1. The utility model provides an electric vehicle completes car thermal management system which characterized in that includes:

the refrigeration assembly comprises a compressor (11), a condenser (12) and two evaporators, wherein the compressor (11) can be communicated with the condenser (12) and at least two of the two evaporators, and the two evaporators are an in-cabin evaporator (13) and a waterway evaporator (14) respectively;

an in-cabin heat exchange member (2) for heating or cooling the cabin and having an inlet capable of communicating with a heat exchange outlet of the in-cabin evaporator (13) and an outlet communicating with one of a heat exchange inlet of the waterway evaporator (14) and a heat exchange inlet of the in-cabin evaporator (13);

the motor-driven heat exchange assembly (3) is used for heating or cooling electric drive, an inlet of the motor-driven heat exchange assembly can be communicated with a heat exchange outlet of the condenser (12), and an outlet of the motor-driven heat exchange assembly can be communicated with at least one of a heat exchange inlet of the condenser (12) and an inlet of the cabin heat exchange piece (2);

the battery heat exchange piece (4) is used for heating or cooling a battery, the inlet of the battery heat exchange piece is communicated with the heat exchange outlet of the waterway evaporator (14), and the outlet of the battery heat exchange piece can be communicated with one of the inlet of the motor-driven heat exchange assembly (3) and the heat exchange inlet of the waterway evaporator (14);

and the heat radiation water tank (9), wherein the heat radiation water tank (9) is positioned on a pipeline between the outlet of the motor-driven heat exchange assembly (3) and the heat exchange inlet of the condenser (12).

2. The electric vehicle heat management system according to claim 1, further comprising a first four-way reversing valve (5), wherein the first four-way reversing valve (5) comprises a first reversing inlet (501), a second reversing inlet (502), a first reversing outlet (503) and a second reversing outlet (504), the first reversing inlet (501) is communicated with one of the first reversing outlet (503) and the second reversing outlet (504), the second reversing inlet (502) is communicated with the other of the first reversing outlet (503) and the second reversing outlet (504), the first reversing inlet (501) is communicated with the heat exchange outlet of the condenser (12), the second reversing inlet (502) is communicated with the outlet of the battery heat exchanger (4), and the first reversing outlet (503) is communicated with the heat exchange inlet of the water path evaporator (14), the second reversing outlet (504) is communicated with an inlet of the motor-driven heat exchange assembly (3).

3. The electric vehicle heat management system according to claim 2, further comprising a first water path solenoid valve (61), wherein one end of the first water path solenoid valve (61) is communicated with a pipeline communicating the outlet of the motor-driven heat exchange assembly (3) with the heat dissipation water tank (9), and the other end of the first water path solenoid valve is communicated with a pipeline communicating the heat exchange outlet of the condenser (12) with the first reversing inlet (501).

4. The electric vehicle heat management system according to claim 2, further comprising a second waterway solenoid valve (62), wherein one end of the second waterway solenoid valve (62) is communicated with the heat exchange inlet of the waterway evaporator (14), and the other end of the second waterway solenoid valve is communicated with the first reversing outlet (503).

5. The electric vehicle thermal management system according to claim 4, further comprising a first heating element (71) and a second heating element (72), wherein the first heating element (71) is located on a pipeline between the second waterway solenoid valve (62) and a heat exchange inlet of the waterway evaporator (14), and the second heating element (72) is arranged on the cabin.

6. The electric vehicle heat management system according to claim 1, further comprising a third water solenoid valve (63), wherein one end of the third water solenoid valve (63) is communicated with an outlet of the motor-driven heat exchange assembly (3), and the other end of the third water solenoid valve is communicated with an inlet of the cabin heat exchange member (2).

7. The electric vehicle heat management system according to claim 1, wherein the refrigeration assembly further comprises a first expansion valve (15), a second expansion valve (16) and a first refrigeration solenoid valve (17), the two evaporators are arranged in parallel, and when the refrigeration assembly performs refrigeration, the first expansion valve (15) is located upstream of the two evaporators, the second expansion valve (16) is located upstream of the water path evaporator (14), and the first refrigeration solenoid valve (17) is located downstream of the in-cabin evaporator (13).

8. The electric vehicle heat management system according to claim 7, wherein the refrigeration assembly further comprises a second refrigeration solenoid valve (18), one end of the second refrigeration solenoid valve (18) is connected to the upstream of the cabin evaporator (13) when the refrigeration assembly heats, the other end of the second refrigeration solenoid valve is communicated with the cabin evaporator (13), and refrigerant in the refrigeration assembly can sequentially flow through the second refrigeration solenoid valve (18), the cabin evaporator (13), the second expansion valve (16) and the water channel evaporator (14).

9. The electric vehicle heat management system according to claim 1, further comprising a first water pump (81), a second water pump (82) and a third water pump (83), wherein the first water pump (81) is located upstream of the battery heat exchanger (4), the second water pump (82) is located upstream of the heat dissipation water tank (9), and the third water pump (83) is located upstream of a heat exchange inlet of the in-cabin evaporator (13) so as to pump the circulating liquid in the in-cabin heat exchanger (2) into the in-cabin evaporator (13).

10. A control method applied to the overall vehicle thermal management system of the electric vehicle as claimed in any one of claims 1 to 9, characterized by comprising:

when the cabin needs refrigeration and cooling, the cabin evaporator (13) is communicated with the condenser (12) or is simultaneously communicated with the waterway evaporator (14) and the condenser (12), the refrigeration assembly performs refrigeration cycle, the inlet of the cabin heat exchange piece (2) is communicated with the heat exchange outlet of the cabin evaporator (13), and the outlet of the cabin heat exchange piece (2) is communicated with the heat exchange inlet of the cabin evaporator (13);

when the cabin needs to be heated, the cabin evaporator (13) is communicated with the condenser (12) or is simultaneously communicated with the waterway evaporator (14) and the condenser (12), the refrigerating assembly performs heating circulation, an inlet of the cabin heat exchange piece (2) is communicated with a heat exchange outlet of the cabin evaporator (13), and an outlet of the cabin heat exchange piece (2) is communicated with a heat exchange inlet of the cabin evaporator (13);

when the battery needs refrigeration and cooling, the waterway evaporator (14) is communicated with the in-cabin evaporator (13) or is simultaneously communicated with the in-cabin evaporator (13) and the condenser (12), the refrigeration assembly performs refrigeration cycle, an inlet of the battery heat exchange piece (4) is communicated with a heat exchange outlet of the waterway evaporator (14), and an outlet of the battery heat exchange piece (4) is communicated with a heat exchange inlet of the waterway evaporator (14);

when the batteries need to be heated, the waterway evaporator (14) is communicated with the condenser (12) or is simultaneously communicated with the cabin evaporator (13) and the condenser (12), the refrigerating assembly performs heating circulation, an inlet of the battery heat exchange piece (4) is communicated with a heat exchange outlet of the waterway evaporator (14), and an outlet is communicated with a heat exchange inlet of the waterway evaporator (14);

when the electric drive and the battery need to be cooled by the heat radiation water tank (9), the inlet of the battery heat exchange piece (4) is communicated with the heat exchange outlet of the waterway evaporator (14), the outlet of the battery heat exchange piece (4) is communicated with the inlet of the motor-driven heat exchange assembly (3), the outlet of the motor-driven heat exchange assembly (3) is communicated with the heat exchange inlet of the condenser (12) through the heat radiation water tank (9), and the heat exchange outlet of the condenser (12) is communicated with the heat exchange inlet of the waterway evaporator (14);

when parking in winter, when the cabin is heated by heat generated by the battery, if the temperature of the battery is between a first preset temperature and a second preset temperature, an inlet of the battery heat exchange piece (4) is communicated with a heat exchange outlet of the waterway evaporator (14), an outlet of the battery heat exchange piece (4) is communicated with an inlet of the cabin heat exchange piece (2), and an outlet of the cabin heat exchange piece (2) is communicated with a heat exchange inlet of the waterway evaporator (14); if the temperature of the battery is higher than a third preset temperature, an inlet of the battery heat exchange piece (4) is communicated with a heat exchange outlet of the waterway evaporator (14), an outlet of the battery heat exchange piece (4) is simultaneously communicated with an inlet of the cabin heat exchange piece (2) and an inlet of the heat dissipation water tank (9), an outlet of the cabin heat exchange piece (2) is communicated with a heat exchange inlet of the waterway evaporator (14), an outlet of the heat dissipation water tank (9) is communicated with a heat exchange inlet of the condenser (12), a heat exchange outlet of the condenser (12) is communicated with a heat exchange inlet of the waterway evaporator (14), and the third preset temperature is higher than the second preset temperature;

when parking in winter, the electric drive is adopted to generate heat to heat the cabin, the electric drive temperature is higher than a fourth preset temperature, then the inlet of the motor drive heat exchange assembly (3) is communicated with the heat exchange outlet of the waterway evaporator (14) through the battery heat exchange piece (4), the outlet of the motor drive heat exchange assembly (3) is communicated with the inlet of the cabin heat exchange piece (2), and the outlet of the cabin heat exchange piece (2) is communicated with the heat exchange inlet of the waterway evaporator (14).

