CN111391616B

CN111391616B - Air conditioning system

Info

Publication number: CN111391616B
Application number: CN202010237855.1A
Authority: CN
Inventors: 曹浩; 黄冰; 宋翔; 李唐; 高传海; 潘宏健
Original assignee: Skyworth Air Conditioning Technology Anhui Co ltd
Current assignee: SKYWORTH air conditioning technology (Anhui) Co.,Ltd.
Priority date: 2020-03-30
Filing date: 2020-03-30
Publication date: 2022-02-11
Anticipated expiration: 2040-03-30
Also published as: CN111391616A

Abstract

The embodiment of the invention discloses an air conditioning system, which comprises: the system comprises an air conditioning unit, a motor electric control heat dissipation unit and a motor electric control heat dissipation and heat recovery switching unit; the air conditioning unit is used for heating or refrigerating air; the motor electric control heat dissipation unit is used for dissipating heat of the associated motor and the control system, and when the motor electric control heat dissipation and heat recovery switching unit is switched to a heat recovery mode, the motor electric control heat dissipation unit is also used for transferring heat dissipated by the associated motor and the control system to the air conditioning unit so that the air conditioning unit heats air by utilizing the heat; the motor electric control heat dissipation and heat recovery switching unit is used for controlling the working mode of the motor electric control heat dissipation unit. Through the air conditioning system, not only is the air conditioning refrigeration or heating realized, but also the associated motor and the control system can be cooled, and the heat generated by the motor and the control system is recycled, so that the system cost and the complexity are reduced, and the energy utilization rate is improved.

Description

Air conditioning system

Technical Field

The embodiment of the invention relates to the technical field of automobile air conditioners, in particular to an air conditioning system.

Background

Along with the continuous increase of automobile consumption, the automobile that tradition relied on fossil fuel such as burning petrol, diesel oil to provide power not only needs to consume a large amount of energy, still can discharge a large amount of automobile exhaust simultaneously, causes environmental pollution, becomes one of the leading causes that the haze produced. Therefore, energy-saving and environment-friendly new energy vehicles are increasingly favored by governments and society, and particularly, pure electric vehicles which are used in large quantities at present are used. The pure electric vehicle provides power for the motor by means of the power battery pack, and provides power for an air conditioning system, a control system and the like of the whole vehicle. The battery pack is used as an energy storage element and is a key component of the pure electric vehicle, and the performance of the battery pack directly influences the performance of the pure electric vehicle.

In order to achieve the best performance and life of the battery pack, effective thermal management is generally performed on the battery pack, and at present, two methods are commonly used for a pure electric vehicle: the first is to control the temperature of the battery pack through an air conditioning system in the vehicle body; the second type is that a set of independent air conditioning system is arranged for the battery pack and is specially responsible for cooling or heating the battery pack, and equivalently, two sets of independent air conditioning systems are arranged on one pure electric vehicle. Meanwhile, in the actual operation of the pure electric vehicle, the motor and the control system of the electric vehicle can generate redundant heat during energy conversion, and a special chassis heat dissipation system is arranged for dissipating heat of the motor and the control system.

In the process of implementing the invention, the inventor finds that the prior art has at least the following problems:

the first method for carrying out thermal management on the battery pack has the problems that the control is not accurate, and the effective temperature control of the battery pack is difficult to ensure in non-air-conditioning seasons and during parking charging; the second method for carrying out heat management on the battery pack has the problems of high cost, increased power consumption due to the increase of the self weight of the vehicle body and further influence on the endurance mileage of the whole vehicle. The specially equipped chassis heat dissipation system increases the cost and complexity of the whole vehicle.

Disclosure of Invention

The embodiment of the invention provides an air conditioning system, which not only realizes refrigeration or heating of an air conditioner, but also can dissipate heat of a related motor and a control system, and recycles heat generated by the motor and the control system, thereby reducing the cost and complexity of the system and improving the utilization rate of energy.

An embodiment of the present invention provides an air conditioning system, including:

the system comprises an air conditioning unit, a motor electric control heat dissipation unit and a motor electric control heat dissipation and heat recovery switching unit;

the air conditioning unit is used for heating or cooling air;

the motor electric control heat dissipation unit is used for dissipating heat of the associated motor and the control system, and when the motor electric control heat dissipation and heat recovery switching unit is switched to a heat recovery mode, the motor electric control heat dissipation unit is also used for transferring heat dissipated by the associated motor and the control system to the air conditioning unit so that the air conditioning unit heats air by utilizing the heat;

the motor electric control heat dissipation and heat recovery switching unit is used for controlling the working mode of the motor electric control heat dissipation unit.

An embodiment of the present invention provides an air conditioning system, including: the method comprises the following steps: the system comprises an air conditioning unit, a motor electric control heat dissipation unit and a motor electric control heat dissipation and heat recovery switching unit; the air conditioning unit is used for heating or cooling air; the motor electric control heat dissipation unit is used for dissipating heat of the associated motor and the control system, and when the motor electric control heat dissipation and heat recovery switching unit is switched to a heat recovery mode, the motor electric control heat dissipation unit is also used for transferring heat dissipated by the associated motor and the control system to the air conditioning unit so that the air conditioning unit heats air by utilizing the heat; the motor electric control heat dissipation and heat recovery switching unit is used for controlling the working mode of the motor electric control heat dissipation unit. The air conditioning system not only realizes air conditioning refrigeration or heating, but also can dissipate heat of the associated motor and control system, and recycles the heat generated by the motor and the control system, thereby reducing the system cost and complexity and improving the energy utilization rate.

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 structural diagram of an air conditioning system according to an embodiment of the present invention;

fig. 2 is a schematic structural diagram of another air conditioning system according to an embodiment of the present invention;

fig. 3 is a schematic structural diagram of an air conditioning system according to a second embodiment of the present invention;

fig. 4 is a schematic structural diagram of an air conditioning system according to a third embodiment of the present invention;

fig. 5 is a schematic structural diagram of an air conditioning system according to a fourth embodiment of the present invention.

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.

