CN115384259A

CN115384259A - Thermal management system for a motor vehicle

Info

Publication number: CN115384259A
Application number: CN202110554002.5A
Authority: CN
Inventors: 陆珂伟; 陈娅琪; 周定贤; 聂磊; 陈晓强
Original assignee: SAIC Motor Corp Ltd
Current assignee: SAIC Motor Corp Ltd
Priority date: 2021-05-20
Filing date: 2021-05-20
Publication date: 2022-11-25

Abstract

The invention discloses a heat management system of an automobile, which comprises a battery module, a motor heat dissipation module and an air conditioning module, wherein the battery module is connected with the motor heat dissipation module; the battery cooling plate comprises a first runner cavity and a second runner cavity which are not communicated with each other, a first inlet and a first outlet which are communicated with the first runner cavity, and a second inlet and a second outlet which are communicated with the second runner cavity; the first inlet and the first outlet are communicated with the motor heat dissipation module to form a first loop, the second inlet and the second outlet are communicated with the air conditioning module to form a second loop, a single-phase working medium is arranged in the first loop, and a double-phase working medium is arranged in the second loop. By adopting the scheme, the quantity of pumps, liquid accumulators and the like in the heat management system can be reduced, in addition, the battery can be heated by fully utilizing the waste heat of the motor component, and when the air conditioner is configured with the heat pump function, the battery waste heat and the motor component waste heat can be recovered by fully utilizing the heat pump function of the air conditioner, therefore, the structure is simple, and the heat efficiency is high.

Description

Thermal management system for a motor vehicle

Technical Field

The invention relates to the technical field of automobiles, in particular to an automobile thermal management system.

Background

The charging and discharging power and the service life of the battery of the electric automobile or the hybrid electric automobile are obviously influenced by the temperature, and the battery needs to be cooled or heated in the running process so as to work in a proper temperature range. In addition, motor components, engines, etc. of automobiles also need to be cooled, and in order to meet the needs of cooling or heating the cabin, automobiles are also provided with air conditioners, and heat transfer is involved in the operation of the components.

The conventional method for cooling the battery is as follows: the battery, pump, fluid reservoir, battery cooler, and battery heater are connected in a separate circuit through which a single-phase fluid (usually antifreeze) flows, and the battery cooler is connected to the vehicle air conditioner. When the temperature of the battery is high, the antifreeze in the loop exchanges heat with the air conditioner and is cooled, so that the temperature of the battery is reduced, and when the temperature of the battery is low, the battery heater is started to heat the antifreeze, so that the temperature of the battery is increased.

The whole vehicle heat management system adopting the battery cooling mode has a plurality of components (at least two groups of pumps and two groups of liquid reservoirs are needed), and the heat efficiency is low. For those skilled in the art, it is desirable to have a complete vehicle thermal management system with few components and high thermal efficiency.

Therefore, the battery cooling mode can be changed, the structure of the thermal management system is simplified, and the thermal efficiency of the thermal management system is improved.

Disclosure of Invention

In order to achieve the above objects, the present invention provides a thermal management system for an automobile, the thermal management system including a battery module, a motor heat dissipation module, and an air conditioning module;

the battery module comprises a battery and a battery cooling plate, wherein the battery cooling plate comprises a first runner cavity and a second runner cavity which are not communicated with each other, a first inlet and a first outlet which are communicated with the first runner cavity, and a second inlet and a second outlet which are communicated with the second runner cavity;

the first inlet and the first outlet are communicated with the motor heat dissipation module to form a first loop, the second inlet and the second outlet are communicated with the air conditioning module to form a second loop, the working medium in the first loop is a single-phase working medium, and the working medium in the second loop is a two-phase working medium.