Background

The biggest pain points of electric vehicles, especially electric heavy trucks, are too fast battery power decay, severe mileage shrinkage and unstable battery temperature control during parking and driving in winter. There are many contradictions between battery heat dissipation, motor heat dissipation, driving heat dissipation and cabin heating. When the temperature of the battery is between-20 ℃ and 18 ℃, the battery is allowed to discharge, but the discharge power of the battery is limited, the electric quantity is attenuated when the temperature of the battery is less than 0 ℃, the ideal discharge temperature range of the battery is 18 ℃ to 36 ℃, once the temperature of the battery is less than 18 ℃, the battery needs to be heated, but the heating film of the battery is heated by consuming the electric quantity of the battery to improve the temperature of the battery, the heat capacity of the battery is larger, the theoretical efficiency of the heating film is 1, the actual efficiency of the heating film is less than 1 in consideration of heat dissipation and the like, so that the battery is heated by consuming a long time, and a large amount of electric quantity of the battery is consumed. For example, for a lithium battery pack of an electric heavy truck, the lithium battery pack is heated from-15 ℃ to 18 ℃, the consumed electric quantity reaches 30 kW.h to 40 kW.h, which accounts for 10 to 15 percent of the total electric quantity of the lithium battery pack, and the lithium battery pack can also be heated in the driving process. If the cabin needs to provide heating and air supply, PTC heating is adopted, the theoretical efficiency is 1, the consumed electric quantity can reach 5-7 kW.h, and the capacity limitation of the lithium battery pack is added, so that the minimum 20% of electric quantity is reserved to avoid irreversible electric quantity attenuation caused by over discharge of the lithium battery pack, and finally, the electric storage quantity really used for driving is extremely small, and the driving mileage is severely limited.

Aiming at electric vehicles such as electric automobiles, electric commercial vehicles, electric heavy trucks and the like, a whole set of complete thermal management system is designed to achieve the purposes of reducing the attenuation of the electric quantity of a battery and improving the operation efficiency of the whole vehicle.

Disclosure of Invention

Based on the above, the invention aims to provide a whole electric vehicle thermal management system and a control method thereof, which solve the problem that the driving range of an electric vehicle is limited due to too fast power consumption of a battery of the electric vehicle.

In order to achieve the purpose, the invention adopts the following technical scheme:

the utility model provides a whole car thermal management system of electric vehicle, includes: the refrigeration assembly comprises a compressor, a condenser and two evaporators, wherein the compressor can be communicated with the condenser and at least two of the two evaporators, and the two evaporators are an in-cabin evaporator and a waterway evaporator respectively; the cabin heat exchange piece is used for heating or cooling the cabin, an inlet of the cabin heat exchange piece can be communicated with a heat exchange outlet of the cabin evaporator, and an outlet of the cabin heat exchange piece is communicated with one of a heat exchange inlet of the waterway evaporator and a heat exchange inlet of the cabin evaporator; the motor-driven heat exchange assembly is used for heating or cooling electric drive, an inlet of the motor-driven heat exchange assembly can be communicated with a heat exchange outlet of the condenser, and an outlet of the motor-driven heat exchange assembly can be communicated with at least one of a heat exchange inlet of the condenser and an inlet of the heat exchange piece in the cabin; the battery heat exchange piece is used for heating or cooling a battery, an inlet of the battery heat exchange piece is communicated with the heat exchange outlet of the waterway evaporator, and an outlet of the battery heat exchange piece can be communicated with one of the inlet of the motor-driven heat exchange assembly and the heat exchange inlet of the waterway evaporator; and the heat radiation water tank is positioned on a pipeline between the outlet of the motor-driven heat exchange assembly and the heat exchange inlet of the condenser.

As an electric vehicle whole car thermal management system's preferred scheme, electric vehicle whole car thermal management system still includes a four-way reversing valve, a four-way reversing valve includes first switching-over import, second switching-over import, first switching-over export and second switching-over export, first switching-over import with first switching-over export with one intercommunication in the second switching-over export, the second switching-over import with first switching-over export with another intercommunication in the second switching-over export, first switching-over import with the heat transfer export intercommunication of condenser, the second switching-over import with the export intercommunication of battery heat transfer piece, first switching-over export with the heat transfer import intercommunication of water route evaporimeter, the second switching-over export with motor drive heat transfer component's import intercommunication.

As an electric vehicle whole vehicle heat management system's preferred scheme, electric vehicle whole vehicle heat management system still includes first water route solenoid valve, the one end and the intercommunication of first water route solenoid valve the export of motor drive heat exchange assemblies with heat radiation water tank's pipeline intercommunication, the other end and intercommunication the heat transfer export of condenser with the pipeline intercommunication of first switching-over import.

As an optimal scheme of the whole electric vehicle heat management system, the whole electric vehicle heat management system further comprises a second water path electromagnetic valve, one end of the second water path electromagnetic valve is communicated with a heat exchange inlet of the water path evaporator, and the other end of the second water path electromagnetic valve is communicated with the first reversing outlet.

As an electric vehicle whole car thermal management system's preferred scheme, electric vehicle whole car thermal management system still includes first heating member and second heating member, first heating member is located second water route solenoid valve with on the pipeline between the heat transfer import of water route evaporimeter, the second heating member sets up on the passenger cabin.

As an optimal scheme of the whole electric vehicle heat management system, the whole electric vehicle heat management system further comprises a third water path electromagnetic valve, one end of the third water path electromagnetic valve is communicated with an outlet of the motor-driven heat exchange assembly, and the other end of the third water path electromagnetic valve is communicated with an inlet of the cabin heat exchange piece.

As a preferred scheme of the whole vehicle thermal management system of the electric vehicle, the refrigeration assembly further comprises a first expansion valve, a second expansion valve and a first refrigeration solenoid valve, the two evaporators are arranged in parallel, and when the refrigeration assembly is used for refrigeration, the first expansion valve is positioned at the upstream of the two evaporators, the second expansion valve is positioned at the upstream of the water path evaporator and the first refrigeration solenoid valve is positioned at the downstream of the in-cabin evaporator.

As an optimal scheme of the whole vehicle heat management system of the electric vehicle, the refrigerating assembly further comprises a second refrigerating electromagnetic valve, one end of the second refrigerating electromagnetic valve is connected to the upstream of the indoor evaporator when the refrigerating assembly heats, the other end of the second refrigerating electromagnetic valve is communicated with the indoor evaporator, and refrigerant in the refrigerating assembly can sequentially flow through the second refrigerating electromagnetic valve, the indoor evaporator, the second expansion valve and the waterway evaporator.

As an optimal scheme of the whole electric vehicle heat management system, the whole electric vehicle heat management system further comprises a first water pump, a second water pump and a third water pump, the first water pump is located at the upstream of the battery heat exchange piece, the second water pump is located at the upstream of the heat dissipation water tank, and the third water pump is located at the upstream of a heat exchange inlet of the cabin evaporator so as to pump circulating liquid in the cabin heat exchange piece into the cabin evaporator.