Example one

Fig. 1 is a schematic structural diagram of an air conditioning system according to a first embodiment of the present invention. The air conditioning system provided by the embodiment is suitable for automobiles and other scenes which relate to multi-point refrigeration/heating, and is particularly suitable for pure electric vehicles, such as pure electric buses, pure electric cars and the like. Referring specifically to fig. 1, the air conditioning system includes:

an air conditioning unit 110, a motor electrically-controlled heat dissipation unit 120, and a motor electrically-controlled heat dissipation and recovery switching unit 130. The air conditioning unit 110 is used to heat or cool air, for example, air in a vehicle. The motor electrically-controlled heat dissipation unit 120 is configured to dissipate heat of an associated motor (e.g., a vehicle-mounted motor) and a control system (e.g., a vehicle-mounted control system), and when the motor electrically-controlled heat dissipation and heat recovery switching unit 130 switches to a heat recovery mode, the motor electrically-controlled heat dissipation unit 120 is further configured to transfer heat dissipated by the associated motor and the control system to the air conditioning unit, so that the air conditioning unit heats air by using the heat. The motor electrically-controlled heat dissipation and heat recovery switching unit 130 is configured to control operating modes of the motor electrically-controlled heat dissipation unit, where the operating modes include a heat dissipation only mode and a heat dissipation and heat recovery mode.

It can be understood that, in the actual operation of the pure electric vehicle, the motor and the control system of the electric vehicle generate redundant heat during energy conversion, and the motor and the control system need to be radiated in time in order to ensure the performance of the motor and the control system.

Above-mentioned air conditioning system works as when the automatically controlled heat dissipation of motor switches to the heat recovery mode with heat recovery switching unit, the automatically controlled heat dissipation unit of motor still is used for with the heat transfer that associated motor and control system gived off gives the air conditioning unit, so that the air conditioning unit utilizes the heat heats the air, has not only realized that the air conditioner heats, can also dispel the heat to the spontaneous heat that produces of associated motor, control system, and right the heat that motor and control system produced has carried out recycle, has reduced system cost and complexity, has improved energy utilization.

It can be further understood that, in the field of pure electric vehicles, the pure electric vehicles rely on the power battery pack to provide power for the vehicle-mounted motor, and provide electric power for an air conditioning system, a control system and the like of the whole vehicle, so that the battery pack is a key component of the pure electric vehicles as an energy storage element, and the performance of the battery pack directly influences the performance of the pure electric vehicles. The performance of a high-power battery pack is sensitive to temperature change, the battery pack can generate a large amount of heat during discharging, if the heat cannot be dissipated in time, the internal temperature of the battery pack is overhigh or the temperature distribution is uneven, the charging and discharging cycle efficiency of the battery is finally reduced, the power and energy performance of the battery are influenced, and the battery is further overheated out of control seriously, so that the safety and the reliability of the battery are influenced. When the battery pack is charged during parking, the battery pack can also generate heat due to charging, and the battery pack needs to be cooled at the moment, particularly in the fast charging technology which is increasingly mature and popular in the market, the battery pack generates a large amount of heat during fast charging, and the battery pack needs to be cooled; at low temperatures, the electrochemical reaction inside the battery cannot operate properly due to the temperature, and the battery pack needs to be heated. Therefore, in order for the battery pack to exhibit optimal performance and life, effective thermal management of the battery pack is necessary.

In view of the above problem, referring to a schematic structural diagram of another air conditioning system shown in fig. 2, the air conditioning system includes: the air conditioning unit 210, the motor electronic control heat dissipation unit 220, the motor electronic control heat dissipation and recovery switching unit 230, the battery pack thermal management unit 240, and the battery pack thermal management mode control unit 250.

The air conditioning unit 210 is used to heat or cool air, such as air in a vehicle. The motor electrically-controlled heat dissipation unit 220 is configured to dissipate heat of an associated motor (e.g., a vehicle-mounted motor) and a control system (e.g., a vehicle-mounted control system), and when the motor electrically-controlled heat dissipation and heat recovery switching unit 230 switches to a heat recovery mode, the motor electrically-controlled heat dissipation unit 220 is further configured to transfer heat dissipated by the associated motor and the control system to the air conditioning unit, so that the air conditioning unit heats air by using the heat. The motor electrically-controlled heat dissipation and heat recovery switching unit 230 is configured to control operating modes of the motor electrically-controlled heat dissipation unit, where the operating modes include a heat dissipation only mode and a heat dissipation and heat recovery mode. The battery pack thermal management unit 240 is respectively connected to the air conditioning unit 210 and the motor electrically-controlled heat dissipation unit 220, and is configured to perform thermal management on the battery pack temperature based on the air conditioning unit 210 or based on the motor electrically-controlled heat dissipation unit 220. The battery pack thermal management manner control unit 250 is used for controlling the battery pack thermal management unit 240 to perform thermal management on the battery pack temperature based on the air conditioning unit 210 or based on the motor electric control heat dissipation unit 220. The technical scheme of this embodiment, heat or cool off the group battery through multiplexing air conditioning unit, perhaps the automatically controlled radiating unit of multiplexing motor heats or cools off the group battery, the problem of the cost height that causes because of configuration battery cooling system or battery heating system alone has been solved, the complexity is big and the dead weight increases and then leads to whole car continuation of the journey mileage to reduce, system cost and complexity have been reduced, can heat the season again in winter and realize the group battery, motor and control system's heat recovery, reduce whole car air conditioner heating energy consumption, promote whole car continuation of the journey mileage.

Example two

Fig. 3 is a schematic structural diagram of an air conditioning system according to a second embodiment of the present invention, and as shown in fig. 3, the air conditioning unit 310 includes: the system comprises a variable frequency compressor 1, a four-way valve 16, a gas-liquid separator 2, an evaporator 3, a first electronic expansion valve 4 and a refrigerant condenser 5; the variable frequency compressor 1 is connected with the refrigerant condenser 5 through a first end D and a second end C of the four-way valve 16, and the variable frequency compressor 1 is connected with the evaporator 3 through a first end D and a fourth end E of the four-way valve 16; the refrigerant condenser 5 is sequentially connected with the first electronic expansion valve 4 and the evaporator 3 in series; the evaporator 3 is connected with the gas-liquid separator 2 through a fourth end E and a third end S of the four-way valve 16; the refrigerant condenser 5 is also connected to the gas-liquid separator 2 through a second end C and a third end S of the four-way valve 16.