In one embodiment, the motor heat dissipation module comprises a motor component and a heat sink which are in circulating communication; the battery module further comprises a first communication assembly, and the first inlet and the first outlet are communicated with the motor heat dissipation module through the first communication assembly; the first communicating component comprises a three-way valve, a four-way valve, a radiator bypass pipeline and a first communicating pipeline;

two valve ports of the three-way valve are connected in series between the outlet of the radiator and the inlet of the motor component, and the other valve port of the three-way valve is communicated with the first outlet of the battery cooling plate; two valve ports of the four-way valve are connected in series between the outlet of the radiator and the three-way valve, the inlet of a radiator bypass pipeline is connected to the inlet side of the radiator, the outlet of the radiator bypass pipeline is communicated with the other valve port of the four-way valve, and the other valve port of the four-way valve is communicated with the first inlet of the battery cooling plate through the first communication pipeline.

In one embodiment, the battery module further includes a heater connected to the first communication pipe.

In one embodiment, the air conditioning module includes an in-vehicle evaporator; the battery module further comprises a second communication assembly, and the second inlet and the second outlet are communicated with the air conditioning module through the second communication assembly;

the second communicating component comprises a second communicating pipeline, a third communicating pipeline and a first expansion valve, a second inlet and a second outlet of the battery cooling plate are communicated with the inlet side and the outlet side of the evaporator in the automobile through the second communicating pipeline and the third communicating pipeline respectively, so that the battery cooling plate is connected with the evaporator in the automobile in parallel, and the first expansion valve is connected to the second communicating pipeline.

In one embodiment, the air conditioning module further comprises an internal condenser, an outlet of the internal condenser is connected to the second communication pipe, and an inlet of the internal condenser is connected to an outlet side of a compressor of the air conditioning module.

In one embodiment, the second communication module further comprises a regenerator, and the regenerator is connected to the second communication pipeline and to an inlet side of the first expansion valve of the third communication pipeline.

In one embodiment, the second communication module further includes a first solenoid valve connected to an inlet side of the regenerator on the second communication line, and a first check valve connected to an outlet side of the regenerator on the third communication line.

In one embodiment, the thermal management system further comprises an engine cooling module, the battery cooling plate further comprises a third runner cavity, a third inlet and a third outlet in communication with the third runner cavity, and the third runner cavity is not in communication with either the first runner cavity or the second runner cavity; the third inlet and the third outlet are in communication with the engine cooling module to form a third circuit.

In one embodiment, the battery cooling plate comprises a first plate layer, a second plate layer and a third plate layer which are stacked one above the other, wherein each of the first plate layer and the second plate layer is provided with a convex portion, the first flow channel cavity is formed by the convex portion of the first plate layer and the second plate layer in an enclosing manner, and the second flow channel cavity is formed by the convex portion of the third plate layer and the second plate layer in an enclosing manner.

In one embodiment, the protrusions of the first ply and the protrusions of the second ply have opposite directions of projection.

In one embodiment, all inlets and outlets of the battery cooling plate are arranged on the same side of the battery cooling plate.

In one embodiment, the battery is in close contact with a side of the battery cooling plate where the first flow channel cavity is located.

This scheme is through letting the first runner chamber of battery cooling plate and motor heat dissipation module intercommunication form the first return circuit, let flow single-phase medium in the first return circuit, let the second runner chamber of battery cooling plate and air conditioner module intercommunication form the second return circuit simultaneously, let flow biphase medium in the second return circuit, thus, can reduce the quantity of pump among the thermal management system, reservoir etc., thereby can simplify system architecture, and, can make full use of motor waste heat heating battery, and if the air conditioner configuration has the heat pump function, can make full use of the heat pump function recovery battery waste heat and the motor waste heat of air conditioner, therefore, this kind of thermal management system is simple structure not only and the thermal efficiency is high.