A control method of a whole electric vehicle thermal management system applicable to any scheme comprises the following steps:

when the cabin needs refrigeration and cooling, the cabin evaporator is communicated with the condenser or simultaneously communicated with the waterway evaporator and the condenser, the refrigeration assembly performs refrigeration circulation, an inlet of the cabin heat exchange piece is communicated with a heat exchange outlet of the cabin evaporator, and an outlet of the cabin heat exchange piece is communicated with a heat exchange inlet of the cabin evaporator;

when the cabin needs to be heated, the cabin interior evaporator is communicated with the condenser or is simultaneously communicated with the waterway evaporator and the condenser, the refrigeration assembly is in heating circulation, an inlet of the cabin interior heat exchange piece is communicated with a heat exchange outlet of the cabin interior evaporator, and an outlet of the cabin interior heat exchange piece is communicated with a heat exchange inlet of the cabin interior evaporator;

when the battery needs refrigeration and cooling, the waterway evaporator is communicated with the in-cabin evaporator or is simultaneously communicated with the in-cabin evaporator and the condenser, the refrigeration assembly performs refrigeration circulation, an inlet of the battery heat exchange piece is communicated with a heat exchange outlet of the waterway evaporator, and an outlet of the battery heat exchange piece is communicated with a heat exchange inlet of the waterway evaporator;

when the battery needs to be heated, the waterway evaporator is communicated with the condenser or is simultaneously communicated with the cabin evaporator and the condenser, the refrigerating assembly performs heating circulation, the inlet of the battery heat exchange piece is communicated with the heat exchange outlet of the waterway evaporator, and the outlet of the battery heat exchange piece is communicated with the heat exchange inlet of the waterway evaporator;

when the electric driver and the battery need to be cooled by the heat dissipation water tank, an inlet of the battery heat exchange piece is communicated with a heat exchange outlet of the waterway evaporator, an outlet of the battery heat exchange piece is communicated with an inlet of the motor-driven heat exchange assembly, an outlet of the motor-driven heat exchange assembly is communicated with a heat exchange inlet of the condenser through the heat dissipation water tank, and a heat exchange outlet of the condenser is communicated with a heat exchange inlet of the waterway evaporator;

when parking in winter, when the cabin is heated by heat generated by the battery, if the temperature of the battery is between a first preset temperature and a second preset temperature, an inlet of the battery heat exchange piece is communicated with a heat exchange outlet of the waterway evaporator, an outlet of the battery heat exchange piece is communicated with an inlet of the cabin heat exchange piece, and an outlet of the cabin heat exchange piece is communicated with a heat exchange inlet of the waterway evaporator; if the temperature of the battery is higher than a third preset temperature, an inlet of the battery heat exchange piece is communicated with a heat exchange outlet of the waterway evaporator, an outlet of the battery heat exchange piece is simultaneously communicated with an inlet of the cabin heat exchange piece and an inlet of the heat dissipation water tank, an outlet of the cabin heat exchange piece is communicated with a heat exchange inlet of the waterway evaporator, an outlet of the heat dissipation water tank is communicated with a heat exchange inlet of the condenser, a heat exchange outlet of the condenser is communicated with a heat exchange inlet of the waterway evaporator, and the third preset temperature is higher than the second preset temperature;

when parking in winter, the heat generated by the electric drive is adopted to heat the cabin, the temperature of the electric drive is higher than the fourth preset temperature, the inlet of the motor-driven heat exchange assembly is communicated with the heat exchange outlet of the waterway evaporator through the battery heat exchange piece, the outlet of the motor-driven heat exchange assembly is communicated with the inlet of the cabin heat exchange piece, and the outlet of the cabin heat exchange piece is communicated with the heat exchange inlet of the waterway evaporator.

The invention has the beneficial effects that: the whole electric vehicle heat management system disclosed by the invention can realize the refrigeration and heating of the battery and the cabin by the refrigeration component, can also heat the cabin by utilizing the heat generated by the battery and the electric drive, and can also cool the battery and the electric drive by the heat dissipation water tank, so that the running efficiency of the whole electric vehicle is improved, the running reliability of the system is increased, the endurance mileage of the electric vehicle is increased, and the electric vehicle can run safely.

The control method of the whole vehicle thermal management system of the electric vehicle has the advantages of high operation efficiency, high reliability and high safety.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.

Fig. 1 is a schematic diagram of a vehicle thermal management system of an electric vehicle according to an embodiment of the present invention;

FIG. 2 is a schematic diagram illustrating the flow directions of the refrigerant and the circulating fluid in the first operating condition of the entire electric vehicle thermal management system according to the embodiment of the invention;

FIG. 3 is a schematic diagram illustrating the flow directions of the refrigerant and the circulating fluid in a second operating condition of the overall electric vehicle thermal management system according to the embodiment of the invention;

FIG. 4 is a schematic diagram illustrating the flow directions of the refrigerant and the circulating fluid in a third operating condition of the entire electric vehicle thermal management system according to the embodiment of the invention;

FIG. 5 is a schematic diagram illustrating the flow directions of the refrigerant and the circulating fluid in a fourth operating condition of the overall electric vehicle thermal management system according to the embodiment of the invention;

FIG. 6 is a schematic diagram illustrating a flow direction of a circulating liquid of the electric vehicle thermal management system according to a fifth operating condition;

FIG. 7 is a schematic diagram illustrating the flow directions of the refrigerant and the circulating fluid in a sixth operating condition of the overall electric vehicle thermal management system according to the embodiment of the invention;

FIG. 8 is a schematic diagram illustrating the flow directions of the refrigerant and the circulating fluid in a seventh operating condition of the vehicle thermal management system according to the embodiment of the invention;

FIG. 9 is a schematic diagram illustrating a flow direction of a circulating fluid of the vehicle thermal management system according to the embodiment of the invention under an eighth operating condition;

FIG. 10 is a schematic diagram illustrating a flow direction of a circulating fluid of a vehicle thermal management system of an electric vehicle under a ninth operating condition according to an embodiment of the present invention;

FIG. 11 is a schematic diagram illustrating the flow directions of the refrigerant and the circulating fluid in a tenth operating condition of the entire electric vehicle thermal management system according to the embodiment of the invention;

FIG. 12 is a schematic diagram illustrating the flow directions of the refrigerant and the circulating fluid in an eleventh operating condition of the vehicle thermal management system according to the embodiment of the invention;

fig. 13 is a schematic view of a flow direction of a circulating liquid of the entire vehicle thermal management system of the electric vehicle under a twelfth working condition according to the specific embodiment of the invention;

FIG. 14 is a schematic diagram illustrating a flow direction of a circulating fluid of a vehicle thermal management system of an electric vehicle under a thirteenth operating condition according to an embodiment of the present invention;

fig. 15 is a schematic view of a flow direction of a circulating liquid of a vehicle thermal management system of an electric vehicle under a fourteenth operating condition according to an embodiment of the present invention;

FIG. 16 is a schematic diagram illustrating the flow directions of the refrigerant and the circulating fluid in a fifteenth operating condition of the vehicle thermal management system according to the embodiment of the invention;

fig. 17 is a schematic diagram of the flow directions of the refrigerant and the circulating fluid in the sixteenth operating condition of the vehicle thermal management system according to the embodiment of the present invention.

In the figure:

11. a compressor; 12. a condenser; 13. an in-cabin evaporator; 14. a waterway evaporator; 15. a first expansion valve; 16. a second expansion valve; 17. a first refrigeration solenoid valve; 18. a second refrigeration solenoid valve; 19. a second four-way reversing valve;

2. an in-cabin heat exchange member;

3. the motor drives the heat exchange assembly; 31. a motor heat exchange member; 32. a first drive member heat exchange member; 33. a second drive member heat exchange member;

4. a battery heat exchanger;

5. a first four-way reversing valve; 501. a first reversing inlet; 502. a second reversing inlet; 503. a first reversing outlet; 504. a second reversing outlet;

61. a first waterway solenoid valve; 62. a second waterway solenoid valve; 63. a third waterway solenoid valve;

71. a first heating member; 72. a second heating member;

81. a first water pump; 82. a second water pump; 83. a third water pump;

9. a heat radiation water tank.

Detailed Description

In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.

In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection or a removable connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art in terms of specific working conditions.