The specific operating principle of the air conditioning unit 310 is as follows:

refrigeration cycle mode: the four-way valve 16 is not powered on, a first end D of the four-way valve 16 is communicated with a second end C, a fourth end E of the four-way valve 16 is communicated with a third end S, high-temperature and high-pressure gaseous refrigerant discharged from the variable-frequency compressor 1 enters the refrigerant condenser 5 through the first end D and the second end C of the four-way valve 16, releases heat to be changed into normal-temperature and high-pressure liquid refrigerant under the heat convection effect of the first condensing external fan 11, then enters the evaporator 3 after being throttled by the first electronic expansion valve 4 to be evaporated and absorbed to be changed into low-pressure gaseous refrigerant, so that the air-conditioning refrigeration of the whole vehicle is realized, and finally enters the gas-liquid separator 2 through the fourth end E-the third end S of the four-way valve 16 to return to the variable-frequency compressor 1 to complete the refrigeration cycle.

Heating cycle mode: the four-way valve 16 is electrified, the first end D is communicated with the fourth end E, the second end C is communicated with the third end S, high-temperature and high-pressure gaseous refrigerant discharged from the variable-frequency compressor 1 enters the evaporator 3 through the first end D and the fourth end E of the four-way valve 16 to be condensed and released to be changed into normal-temperature and high-pressure liquid refrigerant, so that the air conditioner heating of the whole vehicle is realized, the normal-temperature and high-pressure liquid refrigerant is changed into low-temperature and low-pressure liquid refrigerant after being throttled by the first electronic expansion valve 4, then enters the refrigerant condenser 5 to be evaporated, absorbed heat and changed into low-temperature and low-pressure gaseous refrigerant, and finally reaches the gas-liquid separator 2 through the second end C and the third end S of the four-way valve 16 to return to the variable-frequency compressor 1, so that the heating cycle is completed. When air-conditioning cooling or heating is not required, the first electronic expansion valve 4 and the associated load on the evaporator 3 side may be closed.

The motor electrically controlled heat dissipating unit 320 includes: the system comprises a first water pump 6, an electric control device 7, a motor 8, a heat dissipation condenser 9 and a heat recovery condenser 10; the first water pump 6, the electric control device 7, the motor 8 and the heat dissipation condenser 9 are sequentially connected to form a loop; the first water pump 6, the electric control device 7, the motor 8 and the heat recovery condenser 10 are sequentially connected to form a loop; the heat recovery condenser 10 and the refrigerant condenser 5 share the first condensing external fan 11, and the air preferentially passes through the heat recovery condenser 10 and then passes through the refrigerant condenser 5. It will be appreciated that the sequence of the electric control device 7 and the electric motor 8 may be interchanged.

The motor electric control heat dissipation and heat recovery switching unit 330 includes: a first three-way valve 12;

the first end a and the second end B of the first three-way valve 12 are connected in series between the motor 8 and the heat dissipation condenser 9, and the first end a and the third end C of the first three-way valve 12 are connected in series between the motor 8 and the heat recovery condenser 10.

Specifically, the operating mode of the motor electrically-controlled heat dissipation unit 320 is controlled by the first three-way valve 12, and specifically includes a heat dissipation mode and a heat recovery mode, wherein only the electric control device 7 and the motor 8 are cooled in the heat dissipation mode, and in the heat recovery mode, in addition to cooling the electric control device 7 and the motor 8, heat recovery is further performed on the dissipated heat, so that the air is heated by utilizing the recovered heat to assist the air conditioning unit.

The specific working principle of the motor electrically-controlled heat dissipation unit 320 is as follows:

the first water pump 6 works, the cooling liquid flows through the electric control device 7 and the motor 8 in sequence to absorb heat and raise temperature and cool the two, if a heating requirement exists at the moment, the air conditioning unit 310 is in a heating cycle, at the moment, the working mode of the electric control heat radiating unit 320 of the motor can be further controlled to be a heat recovery mode through the electric control heat radiating and heat recovery switching unit 330 of the motor, as shown in fig. 3, the cooling liquid flows through the electric control device 7 and the motor 8 in sequence to absorb heat and raise temperature and cool the two, then flows to the heat recovery condenser 10 through the A-C port of the first three-way valve 12, releases heat and lowers temperature under the forced convection heat exchange of the first condensation outer fan 11, and then returns to the first water pump 6 to work in a cycle, so that the heat radiation of the electric control device 7 and the motor 8 is realized. Meanwhile, the air exchanges heat with the cooling liquid from the electric control device 7 and the motor 8 at the heat recovery condenser 10, the air exchanges heat with the refrigerant at the refrigerant condenser 5 after absorbing heat and raising temperature, the air releases heat and lowers temperature and transfers the heat to the refrigerant, the refrigerant takes the heat to the evaporator 3 to heat the air in the vehicle through heating circulation, thereby realizing the heat recovery of the heat dissipated by the electric control device 7 and the motor 8, and the heat is assisted in the air-conditioning heating, thereby reducing the energy consumption of the air-conditioning heating, and improving the utilization efficiency of heat energy. If there is no heating requirement, the operating mode of the motor electrically-controlled heat dissipation unit 320 may be further controlled to be a heat dissipation mode by the motor electrically-controlled heat dissipation and heat recovery switching unit 330, as shown in fig. 3, the cooling liquid flows through the electrical control device 7 and the motor 8 successively to absorb heat and raise temperature and cool the two, then flows to the heat dissipation condenser 9 through the a-B port of the first three-way valve 12, releases heat and lowers temperature under the forced convection heat transfer of the second condensation external fan 13, and then returns to the first water pump 6 to operate circularly, so as to achieve heat dissipation of the electrical control device 7 and the motor 8. Thus, the switching control of the working modes of the motor electronic control heat dissipation unit 320 is realized through the first three-way valve 12, so that not only can the simple heat dissipation of the electronic control device 7 and the motor 8 be realized, but also the heat recovery and utilization can be realized. When the heat dissipation of the electric control device 7 and the motor 8 is not needed, the first water pump 6 and the condensing outer fan 12 are closed.

According to the technical scheme, the air conditioner is used for refrigerating or heating through one set of air conditioning system, the associated motor and the associated control system can be cooled, and the heat generated by the motor and the control system can be recycled, so that the system cost and the complexity are reduced, and the energy utilization rate is improved.

EXAMPLE III

Fig. 4 is a schematic structural diagram of an air conditioning system according to a third embodiment of the present invention, and based on the second embodiment, a structural diagram of a battery pack thermal management unit 410 is further added in this embodiment. As shown in fig. 4, the battery pack thermal management unit 410 includes: the battery pack 14, the battery pack water-fluorine heat exchanger 15, the second water pump 17 and the second electronic expansion valve 18. The battery pack 14, the battery pack water-fluorine heat exchanger 15 and the second water pump 17 are connected to form a loop; the battery pack water-fluorine heat exchanger 15 is also connected in parallel with the evaporator 3 between the refrigerant condenser 5 and the fourth end E of the four-way valve 16; the second electronic expansion valve 18 is connected between the battery pack water-fluorine heat exchanger 15 and the connecting end of the refrigerant condenser 5 far away from the inverter compressor 1.