Drawings

FIG. 1 is a block schematic diagram of a first embodiment of a thermal management system for an automobile provided by the present invention;

FIG. 2 is a block schematic diagram of a second embodiment of a thermal management system for an automobile provided by the present invention;

FIG. 3 is a schematic view of a third embodiment of a thermal management system for an automobile provided by the present invention;

FIG. 4 is a schematic diagram of FIG. 3 in the #1 mode;

FIG. 5 is a schematic view of FIG. 3 in the #2 mode;

FIG. 6 is a schematic view of FIG. 3 in the #3 mode;

FIG. 7 is a schematic view of FIG. 3 in the #4 mode;

FIG. 8 is a schematic view of FIG. 3 in #5 mode;

FIG. 9 is a schematic view of one embodiment of a battery cooling plate;

FIG. 10 is an exploded view of FIG. 9;

fig. 11 is a cross-sectional view of fig. 9.

The reference numerals are explained below:

10 a battery module;

101 a battery;

102 cell cooling plates, 1021 first plate layers, 1022 second plate layers, 1023 third plate layers, a1 protrusions, a2 dimples, b1 first runner cavities, b2 second runner cavities, c1 first inlets, c2 first outlets, d1 second inlets, d2 second outlets, e1 third inlets, e2 third outlets;

103 a first communication assembly, 1031 radiator bypass, 1032 a first communication line, 1033 a three-way valve, 1034 a four-way valve;

104 a second communication assembly, 1041 a second communication pipeline, 1042 a third communication pipeline, 1043 a first expansion valve, 1044 a first electromagnetic valve and 1045 a first one-way valve;

105 a heater;

106 a heat regenerator;

20, a motor heat dissipation module;

201 motor assembly, 202 radiator, 203 reservoir, 204 pump;

30 an air-conditioning module for the air conditioner,

301 compressor, 302 liquid storage tank, 303 external heat exchanger, 304 internal evaporator, 305 internal condenser, 306a second solenoid valve, 306b third solenoid valve, 306c fourth solenoid valve, 306d fifth solenoid valve, 306e sixth solenoid valve, 307a second expansion valve, 307b third expansion valve, 308a second check valve, 308b third check valve;

40 engine cooling module.

Detailed Description

In order to make those skilled in the art better understand the technical solution of the present invention, the following detailed description is made with reference to the accompanying drawings and the detailed description.

As shown in fig. 1, the thermal management system of the automobile includes: battery module 10, motor heat dissipation module 20, and air conditioning module 30.

The battery module 10 includes a battery 101 and a battery cooling plate 102. The battery cooling plate 102 is disposed in close proximity to the battery 101. The battery cooling plate 102 includes a first flow path chamber b1 and a second flow path chamber b2 that are not communicated with each other, and further includes a first inlet c1 and a first outlet c2 that are communicated with the first flow path chamber b1, and a second inlet d1 and a second outlet d2 that are communicated with the second flow path chamber b 2.

The first flow channel cavity b1 is communicated with the motor heat dissipation module 20 through a first inlet c1 and a first outlet c2 to form a first loop, and the working medium in the first loop is a single-phase working medium, such as antifreeze. The second channel chamber b2 is communicated with the air conditioning module 30 through a second inlet d1 and a second outlet d2 to form a second loop, and the working medium in the second loop is a two-phase working medium, such as R134a.

The first flow channel cavity b1 of the battery cooling plate 102 is communicated with the motor heat dissipation module 20 to form a first loop, a single-phase medium flows in the first loop, meanwhile, the second flow channel cavity b2 of the battery cooling plate 102 is communicated with the air conditioner module 30 to form a second loop, and a two-phase medium flows in the second loop, so that the number of pumps 204, liquid reservoirs 203 and the like in the heat management system can be reduced, the system structure can be simplified, the motor waste heat can be fully utilized to heat the battery 101, and if the air conditioner is provided with a heat pump function, the heat pump function of the air conditioner can be fully utilized to recover the waste heat of the battery 101 and the waste heat of the motor, therefore, the heat management system is simple in structure and high in heat efficiency.

