CN214874108U - Electric automobile thermal management system and electric automobile - Google Patents

Abstract

The utility model provides an electric automobile thermal management system and electric automobile. The electric automobile heat management system comprises a battery pack circulation module, a motor circulation module and a heat supply module; the battery pack circulating module comprises a battery pack and a heat exchanger, and the motor circulating module comprises a motor, an electric control unit and a motor circulating pipeline; the heat supply module comprises a heat supply pipeline, a battery pack heating pipeline, a heating core body and a heater; the heating pipeline is connected with the motor circulation pipeline, the heating core body is arranged on the warm air section, the heater is arranged on the heating pipeline, and the battery pack heating pipeline which is connected with the warm air section in parallel is connected with the heat exchanger. The electric automobile comprises the electric automobile thermal management system. The utility model provides a pair of electric automobile thermal management system and electric automobile can utilize this part heat of motor and automatically controlled production, to passenger cabin heating and to the battery package heating, and be provided with the heater and carry out heat compensation to guarantee to satisfy the heat supply demand.

Description

Electric automobile thermal management system and electric automobile

Technical Field

The utility model relates to an electric automobile technical field especially relates to an electric automobile thermal management system and electric automobile.

Background

Some existing electric automobiles can recycle heat generated by a motor and electric control, but in some running states of the electric automobiles, the heat generated by the motor and the electric control cannot meet the heat supply requirement.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides an electric automobile thermal management system can utilize this part heat of motor and automatically controlled production, to passenger cabin heating and to the battery package heating, and the system is provided with the heater and carries out the heat compensation to guarantee to satisfy the heat supply demand.

The utility model also provides an electric automobile with above-mentioned electric automobile thermal management system.

According to the utility model discloses an electric automobile thermal management system of first aspect embodiment includes: a battery pack circulation module including a battery pack and a heat exchanger, the battery pack being connected to the heat exchanger; the motor circulation module comprises a motor, an electric control unit, a first driving pump, a radiator, a first working medium and a motor circulation pipeline, wherein the motor and the battery are electrically connected with the electric control unit; the heating module comprises a heating pipeline, a battery pack heating pipeline, a heating core body and a heater, wherein the inlet end of the heating pipeline and the outlet end of the heating pipeline are connected with a motor circulation pipeline, part of the motor circulation pipeline is connected with a first working medium, the first working medium can flow to the heating pipeline, the heating pipeline comprises a warm air section, the heating core body is installed on the warm air section, the heater is installed on the heating pipeline and located outside the warm air section, the first working medium is located in the flowing direction of the heating pipeline, the heater is located at the upstream of the heating core body, the heater is used for heating the first working medium in the heating pipeline, the battery pack heating pipeline is connected with the warm air section in parallel, and the battery pack heating pipeline is connected with the heat exchanger.

According to the utility model discloses electric automobile thermal management system has following beneficial effect at least: in the electric automobile heat management system provided by the utility model, after the first working medium absorbs the heat of the motor and the electric control, part of the first working medium is shunted to the heating pipeline; the first working medium flowing into the heating pipeline flows through the heating core body and the battery pack respectively, so that the passenger compartment is heated and the battery pack is heated. Under some operating conditions of the electric automobile, the heat generated by the motor and the electric control can not completely meet the heating requirement of the battery pack and the heating requirement of the passenger cabin, and the heater can be started to heat the first working medium of the heating pipeline at the moment so as to ensure that the temperature of the first working medium flowing into the heating core body and the battery pack is high enough, so that the heating requirement of the battery pack and the heating requirement of the passenger cabin are met.

According to some embodiments of the utility model, electric automobile thermal management system still includes: the air conditioning module comprises a second working medium, an air conditioning circulation pipeline, a compressor, an evaporator, a condenser and a first throttling element, wherein the second working medium can circularly flow in the air conditioning circulation pipeline, the compressor, the condenser, the first throttling element and the evaporator are sequentially installed on the air conditioning circulation pipeline in series along the flowing direction of the second working medium, the air conditioning circulation pipeline comprises an air conditioning cooling section, the evaporator is installed on the air conditioning cooling section, and the compressor and the condenser are located outside the air conditioning cooling section; and the battery pack cooling module comprises a battery pack cooling pipeline, the battery pack cooling pipeline is connected with the air conditioner cooling section in parallel, the battery pack cooling pipeline supplies the second working medium to flow, and the battery pack cooling pipeline is connected with the heat exchanger.

According to some embodiments of the utility model, battery package cooling module still includes the second throttling element, first throttling element with the second throttling element all sets up to the expansion valve, first throttling element install in on the air conditioner supplies cold section, the second throttling element install in on the battery cooling pipeline.

According to the utility model discloses a some embodiments, electric automobile thermal management system still includes and supplies cold control valve, supply cold control valve install in on the air conditioner supplies cold section, supply cold control valve to be used for the break-make the air conditioner supplies cold section.