The operating principle of the battery pack thermal management unit 410 is as follows:

the battery pack is cooled and managed by the refrigeration cycle of the air conditioning unit 310, specifically: the four-way valve 16 is not powered on, the first end D of the four-way valve 16 is communicated with the second end C, the fourth end E is communicated with the third end S, the high-temperature high-pressure gaseous refrigerant discharged from the variable frequency compressor 1 enters the refrigerant condenser 5 through the first end D and the second end C of the four-way valve 16, the heat of the high-temperature high-pressure gaseous refrigerant is released under the heat convection action of the first condensing external fan 11, and the high-temperature high-pressure gaseous refrigerant is changed into a liquid refrigerant with normal temperature and high pressure, and then the refrigerant is divided into two paths: the main path, namely the liquid refrigerant enters the evaporator 3 after being throttled by the first electronic expansion valve 4 to be evaporated and absorb heat to be changed into a low-pressure gaseous refrigerant, so that the air-conditioning refrigeration of the whole vehicle is realized; the auxiliary path, namely the liquid refrigerant enters the water-fluorine heat exchanger 15 of the battery pack after being throttled by the second electronic expansion valve 18 to be evaporated and absorb heat to be changed into a low-pressure gaseous refrigerant, and then the low-pressure gaseous refrigerant is converged with the gaseous refrigerant of the main path, enters the gas-liquid separator 2 through the fourth end E-the third end S of the four-way valve 16 and returns to the variable frequency compressor 1, so that the refrigeration cycle is completed. The cooling liquid exchanges heat with the refrigerant in the battery pack water-fluorine heat exchanger 15, the temperature of the cooling liquid is reduced after the heat is transferred to the refrigerant, then the cooling liquid flows to the battery pack 14 under the action of the second water pump 17 to absorb heat and raise the temperature, and finally the cooling liquid returns to the battery pack water-fluorine heat exchanger 15, and the cooling of the battery pack 14 is realized by the circulation. When the air conditioner is not needed to be started for refrigeration, the first electronic expansion valve 4 and the related load on the evaporator 3 side are closed, the variable frequency compressor 1 is converted into low-frequency operation, and the refrigeration system can independently cool the battery pack 14. The heat exchange quantity of the battery pack water-fluorine heat exchanger 15 can be controlled by adjusting the refrigerant flow of the second electronic expansion valve 18, so as to achieve the purpose of controlling the cooling effect of the battery pack 14 and maintain the temperature of the battery pack 14 within the optimal temperature range. When it is not necessary to cool the battery pack 14 by the refrigeration system of the air conditioning unit, the second electronic expansion valve 18 and the second water pump 17 may be closed.

The battery pack is heated and managed by means of the heating cycle of the air conditioning unit 310, specifically:

the four-way valve 16 is powered on, the first end D is communicated with the fourth end E, the second end C is communicated with the third end S, and the high-temperature and high-pressure gaseous refrigerant discharged from the variable-frequency compressor 1 is divided into two paths after passing through the first end D and the fourth end E of the four-way valve 16: the main path enters an evaporator 3 to be condensed and released heat to be changed into a normal-temperature high-pressure liquid refrigerant, so that the air-conditioning heating of the whole vehicle is realized, and the normal-temperature high-pressure liquid refrigerant is changed into a low-temperature low-pressure liquid refrigerant after being throttled by a first electronic expansion valve 4; the auxiliary path enters the battery pack water-fluorine heat exchanger 15 to be condensed and released heat to be changed into a normal-temperature high-pressure liquid refrigerant, the liquid refrigerant is changed into a low-temperature low-pressure liquid refrigerant after being throttled by the second electronic expansion valve 18, the low-temperature low-pressure liquid refrigerant is converged with the liquid refrigerant of the main path, then the low-temperature low-pressure liquid refrigerant enters the refrigerant condenser 5 to be evaporated and absorbed heat to be changed into a low-temperature low-pressure gaseous refrigerant, and finally the low-temperature low-pressure gaseous refrigerant passes through the second end C and the third end S of the four-way valve 16 to reach the gas-liquid separator 2 and return to the variable-frequency compressor 1, so that the heating cycle is completed. For the battery pack thermal management unit 410, the cooling liquid exchanges heat with the refrigerant in the battery pack water-fluorine heat exchanger 15, the temperature of the cooling liquid rises after absorbing the heat of the high-temperature high-pressure gaseous refrigerant, the cooling liquid releases heat and cools after flowing to the battery pack 14 under the action of the second water pump 17, and finally the cooling liquid returns to the battery pack water-fluorine heat exchanger 15, and the heating of the battery pack 14 is realized in such a circulating manner. The heat exchange quantity of the battery pack water-fluorine heat exchanger 15 can be controlled by adjusting the refrigerant flow of the second electronic expansion valve 18, so as to achieve the purpose of controlling the heating effect of the battery pack 14 and maintain the temperature of the battery pack 14 within the optimal temperature range. When it is not necessary to heat the battery pack 14 by the refrigeration system of the air conditioning unit, the second electronic expansion valve 18 and the second water pump 17 may be closed.

The technical scheme of this embodiment heats or cools off the group battery through multiplexing air conditioning unit, has solved because of dispose battery cooling system or battery heating system alone and cause with high costs, the complexity is big and the dead weight increases and then leads to the problem that whole car continuation of the journey mileage reduces, has reduced system cost and complexity, can realize the heat recovery to motor and control system again in winter heating season, reduces whole car air conditioner heating energy consumption, promotes whole car continuation of the journey mileage.

Example four

Fig. 5 is a schematic structural diagram of an air conditioning system according to a fourth embodiment of the present invention, and on the basis of the foregoing embodiments, the present embodiment continuously optimizes the air conditioning system, specifically, a battery pack thermal management mode control unit 510 is added, and the battery pack thermal management mode control unit 510 can increase a thermal management mode of a battery pack, for example, cooling management and heating management of the battery pack can be realized by multiplexing a motor electronic control heat dissipation unit, cooling management and heating management of the battery pack can also be realized by multiplexing an air conditioning unit, and meanwhile, heat recovery of the motor and the electronic control system and heat recovery of the battery pack can also be realized, so that the utilization rate of heat energy is improved.