In addition, as shown in fig. 2, a third flow channel cavity may be further disposed on the battery cooling plate 102, the third flow channel cavity is not communicated with the first flow channel cavity b1 and the second flow channel cavity b2, a third inlet e1 and a third outlet e2 communicated with the third flow channel cavity are also disposed at the same time, the third flow channel cavity is communicated with the engine cooling module 40 of the automobile through the third inlet e1 and the third outlet e2 to form a third loop, and thus the engine cooling module 40 is also connected to the thermal management system. In this way, the battery 101 can be further heated by the engine residual heat, so that the heat efficiency can be further improved. Of course, the engine cooling module 40 may not be incorporated into the thermal management system as in the embodiment shown in FIG. 1.

Specifically, as shown in fig. 3, the first inlet c1 and the first outlet c2 of the battery cooling plate 102 may communicate with the motor heat dissipation module through the first communication assembly 103. The second inlet d1 and the second outlet d2 of the battery cooling plate 102 may communicate with the air conditioning module 30 through the second communication assembly 104.

In detail, in the embodiment shown in fig. 3, the motor heat dissipation module 20 includes a motor assembly 201, a reservoir 203, a pump 204, a heat sink 202, and other components, which are sequentially and circularly communicated to form a motor heat dissipation loop. The motor assembly 201 includes a motor, an inverter, an in-vehicle charger, and the like. The first communication assembly 103 includes a three-way valve 1033, a four-way valve 1034, a radiator bypass line 1031, and a first communication line 1032.

Two valve ports (in the figure, valve port (1) and valve port (2)) of the three-way valve 1033 are connected in series on the motor heat dissipation loop, and are specifically connected between the outlet of the heat sink 202 and the inlet of the motor assembly 201. The other port (No. 3 port in the drawing) of the three-way valve 1033 communicates with the first outlet c2 of the battery cooling plate 102.

Two ports (port (1) and port (2) in the figure) of four-way valve 1034 are connected in series on the motor heat dissipation circuit, specifically between the outlet of heat sink 202 and one port (2) in the figure) of three-way valve 1033.

An inlet of the radiator bypass line 1031 is connected to an inlet side of the radiator 202, and an outlet thereof is communicated with another valve port (No. 4 valve port in the figure) of the four-way valve 1034.

An inlet of the first communication path 1032 communicates with the other port (port No. 3 in the drawing) of the four-way valve 1034, and an outlet thereof communicates with the first inlet c1 of the battery cooling plate 102.

In addition, a heater 105 may be optionally provided to raise the temperature of the battery 101, and the heater 105 is connected to the first communication pipe 1032.

The air conditioning module 30 may be a single refrigeration type air conditioning module or an air conditioning module having a heat pump function, and the air conditioning module 30 in the embodiment shown in fig. 3 is an air conditioning module having a heat pump function.

In detail, in the embodiment shown in fig. 3, the air conditioning module 30 includes: a compressor 301, a liquid storage tank 302, an exterior heat exchanger 303, an interior evaporator 304, an interior condenser 305, a second solenoid valve 306a, a third solenoid valve 306b, a fourth solenoid valve 306c, a fifth solenoid valve 306d, a sixth solenoid valve 306e, a second expansion valve 307a, a third expansion valve 307b, a second check valve 308a, and a third check valve. The second communication assembly 104 includes a second communication pipe 1041, a third communication pipe 1042, and a first expansion valve 1043.

The compressor 301, the second electromagnetic valve 306a, the heat exchanger 303 outside the vehicle, the third electromagnetic valve 306b, the fourth electromagnetic valve 306c, the second expansion valve 307a, the evaporator 304 inside the vehicle, the second check valve 308a, and the liquid storage tank 302 are sequentially communicated to form a first air conditioning loop.

The compressor 301, the fifth electromagnetic valve 306d, the internal condenser 305, the third one-way valve, the third electromagnetic valve 306b, the external heat exchanger 303, the sixth electromagnetic valve 306e and the liquid storage tank 302 are sequentially communicated to form a second air-conditioning loop.