The embodiment provides a whole vehicle thermal management system of an electric vehicle, as shown in fig. 1, which includes a refrigeration assembly, an indoor heat exchange member 2, a motor-driven heat exchange member 3, a battery heat exchange member 4 and a heat dissipation water tank 9, where the refrigeration assembly includes a compressor 11, a condenser 12 and two evaporators, the compressor 11 can be communicated with at least two of the condenser 12 and the two evaporators, the condenser 12 is located outside the electric vehicle, the two evaporators are an indoor evaporator 13 and a waterway evaporator 14, respectively, the indoor heat exchange member 2 is used for heating or cooling a cabin and an inlet thereof can be communicated with a heat exchange outlet of the indoor evaporator 13, an outlet is communicated with one of a heat exchange inlet of the waterway evaporator 14 and a heat exchange inlet of the indoor evaporator 13, the motor-driven heat exchange member 3 is used for heating or cooling and an inlet thereof can be communicated with a heat exchange outlet of the condenser 12, an outlet can be communicated with at least one of the heat exchange inlet of the condenser 12 and the inlet of the indoor heat exchange member 2, the battery heat exchange piece 4 is used for heating or cooling the battery, the inlet of the battery heat exchange piece is communicated with the heat exchange outlet of the waterway evaporator 14, the outlet of the battery heat exchange piece 4 can be communicated with one of the inlet of the motor-driven heat exchange assembly 3 and the heat exchange inlet of the waterway evaporator 14, and the heat dissipation water tank 9 is positioned on a pipeline between the outlet of the motor-driven heat exchange assembly 3 and the heat exchange inlet of the condenser 12.

Specifically, the electric drive of this embodiment is composed of a motor and two driving members, and the motor and the two driving members are arranged in parallel, so the motor-driven heat exchange assembly 3 is composed of a motor heat exchange member 31, a first driving member heat exchange member 32 and a second driving member heat exchange member 33, the motor heat exchange member 31, the first driving member heat exchange member 32 and the second driving member heat exchange member 33 are arranged in parallel, the motor heat exchange member 31 is used for heating or cooling the motor, the first driving member heat exchange member 32 is used for heating or cooling one driving member, and the second driving member heat exchange member 33 is used for heating or cooling the other driving member. In other embodiments, the number of the motors and the driving members included in the electric drive is not limited to the number of the electric drive, and may be other numbers, and the motors and the drives are not limited to the parallel arrangement of the present embodiment, and may also be arranged in series, or arranged in parallel after being connected in series, at this time, the motor drives the heat exchange assembly 3 to change along with the composition and the arrangement mode of the electric drive.

The whole vehicle heat management system of electric vehicle that this embodiment provided can enough realize refrigeration subassembly to the refrigeration and the heating of battery, passenger cabin, can also utilize the heat that battery and electricity drive produced to heat the passenger cabin, can also drive through heat dissipation water tank 9 to cool down battery and electricity, has improved the operating efficiency of whole vehicle, has increased the reliability of system operation, has increased electric vehicle's continuation of the journey mileage for electric vehicle safe operation.

Specifically, the whole electric vehicle thermal management system further comprises a first four-way reversing valve 5, the first four-way reversing valve 5 comprises a first reversing inlet 501, a second reversing inlet 502, a first reversing outlet 503 and a second reversing outlet 504, the first reversing inlet 501 is communicated with one of the first reversing outlet 503 and the second reversing outlet 504, the second reversing inlet 502 is communicated with the other of the first reversing outlet 503 and the second reversing outlet 504, the first reversing inlet 501 is communicated with a heat exchange outlet of the condenser 12, the second reversing inlet 502 is communicated with an outlet of the battery heat exchange piece 4, the first reversing outlet 503 is communicated with a heat exchange inlet of the water path evaporator 14, and the second reversing outlet 504 is communicated with an inlet of the motor-driven heat exchange assembly 3.

The whole electric vehicle heat management system further comprises a first water path electromagnetic valve 61, a second water path electromagnetic valve 62 and a third water path electromagnetic valve 63, one end of the first water path electromagnetic valve 61 is communicated with a pipeline communicated with an outlet of the motor-driven heat exchange assembly 3 and the heat dissipation water tank 9, the other end of the first water path electromagnetic valve is communicated with a pipeline communicated with a heat exchange outlet of the condenser 12 and the first reversing inlet 501, one end of the second water path electromagnetic valve 62 is communicated with a heat exchange inlet of the water path evaporator 14, the other end of the second water path electromagnetic valve is communicated with the first reversing outlet 503, one end of the third water path electromagnetic valve 63 is communicated with an outlet of the motor-driven heat exchange assembly 3, and the other end of the third water path electromagnetic valve is communicated with an inlet of the cabin heat exchange piece 2.

The whole electric vehicle thermal management system further comprises a first heating element 71 and a second heating element 72, wherein the first heating element 71 is positioned on a pipeline between the second waterway solenoid valve 62 and a heat exchange inlet of the waterway evaporator 14, and the second heating element 72 is arranged on the cabin. First heating member 71 and second heating member 72 are PTC, and first heating member 71 can heat the circulation liquid, prevents that circulation liquid temperature is too low, and second heating member 72 can directly heat the passenger cabin, realizes the rapid heating up of passenger cabin.

It should be noted that the refrigerant flows in the refrigeration component, the circulating liquid flows in the cabin heat exchange element 2, the motor-driven heat exchange element 3, the battery heat exchange element 4, and the heat dissipation water tank 9, and the freezing temperature of the circulating liquid is lower, generally speaking, the freezing temperature of the circulating liquid is required to be lower than-30 ℃, the type of the circulating liquid is specifically selected according to actual needs, and the embodiment is not limited.

The refrigeration assembly of this embodiment further includes a first expansion valve 15, a second expansion valve 16, and a first refrigeration solenoid valve 17, the two evaporators are arranged in parallel, and when the refrigeration assembly is used for refrigeration, the first expansion valve 15 is located upstream of the two evaporators, the second expansion valve 16 is located upstream of the water path evaporator 14, and the first refrigeration solenoid valve 17 is located downstream of the cabin evaporator 13.

The refrigeration assembly further comprises a second refrigeration electromagnetic valve 18 and a second four-way reversing valve 19, one end of the second refrigeration electromagnetic valve 18 is connected to the upstream of the in-cabin evaporator 13 when the refrigeration assembly heats, the other end of the second refrigeration electromagnetic valve is communicated with the in-cabin evaporator 13, and refrigerant in the refrigeration assembly can sequentially flow through the second refrigeration electromagnetic valve 18, the in-cabin evaporator 13, the second expansion valve 16 and the water path evaporator 14. The second four-way reversing valve 19 is provided with four communicating ports which are respectively communicated with the inlet of the compressor 11, the outlet of the compressor 11, the water path evaporator 14 and the condenser 12, and the refrigerating cycle or the heating cycle of the refrigerating assembly can be realized by changing the flowing direction of the refrigerant by switching the connecting state of the four communicating ports of the second four-way reversing valve 19.

In order to enable the circulating liquid to smoothly flow in the pipeline, the entire electric vehicle thermal management system of the embodiment further includes a first water pump 81, a second water pump 82 and a third water pump 83, the first water pump 81 is located upstream of the battery heat exchanger 4, the second water pump 82 is located upstream of the radiator tank 9, and the third water pump 83 is located upstream of the heat exchange inlet of the cabin evaporator 13 so as to pump the circulating liquid in the cabin heat exchanger 2 into the cabin evaporator 13.

The electric vehicle whole vehicle thermal management system of the embodiment is not only suitable for the working condition that the cabin and the battery are cooled forcibly and the electric drive needs the heat dissipation of the heat dissipation water tank 9 or does not need heat dissipation, but also suitable for the working condition that the cabin needs to be cooled forcibly and the battery and the electric drive both need the cooling of the heat dissipation water tank 9, is also suitable for the working condition that the cabin does not need to be cooled or heated and the battery and the electric drive both need the cooling of the heat dissipation water tank 9, is also suitable for the working condition that the cabin needs to be heated forcibly, the battery needs to be heated forcibly and the electric drive does not need cooling, is also suitable for the working condition that the cabin needs to be heated forcibly and the temperature of the battery cannot be used for heating the cabin, is also suitable for the working condition that the temperature of the battery is higher and the working condition that the cabin can be heated and the heat dissipation water tank 9 needs to dissipate heat, the electric vehicle cabin heating device is also suitable for working conditions that the temperature of the battery is low in winter, forced heating is needed, the cabin needs forced heating and electric driving is low, the working conditions that the temperature of the battery is low in winter, the battery can be heated and the cabin needs forced heating are needed, the working conditions that the temperature of the battery and the cabin both need heating and the electric driving is high in winter, the battery and the cabin both can heat the battery and the cabin, the working conditions that the temperature of the battery is moderate, the cabin cannot be heated, the electric driving temperature is high, the cabin can be heated, the working conditions that the temperature of the battery and the electric driving is high, the cabin both can be heated and the heat dissipation is needed through the heat dissipation water tank 9, the working conditions that the temperature of the battery and the electric driving is high, cooling is needed, the temperature of the cabin is low, the heating is needed, and the working conditions that the temperature of the cabin needs removing fog in the electric vehicle in winter and the temperature of the cabin is low and the heating is needed, the details are as follows.

