrigerant and coolant being achieved between the refrigerant system (10) and the coolant system (20) through the heat exchange device;

The thermal management system is provided with a plurality of working modes by the loop on-off and loop connection mode of the refrigerant system (10) and the loop on-off and loop connection mode of the cooling liquid system (20), the working modes can be switched, and the working modes comprise: default mode, battery cooling mode, passenger cabin cooling dehumidification mode, battery and passenger cabin dual cooling mode, passenger cabin cooling dehumidification and battery cooling mode, battery heating mode, passenger cabin heating dehumidification mode, passenger cabin and battery dual heating mode, passenger cabin heating dehumidification and battery heating mode, battery waste heat recovery mode, battery low temperature heat dissipation mode, and electric drive assembly waste heat recovery mode.

2. The thermal management system of a pure electric vehicle of claim 1, wherein: the first refrigerant circuit further comprises a first throttle valve (108), wherein the first throttle valve (108) is arranged on the inlet side of the first heat exchange mechanism refrigerant side (103) and is used for adjusting the flow rate of the refrigerant flowing into the first heat exchange mechanism refrigerant side (103).

3. The thermal management system of a pure electric vehicle of claim 1, wherein: the second refrigerant circuit further comprises a first refrigerant pipe (106) and a second refrigerant pipe (107), wherein the first refrigerant pipe (106) is connected in series between the evaporation mechanism (105) and the compression mechanism (104), and the second refrigerant pipe (107) is connected in series between the liquid storage mechanism (102) and the evaporation mechanism (105).

4. The thermal management system of a pure electric vehicle of claim 3, wherein: the first refrigerant tube (106) is disposed coaxially with the second refrigerant tube (107).

5. The thermal management system of a pure electric vehicle of claim 1, wherein: the second refrigerant circuit further includes a second throttle valve (109), the second throttle valve (109) being provided on an inlet side of the evaporation mechanism (105) for adjusting a flow rate of the refrigerant flowing into the evaporation mechanism (105).

6. The thermal management system of a pure electric vehicle of claim 1, wherein: the heating loop (23) further comprises a heating mechanism (234), wherein the heating mechanism (234) is arranged on the outlet side of the cooling liquid side (231) of the condensing mechanism and is used for heating the cooling liquid flowing out of the cooling liquid side (231) of the condensing mechanism.

7. The thermal management system of a pure electric vehicle of claim 1, wherein: the coolant system (20) further comprises: and the regulating circuit (24) comprises a fluid supplementing mechanism (241), and the fluid supplementing mechanism (241) is connected with the battery circuit (21) and the electric drive assembly circuit (22) through a regulating pipeline (242).

8. The thermal management system of a pure electric vehicle of claim 7, wherein: one end of the fluid supplementing mechanism (241) is connected with the outlet side of the vehicle body battery (211) through the adjusting pipeline (242), and the other end is connected with the inlet side of the second water pump (222) through the adjusting pipeline (242).

9. The thermal management system of a pure electric vehicle of claim 7, wherein: the operation mode further includes a coolant filling mode.

10. The thermal management system of a pure electric vehicle according to any one of claims 1 to 9, characterized in that: further comprises: the system comprises a main control unit, a battery control unit and a passenger cabin control unit which are in communication connection, wherein the battery control unit is used for generating mode instructions of a vehicle body battery (211) and an electric drive assembly (223) and sending the mode instructions to the main control unit, the passenger cabin control unit is used for generating mode instructions of the passenger cabin and sending the mode instructions to the main control unit, and the main control unit is used for communicating with a refrigerant system (10) and an external environment and receiving the mode instructions from the battery control unit and the passenger cabin control unit and sending the control instructions so as to realize switching among modes.

11. A control method of a thermal management system of a pure electric vehicle is characterized by comprising the following steps of: thermal management system for a pure electric vehicle according to claim 10, comprising:

the main control unit does not receive mode instructions from the battery control unit and the passenger cabin control unit, the main control unit controls to send out a control instruction for entering a default mode, the refrigerant system (10) is not in use, an A4 port and an A3 port of the cooling liquid system (20) are connected, an A2 port and an A0 port are connected, an A0 port and an A1 port are connected, an A1 port and a B0 port are connected, a B0 port and a B4 port are connected, a B4 port and a B6 port are connected, a B2 port and a B3 port are connected, and the mode enters the default mode.

12. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

the battery control unit sends out a mode instruction for requesting battery refrigeration, the main control unit receives the mode instruction from the battery control unit, and does not receive the mode instruction from the passenger cabin control unit, then, the main control unit sends out a control instruction for entering a battery cooling mode, the first refrigerant loop is put into use, an A4 port and an A3 port of the cooling liquid system (20) are connected, an A2 port and an A0 port are connected, an A0 port and an A5 port are connected, a B0 port and a B4 port are connected, a B4 port and a B6 port are connected, a B2 port and a B3 port are connected, and the battery cooling mode is entered.

13. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

the passenger cabin control unit sends out a mode instruction for requesting passenger cabin refrigeration, the main control unit receives the mode instruction from the passenger cabin control unit, and does not receive the mode instruction from the battery control unit, then the main control unit sends out a control instruction for entering a passenger cabin cooling mode, the second refrigerant loop is put into use, an A2 port and an A0 port of the cooling liquid system (20) are connected, an A0 port and an A5 port are connected, a B0 port and a B4 port are connected, a B4 port and a B6 port are connected, and the passenger cabin cooling mode is entered.

14. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

the passenger cabin control unit sends out a mode instruction for requesting the passenger cabin to reheat, the main control unit receives the mode instruction from the passenger cabin control unit and does not receive the mode instruction from the battery control unit, the main control unit sends out a control instruction for entering a passenger cabin refrigerating and dehumidifying mode, the second refrigerant loop is put into use, an A2 port and an A0 port of the cooling liquid system (20) are connected, an A0 port and an A5 port are connected, a B0 port and a B4 port are connected, a B4 port and a B6 port are connected, a B2 port and a B3 port are connected, and the passenger cabin refrigerating and dehumidifying mode is entered.

15. The control method of a thermal management system of a pure electric vehicle according to claim 13 or 14, characterized by: further comprises:

and the battery control unit sends out a soaking request, and the main control unit receives a mode command of battery soaking, and sends out a control command, wherein an A4 port is connected with an A3 port, and a B2 port is connected with a B3 port.

16. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

the passenger cabin control unit sends out a mode instruction for requesting the passenger cabin to refrigerate, the battery control unit sends out a mode instruction for requesting the battery to refrigerate, the main control unit receives the mode instructions from the passenger cabin control unit and the battery control unit and sends out a control instruction, the first refrigerant loop and the second refrigerant loop are put into use, an A4 port and an A3 port of the cooling liquid system (20) are connected, an A2 port and an A0 port are connected, an A0 port and an A5 port are connected, a B0 port and a B4 port are connected, a B4 port and a B6 port are connected, a B2 port and a B3 port are connected, and the passenger cabin double-refrigerating mode of the battery and the passenger cabin is entered.

17. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

The passenger cabin control unit sends out a mode instruction for requesting the reheating of the passenger cabin, the battery control unit sends out a mode instruction for requesting the cooling of the battery, the main control unit receives the mode instructions from the passenger cabin control unit and the battery control unit and sends out a control instruction, the first refrigerant loop and the second refrigerant loop are put into use, an A4 port and an A3 port of the cooling liquid system (20) are connected, an A2 port and an A0 port are connected, an A0 port and an A5 port are connected, a B0 port and a B4 port are connected, a B4 port and a B6 port are connected, and a B2 port and a B3 port are connected, so that the passenger cabin cooling dehumidification and battery cooling mode are entered.

18. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

the battery control unit sends out a mode instruction for requesting battery heating, the main control unit receives the mode instruction from the battery control unit, and does not receive the mode instruction from the passenger cabin control unit, the main control unit sends out a control instruction, the first refrigerant loop is put into use, an A4 port of the cooling liquid system (20) is connected with an A0 port, the A0 port is connected with an A5 port, an A3 port is connected with an A2 port, a B2 port is connected with a B6 port, and a B3 port is connected with a B4 port, and the battery heating mode is entered.

19. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

the passenger cabin control unit sends out a mode instruction for requesting passenger cabin heating, the main control unit receives the mode instruction from the passenger cabin control unit, and does not receive the mode instruction from the battery control unit, the main control unit sends out a control instruction, the first refrigerant loop is put into use, an A4 port of the cooling liquid system (20) is connected with an A0 port, the A0 port is connected with an A1 port, the A1 port is connected with a B0 port, the B4 port is connected with a B3 port, the B2 port is connected with a B6 port, and the passenger cabin heating mode is entered.

20. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

the passenger cabin control unit sends a mode instruction for requesting passenger cabin reheating, the evaporating mechanism (105) cannot meet the passenger cabin reheating request, the main control unit establishes communication with the evaporating mechanism (105), receives the mode instruction from the passenger cabin control unit, does not receive the mode instruction from the battery control unit, the first refrigerant loop and the second refrigerant loop are put into use, an A4 port of the cooling liquid system (20) is connected with an A0 port, an A0 port is connected with an A1 port, an A1 port is connected with a B0 port, a B0 port is connected with a B4 port, a B4 port is connected with a B3 port, and the passenger cabin reheating dehumidification mode is entered.

21. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

the passenger cabin control unit sends out a mode instruction for requesting passenger cabin heating, the battery control unit sends out a mode instruction for requesting battery heating, the main control unit receives the mode instructions from the passenger cabin control unit and the battery control unit and sends out a control instruction, the first refrigerant loop is put into use, an A4 port of the cooling liquid system (20) is connected with an A0 port, an A0 port is connected with an A1 port and an A5 port, the A1 port is connected with a B0 port, the B0 port is connected with a B4 port, the B4 port is connected with a B3 port, and the passenger cabin and battery double heating mode is entered.

22. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

the passenger cabin control unit sends out a mode instruction for requesting the passenger cabin to reheat, the battery control unit sends out a mode instruction for requesting the battery to reheat, the evaporating mechanism (105) cannot meet the passenger cabin reheat request, the main control unit establishes communication with the evaporating mechanism (105), receives the mode instructions from the passenger cabin control unit and the battery control unit, and sends out a control instruction, the first refrigerant loop and the second refrigerant loop are put into use, an A4 port of the cooling liquid system (20) is connected with an A0 port, the A0 port is connected with an A1 port and an A5 port, the A1 port is connected with a B0 port, the B0 port is connected with a B4 port, the B4 port is connected with a B3 port, and the passenger cabin heating dehumidification and battery heating mode are entered.

23. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

the passenger cabin control unit sends a mode instruction for requesting passenger cabin heating, the battery control unit has no battery heating request, the temperature of a vehicle body battery (211) does not reach a limiting temperature, the main control unit receives the mode instruction from the passenger cabin control unit and establishes communication with the battery control unit, the first refrigerant loop is put into use, an A0 port of the cooling liquid system (20) is connected with an A2 port, the A0 port is connected with an A1 port and a B0 port, the B0 port is connected with a B4 port, an A3 port is connected with an A4 port, a B6 port is connected with a B2 port, the B4 port is connected with a B3 port, the battery loop (21) is connected with the electric drive assembly loop (22) in series, and the heating loop (23) independently forms a loop and enters a battery waste heat recovery mode.

24. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

the battery control unit sends out a request for battery refrigeration, the external environment temperature is low, the main control unit receives a mode instruction from the battery control unit, the main control unit does not receive the mode instruction from the passenger cabin control unit, the main control unit sends out a control instruction, an A4 port of the cooling liquid system (20) is connected with an A3 port, an A2 port is connected with an A0 port, the A0 port is connected with an A1 port and a B0 port, the B0 port is connected with a B4 port, the B4 port is connected with a B3 port, a B6 port is connected with a B1 port and a B5 port, and the cooling liquid system enters a battery low-temperature heat dissipation mode.

25. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

the battery control unit sends out a mode instruction for requesting battery heating, the temperature of cooling liquid at the inlet side of the electric drive assembly (223) is higher than the preset temperature of cooling liquid at the inlet side of the vehicle body battery (211), the main control unit establishes communication with the battery control unit and receives the mode instruction from the battery control unit, and does not receive the mode instruction from the passenger cabin control unit, the main control unit sends out a control instruction, an A4 port of the cooling liquid system (20) is connected with an A3 port, an A2 port is connected with an A0 port, an A0 port is connected with an A1 port and a B0 port, a B0 port is connected with a B4 port, a B4 port is connected with a B3 port, a B2 port is connected with a B6 port, the battery loop (21) is connected with the electric drive assembly loop (223) in series, and the electric drive assembly enters a waste heat recovery mode.

26. The control method of a thermal management system of a pure electric vehicle according to claim 11, characterized by: further comprises:

when the vehicle fills with coolant liquid, the main control unit sends out control command, the A4 port and the A3 port of coolant liquid system (20), the A2 port is connected with the A0 port, the A0 port is connected with the A5 port, the B0 port is connected with the B4 port, the B4 port is connected with the B3 port, one end of fluid replacement mechanism (241) is connected with the outlet side of automobile body battery (211) through adjusting pipeline (242), and is connected with the outlet side of second heat transfer mechanism (221), the other end is connected with the inlet side of second water pump (222) through adjusting pipeline (242), get into the coolant liquid and fill the mode.