The second inlet d1 of the battery cooling plate 102 is communicated with the inlet side of the interior evaporator 304 through a second communication pipe 1041, and the second outlet d2 of the battery cooling plate 102 is communicated with the outlet side of the interior evaporator 304 through a third communication pipe 1042, so that the battery cooling plate 102 is connected in parallel with the interior evaporator 304.

Wherein an outlet of the in-vehicle condenser 305 is connected to the second communication pipe 1041, and an inlet of the in-vehicle condenser is connected to an outlet side of the compressor 301.

The first expansion valve 1043 is connected to the second communication pipe 1041.

In addition, a heat regenerator 106 can be selectively arranged for adjusting the degree of superheat at the outlet of the battery cooling plate 102, so as to ensure the temperature uniformity of the battery 101 and prevent the battery 101 from overheating. The heat regenerator 106 is connected to the second communication pipe 1041 and the third communication pipe 1042.

A first solenoid valve 1044 and a first check valve 1045 may also be selectively provided. A first solenoid valve 1044 is connected to the inlet side of regenerator 106 on second communication conduit 1041 and a first check valve is connected to the outlet side of regenerator 106 on third communication conduit 1042.

The embodiment shown in fig. 3 is capable of implementing multiple modes by opening and closing different valve elements, five of which are illustrated in fig. 4-8, and the operation of which is described in detail below.

Mode #1(refer to FIG. 4)

In this mode, the valve port (3) and the valve port (4) of the four-way valve 1034 are closed, and the valve port (1) and the valve port (2) of the four-way valve 1034 are turned on. The valve port (1) of the three-way valve 1033 is closed, and the valve port (2) and the valve port (3) of the three-way valve 1033 are communicated. The fifth solenoid valve 306d and the sixth solenoid valve 306e are closed.

In this mode, the air conditioner is in a non-heat pump operating condition. The single-phase working medium flows through the motor assembly 201 to cool the motor assembly 201, but does not flow through the battery cooling plate 102. The two-phase working fluid flows through the in-vehicle evaporator 304 of the air conditioning module 30 and through the battery cooling plate 102, and the battery cooling plate 102 functions as an evaporator to efficiently absorb heat of the battery 101. In this mode, the battery 101 exchanges heat with the two-phase medium to reduce the temperature.

The mode is suitable for the conditions that the environment temperature is higher (such as more than 25 ℃), the battery temperature is higher (such as more than 40 ℃), and the motor assembly has cooling requirements.

Mode #2(refer to FIG. 5)

In this mode, the valve port (2) and the valve port (4) of the four-way valve 1034 are closed, and the valve port (1) and the valve port (3) of the four-way valve 1034 are switched on. The valve port (2) of the three-way valve 1033 is closed, and the valve ports (1) and (3) of the three-way valve 1033 are communicated. The first solenoid valve 1044, the fifth solenoid valve 306d, and the sixth solenoid valve 306e are closed.

In this mode, the air conditioner is in a non-heat pump operating condition. The single-phase working medium flows through the motor assembly 201, cools the motor assembly 201, and then flows into the battery cooling plate 102 after being radiated by the radiator 202. The two-phase working fluid flows only in the air conditioning module 30 and does not flow through the battery cooling plate 102. In this mode, the battery 101 exchanges heat with a single-phase working medium.

The mode is suitable for the conditions that the environment temperature is lower (such as less than 25 ℃), the battery temperature is moderate (such as 20-40 ℃), the motor assembly has cooling requirements, and the battery inlet temperature monitors and displays that the working medium temperature is lower (such as less than 30 ℃).