Referring to fig. 5, the air conditioning system further includes: battery pack thermal management mode control unit 510, battery pack thermal management mode control unit 510 includes: a second three-way valve 19. A first end A and a second end B of the second three-way valve 19 are connected between one end, far away from the second water pump 17, of the battery pack 14 and the battery pack water-fluorine heat exchanger 15 in series, and a third end C of the second three-way valve 19 is connected to the connection position of the first three-way valve 12 and the motor 8; the end of the second water pump 17 close to the water-fluorine heat exchanger 15 of the battery pack is also connected with the end of the first water pump 6 far away from the electric control device 7. Specifically, when the first end a and the second end B of the second three-way valve 19 are conducted, the battery pack 14 is heated or cooled by the multiplexing air conditioning unit 310, and when the first end a and the third end C of the second three-way valve 19 are conducted, the battery pack 14 is heated or cooled by the multiplexing electric motor electronically controlled heat dissipation unit 320.

The working process of cooling and managing the battery pack 14 through the multiplexing motor electronic control heat dissipation unit 320 is as follows:

under the action of the convective heat transfer of the second condensing external fan 13, the cooling liquid exchanges heat with air in the heat-dissipation condenser 9, the temperature of the cooling liquid is reduced after the heat is transferred to the air, then the cooling liquid flows to the battery pack 14 under the action of the second water pump 17 to absorb heat and raise the temperature, and finally the cooling liquid returns to the heat-dissipation condenser 9 through the ports A-C of the second three-way valve 19 and the ports A-B of the first three-way valve 12, so that the cooling of the battery pack 14 is realized in a circulating manner. When the battery pack does not need to be cooled through the heat dissipation condenser 9, the second water pump 17 is turned off.

When the air conditioning unit 310 is turned off, the heat dissipation condenser 9 or the heat recovery condenser 10 is selected to dissipate heat of the cooling liquid by adjusting the opening a-B conduction or opening a-C conduction of the second three-way valve 19 according to the cooling requirements of the motor electric control heat dissipation unit and the battery pack, and the heat dissipation fan is selected to be the second condensation outer fan 13 or the first condensation outer fan 11.

The working process of heating and managing the battery pack 14 through the multiplexing motor electronic control heat dissipation unit 320 is as follows:

in this functional mode, the ports a-C of the second three-way valve 19 are communicated, and the second water pump 17 and the first water pump 6 are opened only one according to the priority of the system:

(1) when the first water pump 6 is started in a high priority level, the cooling liquid flows through the electric control device 7 and the motor 8 in sequence to absorb heat and raise the temperature and cool the electric control device 7 and the motor 8, then flows to the battery pack 14 through the A-C ports of the second three-way valve 19 to release heat and lower the temperature, and finally returns to the first water pump 6 through the second water pump 17, so that the circulation realizes heating of the battery pack 14 and heat dissipation of the electric control device 7 and the motor 8, namely heat recovery of the electric control device 7 and the motor 8, and the recovered heat is used for heating management of the battery pack 14.

(2) When the second water pump 17 is started in high priority, the cooling liquid flows through the motor 8 and the electric control device 7 in sequence to absorb heat and raise the temperature and cool the two, then flows to the battery pack 14 through the first water pump 6 and the second water pump 17 to release heat and lower the temperature, and finally returns to the motor 8 through the A-C port of the second three-way valve 19, so that the circulation not only realizes heating of the battery pack 14, but also realizes heat dissipation of the motor 8 and the electric control device 7, namely heat recovery of the electric control device 7 and the motor 8, and the recovered heat is used for heating management of the battery pack 14.

Further, in order to improve the heat recovery efficiency, the air conditioning system further includes: the battery pack heat recovery switch 20 is connected between the first three-way valve 12 and the motor 8, when heat of the electric control device 7 and the motor 8 needs to be recovered and the recovered heat is used for heating the battery pack 14, the battery pack heat recovery switch 20 is disconnected, namely a circuit between the motor 8 and the first three-way valve 12 is cut off, so that all heated cooling liquid flows into the battery pack 14, and the battery pack 14 is sufficiently heated.

The air conditioning system provided by the embodiment of the disclosure can realize cooling management and heating management of the battery pack through the multiplexing motor electric control heat dissipation unit, can realize cooling management and heating management of the battery pack through the multiplexing air conditioning unit, and can also realize heat recovery of the motor and the electric control system and heat recovery of the battery pack, thereby improving the utilization rate of heat energy.

Taking the application of the air conditioning system to a pure electric vehicle as an example, the following description is given to the overall function of the air conditioning system in combination with the working modes of the air conditioning unit, the motor electric control heat dissipation unit and the battery pack heat management unit shown in fig. 5:

the first implementation mode comprises the air conditioning unit refrigeration, the motor electric control heat dissipation and the battery pack refrigeration system cooling operation, namely the air conditioning unit performs refrigeration circulation, the motor electric control heat dissipation unit performs heat dissipation circulation on the motor and the electric control device, and the battery pack performs cooling management through the refrigeration circulation of the air conditioning unit

In this functional mode, the four-way valve 16 is not energized, the ports D-C and E-S of the four-way valve 16 are communicated with each other, the ports a-B of the second three-way valve 19 and the first three-way valve 12 are communicated with each other, and the two-way valve 20 (battery pack heat recovery switch 20) is turned on. When the refrigerant condensing unit operates in the mode, a high-temperature and high-pressure gaseous refrigerant discharged from the variable frequency compressor 1 passes through the four-way valve 16 and then enters the refrigerant condenser 5 from the port C to be condensed and released heat under the heat convection effect of the first condensing outer fan 11 to become a normal-temperature and high-pressure liquid refrigerant, and then the refrigerant is divided into two paths: the main path, namely the liquid refrigerant enters the evaporator 3 after being throttled by the first electronic expansion valve 4 to be evaporated and absorb heat to be changed into a low-pressure gaseous refrigerant, so that the air-conditioning refrigeration of the whole vehicle is realized; the auxiliary path, namely the liquid refrigerant enters the water fluorine heat exchanger 15 of the battery pack after being throttled by the second electronic expansion valve 18 to be evaporated and absorb heat to be changed into a low-pressure gaseous refrigerant, then the low-pressure gaseous refrigerant is converged with the gaseous refrigerant of the main path, enters the four-way valve 16 through the E port and comes out from the S port, and finally returns to the variable frequency compressor 1 through the gas-liquid separator 2 to finish the refrigeration cycle.