In the first working condition, when the cabin and the battery need forced cooling and electric driving without cooling in summer, as shown in fig. 2, the first water pump 81, the second water pump 82, the third water pump 83, the first waterway solenoid valve 61, the second waterway solenoid valve 62, the first expansion valve 15, the second expansion valve 16 and the first refrigeration solenoid valve 17 are opened, the second reversing inlet 502 of the first four-way reversing valve 5 is communicated with the first reversing outlet 503, the refrigerant discharged from the outlet of the compressor 11 sequentially passes through the second four-way reversing valve 19, the condenser 12 and the first expansion valve 15 and is divided into two parallel branches, wherein one branch is the cabin evaporator 13 and the first refrigeration solenoid valve 17, the other branch is the second expansion valve 16 and the waterway evaporator 14, then the refrigerants of the two branches are mixed and flow into the compressor 11 through the second four-way reversing valve 19, at this time, the cabin evaporator 13 and the waterway evaporator 14 can absorb heat, the temperature of the circulating liquid in the cabin heat exchange part 2 and the temperature of the circulating liquid in the battery heat exchange part 4 are reduced, the cabin and the battery are forcibly cooled, meanwhile, the circulating liquid in the heat dissipation water tank 9 flows back to the heat dissipation water tank 9 after sequentially flowing through the condenser 12, the first water path electromagnetic valve 61 and the second water pump 82, the circulating liquid can absorb the heat of the refrigerant in the condenser 12, the temperature of the condenser 12 is reduced, and the heat absorbed by the circulating liquid can be dissipated to the external environment. At the moment, the heat exchange efficiency of the whole electric vehicle heat management system is more than 3, which is far higher than that of the prior art.

In the second working condition, when the cabin and the battery both need forced cooling and electric driving and need cooling of the radiator tank 9 in summer, as shown in fig. 3, the first water pump 81, the second water pump 82, the third water pump 83, the second waterway solenoid valve 62, the first expansion valve 15, the second expansion valve 16 and the first refrigeration solenoid valve 17 are opened, and simultaneously the first reversing inlet 501 and the second reversing outlet 504 of the first four-way reversing valve 5 are communicated, and the second reversing inlet 502 and the first reversing outlet 503 are communicated, the refrigerant discharged from the outlet of the compressor 11 sequentially passes through the second four-way reversing valve 19, the condenser 12 and the first expansion valve 15 and then is divided into two branches connected in parallel, wherein one branch is the cabin evaporator 13 and the first refrigeration solenoid valve 17, the other branch is the second expansion valve 16 and the waterway evaporator 14, then the refrigerants of the two branches are mixed and flow into the compressor 11 through the second four-way reversing valve 19, at this time, the cabin evaporator 13 and the water path evaporator 14 can absorb heat, so that the temperature of the circulating liquid in the cabin heat exchange member 2 and the circulating liquid in the battery heat exchange member 4 is lowered, and the cabin and the battery are forcibly cooled. Meanwhile, the circulating liquid in the radiating water tank 9 flows back to the radiating water tank 9 through the condenser 12, the first four-way reversing valve 5, the motor-driven heat exchange assembly 3 and the second water pump 82 in sequence, and the circulating liquid in the radiating water tank 9 plays a role in cooling the electric drive at the moment. At the moment, the heat exchange efficiency of the whole electric vehicle heat management system is more than 3, which is far higher than that of the prior art.

In the third working condition, when the cabin needs forced cooling in summer and the cooling water tank 9 needs cooling both by battery and electric drive, as shown in fig. 4, the first water pump 81, the second water pump 82, the third water pump 83, the second waterway solenoid valve 62, the first expansion valve 15 and the first refrigeration solenoid valve 17 are turned on, the first reversing inlet 501 and the first reversing outlet 503 of the first four-way reversing valve 5 are communicated, the second reversing inlet 502 and the second reversing outlet 504 are communicated, the refrigerant discharged from the outlet of the compressor 11 sequentially flows through the second four-way reversing valve 19, the condenser 12, the first expansion valve 15, the cabin evaporator 13, the first refrigeration solenoid valve 17 and the second four-way reversing valve 19 and then returns to the compressor 11, at this time, the cabin evaporator 13 can absorb heat, so that the temperature of the circulating liquid in the cabin heat exchange member 2 is reduced, at this time, the cabin is forcibly cooled, and at the same time, the circulating liquid in the cooling water tank 9 sequentially flows through the condenser 12, the second expansion valve 15, the first four-way reversing valve 19, the second expansion valve 19, and the second expansion valve, The first four-way reversing valve 5, the second water path electromagnetic valve 62, the first heating element 71, the water path evaporator 14, the first water pump 81, the battery heat exchange element 4, the first four-way reversing valve 5, the motor-driven heat exchange assembly 3 and the second water pump 82 flow back to the heat radiation water tank 9, at this time, the circulating liquid in the heat radiation water tank 9 plays a role in cooling and cooling the electric drive and the battery, and it should be noted that the first heating element 71 does not heat the circulating liquid in the process. At the moment, the heat exchange efficiency of the whole electric vehicle heat management system is more than 3, which is far higher than that of the prior art.

In the fourth operating mode, when the cabin, the battery and the electric drive all need forced cooling in summer, as shown in fig. 5, the first water pump 81, the second water pump 82, the third water pump 83, the second waterway solenoid valve 62, the first expansion valve 15, the second expansion valve 16 and the first refrigeration solenoid valve 17 are started, the first reversing inlet 501 and the second reversing outlet 504 of the first four-way reversing valve 5 are communicated, the second reversing inlet 502 and the first reversing outlet 503 are communicated, the refrigerant discharged from the outlet of the compressor 11 sequentially passes through the second four-way reversing valve 19, the condenser 12 and the first expansion valve 15 and then is divided into two parallel branches, wherein one branch is the cabin evaporator 13 and the first refrigeration solenoid valve 17, the other branch is the second expansion valve 16 and the waterway evaporator 14, then the refrigerants of the two branches are mixed and flow into the compressor 11 through the second four-way reversing valve 19, and at this time, the cabin evaporator 13 can absorb heat, the temperature of the circulating liquid in the cabin heat exchange member 2 is reduced, and at this time, the cabin is forcibly cooled, meanwhile, the circulating liquid in the heat radiation water tank 9 sequentially flows back to the heat radiation water tank 9 through the condenser 12, the first four-way reversing valve 5, the second water path electromagnetic valve 62, the first heating member 71, the water path evaporator 14, the first water pump 81, the battery heat exchange member 4, the first four-way reversing valve 5, the motor-driven heat exchange assembly 3, and the second water pump 82, and the water path evaporator 14 can absorb the heat of the circulating liquid, and the battery and the electric drive are in a forced refrigeration state. At the moment, the heat exchange efficiency of the whole electric vehicle heat management system is more than 3, which is far higher than that of the prior art.

In the fifth operating mode, when the cabin does not need to be cooled or heated, and the battery and the electric drive need to be cooled by the radiating water tank 9, as shown in fig. 6, the first water pump 81, the second water pump 82 and the second waterway solenoid valve 62 are turned on, meanwhile, a first reversing inlet 501 and a first reversing outlet 503 of the first four-way reversing valve 5 are communicated, a second reversing inlet 502 and a second reversing outlet 504 are communicated, circulating liquid in the radiating water tank 9 sequentially flows back to the radiating water tank 9 through the condenser 12, the first four-way reversing valve 5, the second water path electromagnetic valve 62, the first heating element 71, the water path evaporator 14, the first water pump 81, the battery heat exchanging element 4, the first four-way reversing valve 5, the motor-driven heat exchanging assembly 3 and the second water pump 82, and the circulating liquid in the radiating water tank 9 plays a role in cooling the electric drive and the battery. At the moment, the heat exchange efficiency of the whole electric vehicle heat management system is more than 8, which is far higher than that of the prior art.