Mode #3(refer to FIG. 6)

In this mode, valve port (3) and valve port (4) of four-way valve 1034 are closed, and valve port (1) and valve port (2) of four-way valve 1034 are turned on, valve port (1) of three-way valve 1033 is closed, valve port (2) and valve port (3) of three-way valve 1033 are turned on, and first solenoid valve 1044, fifth solenoid valve 306d, and sixth solenoid valve 306e are closed;

in this mode, the air conditioner is in a non-heat pump operating condition. The single-phase working medium flows through the motor assembly 201 to cool the motor assembly 201, but does not flow through the battery cooling plate 102. The two-phase working fluid flows only in the air conditioning module 30 and does not flow through the battery cooling plate 102. In this mode, the battery cooling plate 102 does not exchange heat with either a single phase or a two phase working fluid.

The mode is suitable for the condition that the temperature of the battery 101 is moderate (such as 20-40 ℃), but the temperature of the single-phase working medium in the first loop is relatively high (such as more than 35 ℃). The battery has no strong cooling requirements at this point, and the single-phase working fluid in the first circuit also has no cooling conditions for the battery.

Mode #4(refer to FIG. 7)

In this mode, the valve port (1) and the valve port (2) of the four-way valve 1034 are closed, and the valve port (3) and the valve port (4) of the four-way valve 1034 are switched on. Port (2) of three-way valve 1033 is closed, port (1) and port (3) of three-way valve 1033 are opened, first solenoid valve 1044 and third solenoid valve 306b are closed, and heater 105 can be turned on.

In this mode, the air conditioner is in a heat pump operating condition. The single-phase working medium flows through the motor assembly 201, absorbs the waste heat of the motor assembly 201, and then optionally absorbs the heat in the heater 105 and flows through the battery cooling plate 102 to heat the battery 101. The two-phase working fluid flows only in the air conditioning module 30 and does not flow through the battery cooling plate 102. In this mode, the battery 101 exchanges heat with a single-phase working medium to increase the temperature.

If the vehicle is in a driving state, the residual heat of the motor or the inverter in the motor assembly 201 can be utilized by the battery 101; if the mode is the quick charging mode, the motor assembly 201 may not have residual heat, and the heater 105 is mainly used for heating the battery 101; in the trickle charge mode, the residual heat from the onboard charger in the motor assembly 201 can be utilized by the battery 101.

The mode is suitable for the conditions that the environment temperature is lower (such as lower than 15 ℃), the temperature of the battery 101 is lower (such as lower than 15 ℃), and the motor assembly has cooling requirements.

Mode #5(refer to FIG. 8)

In this mode, the valve port (1) and the valve port (2) of the four-way valve 1034 are closed, and the valve port (3) and the valve port (4) of the four-way valve 1034 are turned on. The port (2) of the three-way valve 1033 is closed, the ports (1) and (3) of the three-way valve 1033 are opened, the third solenoid valve 306b is closed, and the heater 105 can be turned on.

In this mode, the air conditioner is in the heat pump working condition, the single-phase working medium flows through the motor assembly 201, flows through the battery cooling plate 102 after absorbing the waste heat of the motor assembly 201, and the two-phase working medium flows through the battery cooling plate 102, and finally flows into the air conditioning module 30 after absorbing the waste heat of the battery 101 and the waste heat of the single-phase working medium in the battery cooling plate 102, so that the efficiency of the heat pump working condition of the air conditioner is improved, and the heating energy consumption of the passenger compartment is reduced.

This mode is suitable for passenger compartment with heating request, low ambient temperature (e.g., < 15 deg.C), especially low ambient temperature (e.g., < -10 deg.C), and the heating efficiency of air conditioner is close to 1, and the battery temperature is relatively high (e.g., > 28 deg.C), and the battery will reach the high temperature region in low temperature environment only after the battery is charged quickly or during the driving process.