For the motor electric control heat radiation system, the first water pump 6 works, the cooling liquid flows through the vehicle-mounted electric control device 7 and the motor 8 successively to absorb heat and raise temperature and cool the vehicle-mounted electric control device 7 and the motor 8, then flows to the heat radiation condenser 9 through the two-way valve 20 and the A-B port of the first three-way valve 12, releases heat and lowers temperature under the forced convection heat exchange of the second condensation external fan 13, and then returns to the first water pump 6 to work circularly, so that the heat radiation of the motor electric control system is realized.

For the battery thermal management system, the cooling liquid exchanges heat with the refrigerant in the battery pack water-fluorine heat exchanger 15, the temperature of the cooling liquid is reduced after the heat is transferred to the refrigerant, then the cooling liquid flows to the battery pack 14 under the action of the second water pump 17 to absorb heat and raise the temperature, and finally the cooling liquid returns to the battery pack water-fluorine heat exchanger 15 through the A-B port of the second three-way valve 19, and the cooling of the battery pack 14 is realized in a circulating manner. The heat exchange quantity of the battery pack water-fluorine heat exchanger 15 can be controlled by adjusting the refrigerant flow of the second electronic expansion valve 18, so that the cooling effect of the battery pack can be controlled, and the temperature of the battery pack is maintained in the optimal temperature range.

Second implementation mode, whole vehicle air conditioning refrigeration, motor electric control heat dissipation and battery pack heat dissipation system cooling operation

In this functional mode, the four-way valve 16 is not energized, the ports D-C and E-S of the four-way valve 16 are communicated with each other, the port a-C of the second three-way valve 19 is communicated with the port a-B of the first three-way valve 12, the two-way valve 20 is opened, and the second electronic expansion valve 18 is closed. When the air conditioner runs in the mode, high-temperature and high-pressure gaseous refrigerant discharged from the variable frequency compressor 1 passes through the four-way valve 16, then enters the refrigerant condenser 5 from the opening C, is condensed and releases heat under the action of the convection heat exchange of the first condensing outer fan 11 to be changed into normal-temperature and high-pressure liquid refrigerant, then enters the evaporator 3 after being throttled by the first electronic expansion valve 4 to be evaporated and absorbed heat to be changed into low-pressure gaseous refrigerant, and therefore air conditioning refrigeration of the whole vehicle is achieved; then the gaseous refrigerant enters the four-way valve 16 through the E port and comes out from the S port, and finally returns to the variable frequency compressor 1 through the gas-liquid separator 2, so that the refrigeration cycle is completed.

For the battery thermal management system, under the action of the convective heat transfer of the second condensation external fan 13, the cooling liquid exchanges heat with air in the heat dissipation condenser 9, the temperature of the cooling liquid is reduced after the heat is transferred to the air, then the cooling liquid flows to the battery pack 14 under the action of the second water pump 17 to absorb heat and raise the temperature, and finally the cooling liquid returns to the heat dissipation condenser 9 through the ports a-C of the second three-way valve 19, the two-way valve 20 and the ports a-B of the first three-way valve 12, so that the cooling of the battery pack 14 is realized in a circulating manner.

Third implementation mode, complete vehicle air conditioner shutdown, motor electric control heat dissipation and battery pack refrigerating system cooling operation

In this functional mode, the four-way valve 16 is not energized, the ports D-C and E-S of the four-way valve 16 are communicated with each other, the ports a-B of the second three-way valve 19 and the first three-way valve 12 are communicated with each other, and the two-way valve 20 is opened. When the refrigeration cycle is operated in the mode, related loads on the first electronic expansion valve 4 and the evaporator 3 are closed, the variable frequency compressor 1 operates at a low frequency, high-temperature and high-pressure gaseous refrigerant discharged from the variable frequency compressor 1 passes through the four-way valve 16, then flows out of the C port, enters the refrigerant condenser 5, is condensed and releases heat under the convection heat exchange action of the first condensing outer fan 11 to become liquid refrigerant at normal temperature and high pressure, flows into the battery pack water fluorine heat exchanger 15 after throttling by the second electronic expansion valve 18 to be evaporated and absorbed heat to become low-pressure gaseous refrigerant, then enters the four-way valve 16 through the E port and flows out of the S port, and finally returns to the compressor through the gas-liquid separator 2 to complete the refrigeration cycle.

Fourth implementation mode, complete vehicle air conditioner shutdown, motor electric control heat dissipation and battery pack heat dissipation system cooling operation

In the functional mode, the air-conditioning refrigeration system does not work, the A-C ports of the second three-way valve 19 are communicated, the two-way valve 20 is opened, the heat dissipation condenser 9 or the heat recovery condenser 10 is adopted to dissipate heat of the cooling liquid by adjusting the A-B port communication or the A-C port communication of the first three-way valve 12 correspondingly according to the cooling requirements of the motor electric control heat dissipation system and the battery, and the second condensation outer fan 13 or the first condensation outer fan 11 is selected correspondingly by the heat dissipation fan.

(1) When the heat radiation condenser 9 is adopted for heat radiation, the A-B port of the first three-way valve 12 is communicated

(2) When the heat recovery condenser 10 is used for heat dissipation, the A-C port of the first three-way valve 12 is communicated

For the motor electric control heat radiation system, the first water pump 6 works, the cooling liquid flows through the vehicle-mounted electric control device 7 and the motor 8 successively to absorb heat and raise temperature and cool the vehicle-mounted electric control device 7 and the motor 8, then flows to the heat recovery condenser 10 through the two-way valve 20 and the A-C port of the first three-way valve 12, releases heat and lowers temperature under the forced convection heat exchange of the first condensation external fan 11, and then returns to the first water pump 6 to work circularly, so that the heat radiation of the motor electric control system is realized.

For the battery heat management system, under the action of the convective heat transfer of the first condensation external fan 11, the cooling liquid exchanges heat with the air in the heat recovery condenser 10, the temperature of the cooling liquid is reduced after the heat is transferred to the air, then the cooling liquid flows to the battery pack 14 under the action of the second water pump 17 to absorb heat and raise the temperature, and finally the cooling liquid returns to the heat recovery condenser 10 through the ports a to C of the second three-way valve 19, the two-way valve 20 and the ports a to C of the first three-way valve 12, and the cooling of the battery pack 14 is realized in a circulating manner.