In a sixth operating mode, when the cabin needs forced heating, the battery needs forced heating, and the electric drive does not need cooling, as shown in fig. 7, the first water pump 81, the second water pump 82, the third water pump 83, the first waterway solenoid valve 61, the first expansion valve 15, the second expansion valve 16, and the first refrigeration solenoid valve 17 are turned on, and the second reversing inlet 502 of the first four-way reversing valve 5 is communicated with the first reversing outlet 503, and the refrigerant discharged from the outlet of the compressor 11 passes through the second four-way reversing valve 19 and is divided into two branches, wherein one branch is the first refrigeration solenoid valve 17 and the cabin evaporator 13, and the other branch is the waterway evaporator 14 and the second expansion valve 16, and then the refrigerants of the two branches are mixed and flow into the compressor 11 after passing through the first expansion valve 15, the condenser 12, and the second four-way reversing valve 19, and at this time, the cabin evaporator 13 and the waterway evaporator 14 can discharge heat, the temperature of the circulating liquid in the cabin heat exchange element 2 and the circulating liquid in the battery heat exchange element 4 is increased, and the cabin and the battery are forcibly heated at the moment. Meanwhile, the circulating liquid in the radiating water tank 9 flows back to the radiating water tank 9 after sequentially passing through the condenser 12, the first waterway solenoid valve 61 and the second water pump 82, the circulating liquid can heat the refrigerant in the condenser 12, so that the temperature of the condenser 12 is increased, and the circulating liquid can absorb heat from the external environment. At the moment, the heat exchange efficiency of the whole electric vehicle heat management system is more than 2, which is far higher than that of the prior art.

In a seventh working condition, when parking in winter is consumed without power, the cabin needs to be heated forcibly, and the temperature of the battery is moderate, and the cabin cannot be heated, as shown in fig. 8, the first water pump 81, the third water pump 83, the second water path solenoid valve 62, the second expansion valve 16 and the second refrigeration solenoid valve 18 are started, the second reversing inlet 502 of the first four-way reversing valve 5 is communicated with the first reversing outlet 503, the refrigerant discharged from the outlet of the compressor 11 sequentially flows through the second four-way reversing valve 19, the second refrigeration solenoid valve 18, the cabin evaporator 13, the second expansion valve 16, the water path evaporator 14 and the second four-way reversing valve 19 and then flows back to the compressor 11, at this time, the cabin evaporator 13 can emit heat, and the circulating liquid in the cabin heat exchange member 2 can absorb heat, thereby heating the cabin. At this moment, the cabin is in a forced heating state, the waterway evaporator 14 can absorb heat, the circulating liquid in the battery heat exchange piece 4 can release heat into the waterway evaporator 14, the refrigeration assembly absorbs heat from the battery to heat the cabin, and the heat exchange efficiency of the whole electric vehicle heat management system is larger than 5 and is far higher than the prior art.

In an eighth working condition, when parking in winter is in no power consumption, and the temperature of the battery is high and can heat the cabin, as shown in fig. 9, the first water pump 81 and the third water path electromagnetic valve 63 are started, the second reversing inlet 502 and the second reversing outlet 504 of the first four-way reversing valve 5 are communicated at the same time, the circulating liquid in the battery heat exchange piece 4 sequentially flows through the first four-way reversing valve 5, the motor-driven heat exchange assembly 3, the third water path electromagnetic valve 63, the cabin heat exchange piece 2, the water path evaporator 14 and the first water pump 81 and then returns to the battery heat exchange piece 4, at this time, the cabin is directly heated by the heat absorbed by the battery, and at this time, the heat exchange efficiency of the whole electric vehicle heat management system is greater than 8 and much higher than the prior art. It should be noted that the temperature of the battery is higher, in this way, the heating of the cabin and the lowering of the temperature of the battery itself to a suitable temperature can be achieved. Generally, the temperature of the battery is between a first temperature and a second temperature, the first temperature is 18 ℃ + Δ t, the second temperature is 35 ℃ - Δ t, Δ t is selected according to actual needs, and Δ t of the embodiment is 5 ℃.

In a ninth working condition, when parking in winter is in no power consumption, the temperature of the battery is high, the cabin can be heated, and the heat dissipation water tank 9 is needed to dissipate heat of the battery, as shown in fig. 10, the first water pump 81, the second water pump 82, the second water path solenoid valve 62 and the third water path solenoid valve 63 are started, meanwhile, the first reversing inlet 501 and the first reversing outlet 503 of the first four-way reversing valve 5 are communicated, the second reversing inlet 502 and the second reversing outlet 504 are communicated, the circulating liquid in the battery heat exchange member 4 is divided into two branches after passing through the first four-way reversing valve 5 and the motor-driven heat exchange assembly 3 in sequence, the circulating liquid in one branch flows to the water path evaporator 14 after passing through the second water pump 82, the heat dissipation water tank 9, the condenser 12, the first four-way reversing valve 5, the second water path solenoid valve 62 and the first heating member 71 in sequence, the circulating liquid in the other branch flows to the water path evaporator 14 after passing through the third water path solenoid valve 63 and the cabin heat exchange member 2 in sequence, then the circulating liquid of the two branches is pumped into the battery heat exchange piece 4 by the first water pump 81, and at the moment, the circulating liquid in the battery heat exchange piece 4 not only heats the cabin, but also dissipates heat through the heat dissipation water tank 9, so that the battery is cooled. At the moment, the heat exchange efficiency of the whole electric vehicle heat management system is more than 8, which is far higher than that of the prior art. It should be noted that, at this time, the temperature of the battery is high, and it is still impossible to reduce the temperature of the battery itself to a suitable temperature by merely heating the cabin by the heat generated by the battery. Generally, the temperature of the battery is higher than the third temperature, which is 35 ℃ + Δ t, and Δ t of this embodiment is 5 ℃.

In the tenth operating mode, when the temperature of the battery is low in winter and needs to be forcibly heated, the cabin needs to be forcibly heated and the electric driving temperature is low, as shown in fig. 11, the first water pump 81, the second water pump 82, the third water pump 83, the second waterway solenoid valve 62, the first expansion valve 15, the second expansion valve 16 and the first refrigeration solenoid valve 17 are turned on, the first reversing inlet 501 and the second reversing outlet 504 of the first four-way reversing valve 5 are communicated, the second reversing inlet 502 and the first reversing outlet 503 are communicated, the refrigerant discharged from the outlet of the compressor 11 passes through the second four-way reversing valve 19 and then is divided into two branches, wherein one branch is the first refrigeration solenoid valve 17 and the cabin evaporator 13, the other branch is the waterway evaporator 14 and the second expansion valve 16, and then the refrigerants of the two branches are mixed and flow into the compressor 11 after passing through the first expansion valve 15, the condenser 12 and the second four-way reversing valve 19, at this time, the cabin evaporator 13 and the waterway evaporator 14 can emit heat, so that the temperature of the circulating liquid in the cabin heat exchange member 2 and the temperature of the circulating liquid in the battery heat exchange member 4 are increased, at this time, the cabin and the battery are forcibly heated, meanwhile, the circulating liquid in the heat radiation water tank 9 flows back to the heat radiation water tank 9 after sequentially flowing through the condenser 12, the first four-way reversing valve 5, the motor-driven heat exchange assembly 3 and the second water pump 82, the circulating liquid can absorb heat from the electric drive and the external environment to heat the refrigerant in the condenser 12, so that the temperature of the condenser 12 is increased, and at this time, the temperature of the external environment is required to be not too low. At the moment, the heat exchange efficiency of the whole electric vehicle heat management system is more than 2, which is far higher than that of the prior art.