Specifically, as shown in fig. 8 and 9, the battery cooling plate 102 may be provided in a multilayer structure, with the flow channel cavities that are not communicated with each other being formed by the multilayer structure, in other words, the flow channel cavities that are not communicated with each other being formed between different layers. The battery cooling plate 102 formed in this way has a small overall size and a good heat exchange effect. In the drawing, a first ply 1021, a second ply 1022 and a third ply 1023 are provided, and the second ply 1022 is laminated and fixed between the first ply 1021 and the second ply 1022. The first plate layer 1021 and the second plate layer 1022 are each provided with a projection a1. The first runner cavity b1 is formed between the first plate layer 1021 and the second plate layer 1022, and is defined by the protrusion a1 on the first plate layer 1021 and the second plate layer 1022 together. The second flow channel cavity b2 is formed between the second plate layer 1022 and the third plate layer 1023, and is enclosed by the convex portions a1 of the third plate layer 1023 and the second plate layer 1022.

The protruding directions of the convex a1 of the first plate layer 1021 and the convex a1 of the third plate layer 1023 may be the same or opposite. In fig. 10, the protrusions a1 of the first plate layer 1021 and the protrusions a1 of the second plate layer 1022 both protrude away from the second plate layer 1022, and the protruding directions of the protrusions a1 and the protrusions a1 of the second plate layer 1022 are opposite, and in comparison, the protruding directions are opposite, which is more favorable for improving the structural strength and the heat exchange effect of the battery cooling plate 102.

In addition, a plurality of concave pits a2 which are concave towards the flow channel cavity can be arranged on the convex part a1 of the first plate layer 1021 and the convex part a1 of the second plate layer 1022, so that a flow disturbing effect can be achieved, and the heat exchange effect of the battery cooling plate 102 can be further enhanced.

Preferably, all the inlets and outlets of the battery cooling plate 102 are disposed on the same side of the battery cooling plate 102, and in fig. 8, the first inlet c1, the second inlet d1, the first outlet c2 and the second outlet d2 are disposed on the same side of the battery cooling plate 102.

Preferably, the battery 101 is closely attached to the battery cooling plate 102 to obtain a better heat exchange effect, and more preferably, the battery 101 is closely attached to the side of the battery cooling plate 102 where the first flow channel cavity b1 is located, so that the heat exchange effect is better.

The thermal management system of the vehicle provided by the invention is described in detail above. The principles and embodiments of the present invention have been described herein using specific examples, which are presented only to assist in understanding the method and its core concepts of the present invention. It should be noted that, for those skilled in the art, without departing from the principle of the present invention, it is possible to make various improvements and modifications to the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.

Claims

1. The thermal management system of the automobile is characterized by comprising a battery module (10), a motor heat dissipation module (20) and an air conditioning module (30);

the battery module (10) comprises a battery (101) and a battery cooling plate (102), wherein the battery cooling plate (102) comprises a first flow channel cavity (b 1) and a second flow channel cavity (b 2) which are not communicated with each other, a first inlet (c 1) and a first outlet (c 2) which are communicated with the first flow channel cavity (b 1), and a second inlet (d 1) and a second outlet (d 2) which are communicated with the second flow channel cavity (b 2);

the first inlet (c 1) and the first outlet (c 2) are communicated with the motor heat dissipation module (20) to form a first loop, the second inlet (d 1) and the second outlet (d 2) are communicated with the air conditioning module (30) to form a second loop, the working medium in the first loop is a single-phase working medium, and the working medium in the second loop is a two-phase working medium.

2. The thermal management system of the automobile of claim 1, wherein the motor heat dissipation module (20) comprises a motor assembly (201) and a heat sink (202) in circulating communication; the battery module (10) further comprises a first communication assembly (103), and the first inlet (c 1) and the first outlet (c 2) are communicated with the motor heat dissipation module (20) through the first communication assembly (103); the first communication assembly (103) comprises a three-way valve (1033), a four-way valve (1034), a radiator bypass pipeline (1031) and a first communication pipeline (1032);

two valve ports of the three-way valve (1033) are connected in series between the outlet of the radiator (202) and the inlet of the motor assembly (201), and the other valve port of the three-way valve (1033) is communicated with the first outlet (c 2) of the battery cooling plate (102); two valve ports of the four-way valve (1034) are connected in series between an outlet of the radiator (202) and the three-way valve (1033), an inlet of the radiator bypass pipeline (1031) is connected to an inlet side of the radiator (202), an outlet of the radiator bypass pipeline (1031) is communicated with the other valve port of the four-way valve (1034), and the other valve port of the four-way valve (1034) is communicated with the first inlet (c 1) of the battery cooling plate (102) through the first communication pipeline (1032).