Fifth implementation mode, whole vehicle air conditioning heating, motor electric control heat recovery and battery pack cooling (heat recovery) operation

In this functional mode, the four-way valve 16 is energized, the ports D-E and C-S of the four-way valve 16 are communicated with each other, the ports a-C of the second three-way valve 19 and the first three-way valve 12 are communicated with each other, the two-way valve 20 is opened, and the second electronic expansion valve 18 is closed. When the air conditioner runs in the mode, high-temperature and high-pressure gaseous refrigerant discharged from the variable frequency compressor 1 passes through the four-way valve 16 and then enters the evaporator 3 from the E port to be condensed and released to be changed into normal-temperature and high-pressure liquid refrigerant, so that the air conditioner heating of the whole vehicle is realized, the liquid refrigerant is throttled by the first electronic expansion valve 4 and then changed into low-temperature and low-pressure liquid refrigerant, then enters the refrigerant condenser 5 to be evaporated and absorbed to be changed into low-temperature and low-pressure gaseous refrigerant, enters the four-way valve 16 through the C port and then exits from the S port, and finally returns to the compressor through the gas-liquid separator 2 to finish the heating cycle.

For the battery heat management system, under the action of the convective heat transfer of the first condensation external fan 11, the cooling liquid exchanges heat with the air in the heat recovery condenser 10, the temperature of the cooling liquid is reduced after the heat is transferred to the air, then the cooling liquid flows to the battery pack 14 under the action of the second water pump 17 to absorb heat and raise the temperature, and finally the cooling liquid returns to the heat recovery condenser 10 through the ports a to C of the second three-way valve 19, the two-way valve 20 and the ports a to C of the first three-way valve 12, and the cooling of the battery pack 14 is realized in a circulating manner. When the battery pack does not need to be cooled by the heat dissipation system, the second water pump 17 is turned off.

The air exchanges heat with cooling liquid from the motor electric control heat dissipation system and the battery heat management system at the heat recovery condenser 10, absorbs heat and is heated, then flows to the refrigerant condenser 5 to exchange heat with a refrigerant, the air releases heat and cools and transfers the heat to the refrigerant, and the refrigerant carries the heat to the evaporator 3 through refrigeration cycle to heat the air in the vehicle, so that the heat recovery of the motor electric control heat dissipation system and the battery heat management system is realized.

Sixth implementation mode, heating of whole vehicle air conditioner, electric control heat recovery of motor and heating operation of battery pack air conditioning system

In this functional mode, the four-way valve 16 is energized, the ports D-E and C-S of the four-way valve 16 are communicated with each other, the ports a-B of the second three-way valve 19 are communicated with each other, the ports a-C of the first three-way valve 12 are communicated with each other, and the two-way valve 20 is opened. When the compressor operates in this mode, the high-temperature and high-pressure gaseous refrigerant discharged from the inverter compressor 1 passes through the four-way valve 16 and then is divided into two paths from the port E: the main path is that the refrigerant enters the evaporator 3 to be condensed and released heat to be changed into a normal-temperature high-pressure liquid refrigerant, so that the air-conditioning heating of the whole vehicle is realized, and the liquid refrigerant is changed into a low-temperature low-pressure liquid refrigerant after being throttled by the first electronic expansion valve 4; the auxiliary path enters the water-fluorine heat exchanger 15 of the battery pack to be condensed and released heat to be changed into a normal-temperature high-pressure liquid refrigerant, and the liquid refrigerant is changed into a low-temperature low-pressure liquid refrigerant after being throttled by the second electronic expansion valve 18 and is converged with the low-temperature low-pressure liquid refrigerant from the main path. The merged liquid refrigerant enters the refrigerant condenser 5 to be evaporated and absorb heat to be changed into a low-temperature and low-pressure gaseous refrigerant, enters the four-way valve 16 through the port C, comes out from the port S, and finally returns to the compressor through the gas-liquid separator 2 to complete the heating cycle.

The air exchanges heat with cooling liquid from the electric control heat dissipation system of the motor in the heat recovery condenser 10, absorbs heat and heats up, then flows to the refrigerant condenser 5 to exchange heat with the refrigerant, the air releases heat and cools down and transfers the heat to the refrigerant, the refrigerant carries the heat to the evaporator 3 to heat the air in the vehicle or the battery pack water fluorine heat exchanger 15 to heat the battery pack 14 through refrigeration cycle, and therefore heat recovery of the electric control heat dissipation system of the motor is achieved.

For the battery thermal management system, the cooling liquid exchanges heat with the refrigerant in the battery pack water-fluorine heat exchanger 15, the temperature of the cooling liquid is increased after the heat of the refrigerant is absorbed, then the cooling liquid flows to the battery pack 14 under the action of the second water pump 17, releases heat and cools, and finally returns to the battery pack water-fluorine heat exchanger 15 through the A-B port of the second three-way valve 19, and the heating of the battery pack 14 is realized in a circulating manner. The heat exchange quantity of the battery pack water-fluorine heat exchanger 15 can be controlled by adjusting the refrigerant flow of the second electronic expansion valve 18, so that the heating effect of the battery pack can be controlled, and the temperature of the battery pack is maintained in the optimal temperature range.

Seventh implementation mode, shutdown of air conditioner of whole vehicle, electric control heat recovery of motor and heating operation of air conditioning system of battery pack

In this functional mode, the four-way valve 16 is energized, the ports D-E and C-S of the four-way valve 16 are communicated with each other, the ports a-B of the second three-way valve 19 are communicated with each other, the ports a-C of the first three-way valve 12 are communicated with each other, and the two-way valve 20 is opened. When the air conditioner operates in the mode, related loads on the evaporator 3 side are closed, the first electronic expansion valve 4 keeps a tiny opening degree bypass refrigerant to prevent liquid refrigerants from being gathered in the evaporator 3 and related pipelines, the variable frequency compressor 1 operates at a low frequency, high-temperature and high-pressure gaseous refrigerants discharged from the variable frequency compressor 1 pass through the four-way valve 16 and then come out from the port E to enter the battery pack water fluorine heat exchanger 15 to be condensed and radiate heat to be changed into normal-temperature and high-pressure liquid refrigerants, are throttled by the second electronic expansion valve 18 to be changed into low-temperature and low-pressure liquid refrigerants, then enter the refrigerant condenser 5 to be evaporated and absorbed to be changed into low-temperature and low-pressure gaseous refrigerants, enter the four-way valve 16 through the port C and come out from the port S, and finally return to the compressor through the gas-liquid separator 2 to complete heating circulation.