In the eleventh operating mode, when the temperature of the battery is low in winter and the battery can be heated and the electrically driven temperature is high and the cabin needs forced heating, as shown in fig. 12, the first water pump 81, the second water pump 82, the third water pump 83, the first water path solenoid valve 61, the second water path solenoid valve 62, the first expansion valve 15 and the first refrigeration solenoid valve 17 are turned on, and meanwhile, the first reversing inlet 501 and the first reversing outlet 503 of the first four-way reversing valve 5 are communicated, and the second reversing inlet 502 and the second reversing outlet 504 are communicated, so that the refrigerant discharged from the outlet of the compressor 11 sequentially flows through the second four-way reversing valve 19, the first refrigeration solenoid valve 17, the cabin evaporator 13, the first expansion valve 15, the condenser 12 and the second four-way reversing valve 19 and then returns to the compressor 11, and at this time, the cabin evaporator 13 can release heat, so that the temperature of the circulating liquid in the cabin heat exchange member 2 is raised, this serves to forcibly heat the cabin. Meanwhile, the circulating liquid in the motor-driven heat exchange assembly 3 partially enters the condenser 12 of the refrigeration assembly through the second water pump 82 and the heat dissipation water tank 9 after absorbing heat through electric drive, so that the circulating liquid is used for heating the cabin through the refrigeration assembly, and a part of circulating liquid is used for heating the battery, so that the temperature of the battery is increased, the electric quantity of the battery is prevented from being attenuated, and the cruising ability of the electric vehicle is improved. At the moment, the heat exchange efficiency of the whole electric vehicle heat management system is more than 2.5, which is far higher than that of the prior art. It should be noted that the temperature of the electric drive is not particularly high at this time, and the battery and the cabin cannot be heated to a proper position, the temperature of the battery is between the fourth temperature and the first temperature, the first temperature is 18 ℃ + Δ t, the fourth temperature is-20 ℃, Δ t is selected according to actual needs, Δ t of the embodiment is 5 ℃, the temperature of the electric drive is between the fifth temperature and the sixth temperature, the sixth temperature is greater than the fifth temperature, the fifth temperature is t1+ a, the sixth temperature is t2, and t1, a and t2 are all selected according to actual needs.

In a twelfth working condition, when the temperature of the battery and the cabin is low in winter and the temperature of the battery and the cabin which need to be heated is high and the battery and the cabin can be heated, as shown in fig. 13, the first water pump 81, the first waterway solenoid valve 61, the second waterway solenoid valve 62 and the third waterway solenoid valve 63 are opened, meanwhile, the first reversing inlet 501 and the first reversing outlet 503 of the first four-way reversing valve 5 are communicated, the second reversing inlet 502 and the second reversing outlet 504 are communicated, the circulating liquid in the heat exchange assembly 3 driven by the motor absorbs heat from the electric driving and is divided into two branches, the circulating liquid in one branch flows to the waterway evaporator 14 after passing through the first waterway solenoid valve 61, the first four-way reversing valve 5, the second waterway solenoid valve 62 and the first heating element 71 in sequence, the circulating liquid in the other branch flows to the waterway evaporator 14 after passing through the third waterway solenoid valve 63 and the cabin heat exchange member 2 in sequence, and then the circulating liquids in the two branches flow through the first water pump 81, the second waterway solenoid valve 62, the second water solenoid valve 62 and the cabin heat exchange member 2 in sequence, The battery heat exchange piece 4 and the first four-way reversing valve 5 flow to the motor-driven heat exchange assembly 3, and at the moment, the circulating liquid in the motor-driven heat exchange assembly 3 heats the cabin and the battery at the same time, so that the battery and the cabin are heated. At the moment, the heat exchange efficiency of the whole electric vehicle heat management system is more than 8, which is far higher than that of the prior art. It should be noted that the temperature of the electric drive is high, and only the heat generated by the electric drive can heat the cabin and also the battery. Generally, the temperature of the battery is between the fourth temperature and the first temperature, the first temperature is 18 ℃ + Δ t, the fourth temperature is-20 ℃, Δ t is selected according to actual needs, Δ t of the embodiment is 5 ℃, the temperature of the electric driver is greater than the seventh temperature, the seventh temperature is t2+ a, and a and t2 are both selected according to actual needs.

In a thirteenth working condition, when the battery has moderate temperature and cannot be used for heating the cabin, and the electric drive has high temperature and can heat the cabin, as shown in fig. 14, the first water pump 81 and the third water path solenoid valve 63 are opened, and the second reversing inlet 502 and the second reversing outlet 504 of the first four-way reversing valve 5 are communicated at the same time, the circulating liquid in the motor-driven heat exchange assembly 3 absorbs heat from the electric drive and then flows to the motor-driven heat exchange assembly 3 after sequentially passing through the third water path solenoid valve 63, the cabin heat exchange member 2, the water path evaporator 14, the first water pump 81, the battery heat exchange member 4 and the first four-way reversing valve 5, and at the same time, the circulating liquid in the motor-driven heat exchange assembly 3 heats the cabin and the battery at the same time, and plays a role in warming and heating the battery and the cabin, and because the circulating liquid flowing out from the motor-driven heat exchange assembly 3 flows through the cabin heat exchange member 2 and then the battery heat exchange member 4, so that the temperature of the cabin rises above the temperature rise of the battery. At the moment, the heat exchange efficiency of the whole electric vehicle heat management system is more than 8, which is far higher than that of the prior art. It should be noted that the temperature of the electric drive is high, and only the heat generated by the electric drive can heat the cabin and also the battery. Generally, the temperature of the battery is between a first temperature and a second temperature, the first temperature is 18 ℃ + Δ t, the second temperature is 35 ℃ - Δ t, Δ t is selected according to actual needs, and Δ t of the embodiment is 5 ℃. The temperature of the electric drive is higher than the seventh temperature, the seventh temperature is t2+ a, and a and t2 are selected according to actual needs.

In a fourteenth operating mode, when the temperatures of the battery and the electric drives are high and both can heat the cabin and heat needs to be dissipated through the heat dissipating water tank 9, as shown in fig. 15, the first water pump 81, the second water pump 82, the second water path solenoid valve 62 and the third water path solenoid valve 63 are turned on, and simultaneously the first reversing inlet 501 and the first reversing outlet 503 of the first four-way reversing valve 5 are communicated, and the second reversing inlet 502 and the second reversing outlet 504 are communicated, the circulating liquid in the battery heat dissipating member 4 is divided into two branches after passing through the first four-way reversing valve 5 and the motor-driven heat exchanging assembly 3 in sequence, wherein the circulating liquid in one branch flows to the water path evaporator 14 after passing through the second water pump 82, the heat dissipating water tank 9, the condenser 12, the first four-way reversing valve 5, the second water path solenoid valve 62 and the first heating member 71 in sequence, and the circulating liquid in the other branch flows to the water path evaporator 14 after passing through the third water path solenoid valve 63 and the cabin heat, then the circulating liquid of the two branches is pumped into the battery heat exchange part 4 by the first water pump 81, at the moment, the battery heat exchange part 4 and the circulating liquid in the motor-driven heat exchange assembly 3 not only heat the cabin, but also dissipate heat through the heat dissipation water tank 9, and the battery is electrically driven to play a role in cooling. At the moment, the heat exchange efficiency of the whole electric vehicle heat management system is more than 8, which is far higher than that of the prior art. It should be noted that, at this time, the temperature of the electric driver and the battery is high, and the heat generated by the electric driver and the battery not only heats the cabin, but also is dissipated to the external environment through the heat dissipation water tank 9. Generally, the temperature of the battery is higher than the third temperature, which is 35 ℃ + Δ t, Δ t in this embodiment is 5 ℃, and the temperature of the electric driver is higher than the seventh temperature, which is t2+ a, where a and t2 are both selected according to actual needs.