3. The thermal management system of an automobile of claim 2, wherein said battery module (10) further comprises a heater (105), said heater (105) being connected to said first communication pipe (1032).

4. The thermal management system of an automobile of any of claims 1-3, wherein the air conditioning module (30) comprises an interior evaporator (304); the battery module (10) further comprises a second communication assembly (104), and the second inlet (d 1) and the second outlet (d 2) are communicated with the air conditioning module (30) through the second communication assembly (104);

the second communication assembly (104) comprises a second communication pipeline (1041), a third communication pipeline (1042) and a first expansion valve (1043), wherein a second inlet (d 1) and a second outlet (d 2) of the battery cooling plate (102) are respectively communicated with an inlet side and an outlet side of the evaporator (304) in the vehicle through the second communication pipeline (1041) and the third communication pipeline (1042), so that the battery cooling plate (102) is connected with the evaporator (304) in the vehicle in parallel, and the first expansion valve (1043) is connected to the second communication pipeline (1041).

5. The automotive thermal management system of claim 4, characterized in that the air conditioning module (30) further comprises an internal condenser (305), the outlet of the internal condenser (105) being connected to the second communication line (1041), the inlet of the internal condenser being connected to the outlet side of the compressor (301) of the air conditioning module (30).

6. The thermal management system of an automobile of claim 5, wherein the second communication module further comprises a regenerator (106), the regenerator (106) being connected to the second communication pipe (1041) and further to an inlet side of the first expansion valve (1043) on the third communication pipe (1042).

7. The thermal management system of an automobile of claim 6, wherein the second communication module further comprises a first solenoid valve (1044) and a first check valve (1045), the first solenoid valve (1044) being connected to an inlet side of the regenerator (106) on the second communication conduit (1041), the first check valve (1045) being connected to an outlet side of the regenerator (106) on the third communication conduit (1042).

8. The thermal management system of an automobile according to any one of claims 1-3, further comprising an engine cooling module (40), wherein the battery cooling plate (102) further comprises a third flow channel chamber, a third inlet (e 1) and a third outlet (e 2) in communication with the third flow channel chamber, and wherein the third flow channel chamber is not in communication with the first flow channel chamber (b 1) and the second flow channel chamber (b 2); the third inlet (e 1) and the third outlet (e 2) are communicated with the engine cooling module (40) to form a third loop.

9. The thermal management system of an automobile according to any one of claims 1-3, wherein the battery cooling plate (102) comprises a first plate layer (1021), a second plate layer (1022) and a third plate layer (1023) which are stacked in sequence, wherein each of the first plate layer (1021) and the second plate layer (1022) is provided with a convex part (a 1), the first flow channel cavity (b 1) is formed by the convex part (a 1) of the first plate layer (1021) and the second plate layer (1022) in a surrounding manner, and the second flow channel cavity (b 2) is formed by the convex part (a 1) of the third plate layer (1023) and the second plate layer (1022) in a surrounding manner.

10. The thermal management system of an automobile of claim 9, wherein the protrusions (a 1) of the first ply (1021) and the protrusions (a 1) of the second ply (1022) protrude in opposite directions.

11. The thermal management system of a motor vehicle according to any of claims 1 to 3, characterized in that all inlets and outlets of the battery cooling plate (102) are arranged on the same side of the battery cooling plate (102).

12. The thermal management system of a motor vehicle according to any one of claims 1 to 3, characterized in that the battery (101) is arranged in close proximity to the side of the battery cooling plate (102) where the first flow channel cavity (b 1) is located.