The air exchanges heat with cooling liquid from the electric control heat dissipation system of the motor in the heat recovery condenser 10, absorbs heat and heats up, then flows to the refrigerant condenser 5 to exchange heat with the refrigerant, the air releases heat and cools down and transfers the heat to the refrigerant, and the refrigerant brings the heat to the water-fluorine heat exchanger 15 of the battery pack to heat the battery pack 14 through refrigeration cycle, thereby realizing the heat recovery of the electric control heat dissipation system of the motor.

Eighth implementation mode, complete vehicle air conditioner shutdown, motor electric control heat recovery and battery pack heat dissipation system heating operation

In this functional mode, the air conditioning system does not work, the ports a to C of the second three-way valve 19 are communicated, the two-way valve 20 is closed, and the second water pump 17 and the first water pump 6 are only opened one according to the priority of the system:

(1) when the first water pump 6 is started in a high priority level, the cooling liquid flows through the vehicle-mounted electric control device 7 and the motor 8 in sequence to absorb heat and raise the temperature and cool the vehicle-mounted electric control device 7 and the motor 8, then flows to the battery pack 14 through the A-C ports of the second three-way valve 19 to release heat and lower the temperature, and finally returns to the first water pump 6 through the second water pump 17, so that the circulation realizes heating of the battery pack 14 and heat dissipation of the motor electric control system, and also realizes heat recovery of the motor electric control system.

(2) When the second water pump 17 is started in a high priority level, the cooling liquid flows through the motor 8 and the vehicle-mounted electric control device 7 in sequence to absorb heat and raise the temperature and cool the motor 8 and the vehicle-mounted electric control device 7, then flows to the battery pack 14 through the first water pump 6 and the second water pump 17 to release heat and lower the temperature, and finally returns to the motor 8 through the A-C port of the second three-way valve 19, so that the circulation not only realizes heating of the battery pack 14, but also realizes heat dissipation of the motor electric control system, and also realizes heat recovery of the motor electric control system.

Through battery thermal management system and the automatically controlled cooling system of motor integration in air conditioning system with pure electric vehicles, the in-car air conditioning of refrigeration/heating has not only been realized through one set of air conditioning system, also can cool off or heat the group battery of whole car, can also be to the motor of whole car, control system dispels the heat, and can realize the group battery of whole car, the heat recovery of motor and control system utilizes, both solved the problem that whole car disposes battery cooling system alone, the cost that motor and control system radiator caused is high, the big problem that leads to whole car continuation of the journey mileage to reduce with dead weight increase, can realize the heat recovery to the group battery in winter heating season again, motor and control system, reduce whole car air conditioner heating energy consumption, promote whole car continuation of the journey mileage.

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.

Claims

1. An air conditioning system, comprising: the system comprises an air conditioning unit, a motor electric control heat dissipation unit and a motor electric control heat dissipation and heat recovery switching unit;

the air conditioning unit is used for heating or cooling air;

the motor electric control heat dissipation and heat recovery switching unit is used for controlling the working modes of the motor electric control heat dissipation unit, wherein the working modes comprise a heat dissipation only mode and a heat dissipation and heat recovery mode;

the battery pack heat management unit is respectively connected with the air conditioning unit and the motor electric control heat dissipation unit and is used for carrying out heat management on the temperature of the battery pack based on the air conditioning unit or the motor electric control heat dissipation unit;

the battery pack heat management mode control unit is used for controlling the battery pack heat management unit to carry out heat management on the temperature of the battery pack based on the air conditioning unit or the motor electric control heat dissipation unit;

the air conditioning unit includes:

the system comprises a variable frequency compressor, a gas-liquid separator, a four-way valve, an evaporator, a first electronic expansion valve and a refrigerant condenser;

the variable frequency compressor is connected with the refrigerant condenser through a first end and a second end of a four-way valve, and the variable frequency compressor is connected with the evaporator through a first end and a fourth end of the four-way valve;

the refrigerant condenser, the first electronic expansion valve and the evaporator are sequentially connected in series;

the evaporator is connected with the gas-liquid separator through the fourth end and the third end of the four-way valve;

the refrigerant condenser is also connected with the gas-liquid separator through a second end and a third end of the four-way valve;

the automatically controlled radiating unit of motor includes: the system comprises a first water pump, an electric control device, a motor, a heat dissipation condenser and a heat recovery condenser;

the first water pump, the electric control device, the motor and the heat dissipation condenser are sequentially connected to form a loop;

the first water pump, the electric control device, the motor and the heat recovery condenser are sequentially connected to form a loop;

the heat recovery condenser and the refrigerant condenser share a first condensing outer fan, and air preferentially passes through the heat recovery condenser and then passes through the refrigerant condenser;

the automatically controlled heat dissipation of motor and heat recovery switching unit includes: a first three-way valve;

the first end and the second end of the first three-way valve are connected in series between the motor and the heat dissipation condenser, and the first end and the third end of the first three-way valve are connected in series between the motor and the heat recovery condenser.

2. The system of claim 1, wherein the battery pack thermal management unit comprises: the battery pack, the battery pack water-fluorine heat exchanger, the second water pump and the second electronic expansion valve;

the battery pack, the battery pack water-fluorine heat exchanger and the second water pump are connected to form a loop;

the battery pack water-fluorine heat exchanger is also connected in parallel with the evaporator between the refrigerant condenser and the fourth end of the four-way valve;

and the second electronic expansion valve is connected between the battery pack water-fluorine heat exchanger and the connecting end of the refrigerant condenser far away from the variable frequency compressor.

3. The system of claim 2, wherein the battery pack thermal management mode control unit comprises: a second three-way valve;

a first end and a second end of the second three-way valve are connected between one end, far away from the second water pump, of the battery pack and the water-fluorine heat exchanger of the battery pack in series, and a third end of the second three-way valve is connected to a connection position of the first three-way valve and the motor;

and one end of the second water pump, which is close to the water-fluorine heat exchanger of the battery pack, is also connected with one end of the first water pump, which is far away from the electric control device.

4. The system of claim 1, wherein the sequence of the electric control device and the motor in the motor electric control heat dissipation unit can be interchanged.

5. The system of any of claims 1-4, further comprising: and the battery pack heat recovery switch is connected between the first three-way valve and the motor.