In the fifteenth operating mode, when the temperatures of the battery and the electric drive are high and the cabin needs to be cooled and the temperature of the cabin is low and needs to be heated, as shown in fig. 16, the first water pump 81, the second water pump 82, the third water pump 83, the second waterway solenoid valve 62, the third waterway solenoid valve 63, the second expansion valve 16 and the second refrigeration solenoid valve 18 are turned on, and simultaneously the first reversing inlet 501 and the second reversing outlet 504 of the first four-way reversing valve 5 are communicated, and the second reversing inlet 502 and the first reversing outlet 503 are communicated, the refrigerant flowing out from the outlet of the compressor 11 sequentially flows through the second four-way reversing valve 19, the second refrigeration solenoid valve 18, the cabin evaporator 13, the second expansion valve 16, the waterway evaporator 14 and the second four-way reversing valve 19 and then returns to the compressor 11, at this time, the cabin evaporator 13 can release heat to the circulating liquid of the cabin heat exchanger 2, so that the cabin is heated, and the circulating liquid in the battery heat exchanger 4 can release heat to the waterway evaporator 14, the temperature of the circulating liquid in the battery heat exchange part 4 is reduced, and then the battery cooling function is achieved, at the moment, the circulating liquid in the battery heat exchange part 4 sequentially flows through the first four-way reversing valve 5, the second water path electromagnetic valve 62, the first heating part 71, the water path evaporator 14 and the first water pump 81 and then returns to the battery heat exchange part 4, at the moment, the circulating liquid in the motor-driven heat exchange component 3 sequentially flows through the second water pump 82, the heat dissipation water tank 9, the condenser 12 and the first four-way reversing valve 5 and then returns to the motor-driven heat exchange component 3, at the moment, the circulating liquid in the motor-driven heat exchange component 3 dissipates heat to the external environment through the heat dissipation water tank 9, and then the electrically-driven temperature is reduced. Generally, the temperature of the battery is higher than the third temperature, the third temperature is 35 ℃ + Δ t, Δ t in this embodiment is 5 ℃, and the temperature of the electric charge is not limited.

In a sixteenth operating mode, when the mist in the electric vehicle needs to be removed in winter and the cabin needs to be heated when the temperature is low, as shown in fig. 17, the second heating element 72, the third water pump 83, the first expansion valve 15 and the first refrigeration solenoid valve 17 are opened, the refrigerant flowing out from the outlet of the compressor 11 sequentially flows through the second four-way reversing valve 19, the condenser 12, the first expansion valve 15, the cabin evaporator 13, the first refrigeration solenoid valve 17 and the second four-way reversing valve 19 and then returns to the compressor 11, at this time, the cabin evaporator 13 can absorb the heat of the circulating liquid of the cabin heat exchange element 2, so that the cabin heat exchange element 2 is cooled, the mist in the electric vehicle is condensed into water drops in the cabin heat exchange element 2 to achieve a defogging effect, and meanwhile, the second heating element 72 heats the cabin to raise the temperature of the cabin, so as to achieve a cabin heating effect.

It should be noted that, when the system is used in winter, the first heating element 71 is selectively turned on according to the temperature condition of the circulating liquid, if the temperature of the circulating liquid is too low, the first heating element 71 may be turned on to heat the circulating liquid, and when the temperature of the circulating liquid reaches the set temperature, the first heating element 71 may be turned off, specifically, the first heating element 71 may be turned on or the first heating element 71 may be turned off according to the actual condition.

The embodiment also provides a control method of the whole electric vehicle thermal management system applicable to any scheme, which comprises the following steps:

when the cabin needs refrigeration and cooling, as shown in fig. 2 to 5, the cabin evaporator 13 is communicated with the condenser 12 or simultaneously communicated with the waterway evaporator 14 and the condenser 12, the refrigeration assembly performs refrigeration cycle, the inlet of the cabin heat exchange element 2 is communicated with the heat exchange outlet of the cabin evaporator 13, and the outlet is communicated with the heat exchange inlet of the cabin evaporator 13;

when the cabin needs to be heated, as shown in fig. 7, 8, 11, 12 and 16, the cabin evaporator 13 is communicated with the condenser 12 or is communicated with the waterway evaporator 14 and the condenser 12 at the same time, the refrigeration assembly heats and circulates, the inlet of the cabin heat exchange element 2 is communicated with the heat exchange outlet of the cabin evaporator 13, and the outlet is communicated with the heat exchange inlet of the cabin evaporator 13;

when the battery needs refrigeration and cooling, as shown in fig. 2, fig. 3, fig. 5 and fig. 16, the waterway evaporator 14 is communicated with the cabin evaporator 13 or simultaneously communicated with the cabin evaporator 13 and the condenser 12, the refrigeration assembly performs refrigeration cycle, the inlet of the battery heat exchange piece 4 is communicated with the heat exchange outlet of the waterway evaporator 14, and the outlet is communicated with the heat exchange inlet of the waterway evaporator 14;

when the batteries need to be heated, as shown in fig. 7 and 11, the waterway evaporator 14 is communicated with the condenser 12 or simultaneously communicated with the cabin evaporator 13 and the condenser 12, the refrigeration assembly performs heating circulation, the inlet of the battery heat exchange piece 4 is communicated with the heat exchange outlet of the waterway evaporator 14, and the outlet is communicated with the heat exchange inlet of the waterway evaporator 14;

when both the electric drive and the battery need to be cooled by the heat dissipation water tank 9, as shown in fig. 4, 6, 10 and 15, an inlet of the battery heat exchange piece 4 is communicated with a heat exchange outlet of the waterway evaporator 14, an outlet of the battery heat exchange piece 4 is communicated with an inlet of the motor-driven heat exchange assembly 3, an outlet of the motor-driven heat exchange assembly 3 is communicated with a heat exchange inlet of the condenser 12 through the heat dissipation water tank 9, and a heat exchange outlet of the condenser 12 is communicated with a heat exchange inlet of the waterway evaporator 14;

when parking in winter, when the cabin is heated by heat generated by the battery, as shown in fig. 9, if the temperature of the battery is between a first preset temperature and a second preset temperature, the inlet of the battery heat exchange piece 4 is communicated with the heat exchange outlet of the waterway evaporator 14, the outlet of the battery heat exchange piece 4 is communicated with the inlet of the cabin heat exchange piece 2, and the outlet of the cabin heat exchange piece 2 is communicated with the heat exchange inlet of the waterway evaporator 14; as shown in fig. 10 and fig. 15, if the temperature of the battery is higher than a third preset temperature, the inlet of the battery heat exchange member 4 is communicated with the heat exchange outlet of the waterway evaporator 14, the outlet of the battery heat exchange member 4 is communicated with the inlet of the cabin heat exchange member 2 and the inlet of the heat dissipation water tank 9 at the same time, the outlet of the cabin heat exchange member 2 is communicated with the heat exchange inlet of the waterway evaporator 14, the outlet of the heat dissipation water tank 9 is communicated with the heat exchange inlet of the condenser 12, and the heat exchange outlet of the condenser 12 is communicated with the heat exchange inlet of the waterway evaporator 14, wherein the third preset temperature is higher than a second preset temperature which is higher than the first preset temperature;

when parking in winter, when the cabin is heated by heat generated by electric drive, as shown in fig. 13 to 15, the temperature of the electric drive is higher than a fourth preset temperature, the inlet of the motor-driven heat exchange assembly 3 is communicated with the heat exchange outlet of the waterway evaporator 14 through the battery heat exchange piece 4, the outlet of the motor-driven heat exchange assembly 3 is communicated with the inlet of the cabin heat exchange piece 2, and the outlet of the cabin heat exchange piece 2 is communicated with the heat exchange inlet of the waterway evaporator 14.

It should be noted that the first preset temperature in this embodiment is the first temperature of this embodiment, namely 18 ℃ + Δ t, the second preset temperature is the second temperature of this embodiment, namely 35 ℃ + Δ t, the third preset temperature is the third temperature of this embodiment, namely 35 ℃ + Δ t, Δ t is selected according to actual needs, and Δ t in this embodiment is 5 ℃. The fourth preset temperature is a seventh temperature, i.e., t2+ a, a and t2 are selected according to actual needs. When the temperature of the battery is raised, the battery is heated to t + delta t and then is stopped to be heated, after a period of time, the temperature of the battery is gradually reduced, and when the temperature of the battery is lower than t-delta t, the battery is heated again until the temperature of the battery reaches t + delta t, wherein delta t is 5 ℃ in the embodiment, t is an intermediate temperature, and t in the embodiment is between 18 ℃ and 35 ℃, and is specifically set according to actual needs. In other embodiments, Δ t may also be other values, specifically set according to actual needs.

The control method of the whole vehicle thermal management system of the electric vehicle has the advantages of high operation efficiency, high reliability and high safety.

It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.