According to the utility model discloses a some embodiments, air conditioner module still includes pressure sensor, pressure sensor is used for detecting the pressure of second working medium, pressure sensor install in on the air conditioner supplies cold pipeline, just pressure sensor is located outside the air conditioner supplies cold section, pressure sensor is located the exit end of condenser with between the entry end of first throttling element.

According to some embodiments of the utility model, the heat supply module still includes first three-way valve, first three-way valve includes first input, first output and second output, the heating pipeline includes that the trunk gets into the section, the entry end that the trunk got into the section with motor cycle tube coupling, the exit end that the trunk got into the section with first input is connected, the entry end of warm braw section with first output is connected, the entry end of battery package heating pipeline with the second output is connected.

According to some embodiments of the present invention, the motor circulation module further comprises a second three-way valve mounted on the motor circulation pipeline, the second three-way valve comprising a second input end, a third output end and a fourth output end, the second input end being connected to the outlet end of the first drive pump, the third output end being connected to the inlet end of the trunk intake section, the fourth output end being connected to the inlet end of the radiator; the heating pipeline still includes the trunk outflow section, the trunk gets into the section the warm braw section with the trunk outflow section is established ties in proper order, the exit end of trunk outflow section with motor circulation tube connects, just the exit end of trunk outflow section is located the fourth output with between the entry end of radiator.

According to some embodiments of the utility model, the motor cycle module still includes third three-way valve and branch pipeline, the third three-way valve includes third input, fifth output and sixth output, the entry end of branch pipeline with the fifth output is connected, the exit end of branch pipeline with motor cycle tube connects, the exit end of branch pipeline is located the exit end of motor with between the entry end of first driving pump, the sixth output with the entry end of radiator is connected, the third input with the fourth output is connected, the exit end of trunk outflow section is located the fourth output with between the third input.

According to some embodiments of the utility model, motor cycle module still includes temperature sensor, temperature sensor install in on the motor cycle pipeline, temperature sensor is located the exit end of radiator with between the automatically controlled entry end, temperature sensor is used for detecting the temperature of first working medium.

According to the utility model discloses electric automobile of second aspect embodiment, including electric automobile thermal management system as above.

According to the utility model discloses electric automobile has following beneficial effect at least: the heat that can effectively utilize its motor and automatically controlled production, and be provided with the heater in order to guarantee to satisfy the heat supply demand.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The invention will be further described with reference to the following drawings and examples, in which:

FIG. 1 is a schematic diagram of an electric vehicle thermal management system;

FIG. 2 is a schematic diagram of a first mode of operation of the thermal management system of the electric vehicle of FIG. 1;

FIG. 3 is a schematic diagram of a second mode of operation of the thermal management system of the electric vehicle of FIG. 1;

FIG. 4 is a schematic illustration of a third mode of operation of the thermal management system of the electric vehicle of FIG. 1;

FIG. 5 is a schematic illustration of a fourth mode of operation of the thermal management system of the electric vehicle of FIG. 1;

FIG. 6 is a schematic diagram of a fifth mode of operation of the thermal management system of the electric vehicle of FIG. 1;

FIG. 7 is a schematic illustration of a sixth mode of operation of the thermal management system of the electric vehicle of FIG. 1;

FIG. 8 is a schematic diagram of a seventh mode of operation of the thermal management system of the electric vehicle of FIG. 1.

Reference numerals: 101-motor, 102-vehicle charger, 103-DC-DC converter, 104-junction box, 105-micro control unit, 106-electric control, 107-first driving pump, 108-radiator, 109-temperature sensor, 110-compressor, 111-condenser, 112-third three-way valve, 113-second three-way valve, 114-pressure sensor, 115-evaporator, 116-first throttling element, 117-cooling control valve, 118-heating core body, 119-first three-way valve, 120-heat exchanger, 121-second throttling element, 122-second driving pump, 123-battery pack, 124-sixth output end, 125-fifth output end, 126-third input end, 127-fourth output end, 128-second input end, 129-third output, 130-first output, 131-second output, 132-first input, 133-heater.

Because pipeline and pipeline section are inconvenient direct to be instructed with the reference numeral, the utility model discloses label a plurality of nodes of system with the letter, pipeline and pipeline section that will mention below all show through the combination of a plurality of letters, and the relative order between each letter is arranged according to the order that the fluid flows through corresponding node in the letter combination, specifically as follows:

a motor circulating pipeline: segment A-K-L-M-U-F-B-A;

air conditioner circulation pipeline: a C-R-S-D-C segment;

battery pack circulation pipeline: a P-Q-J-I-P segment;

branch lines: a F-L section;

air conditioner cooling section: an S-D section;

battery package cooling pipe way: a segment S-T-E-D;

a heating pipeline: a segment M-N-G-U;

a trunk entering section: M-N sections;

a trunk outflow section: a G-U section;

a warm air section: a segment N-G;

heating a pipeline by the battery pack: N-O-H-G segment.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present invention, and should not be construed as limiting the present invention.

In the description of the present invention, it should be understood that the orientation or positional relationship indicated with respect to the orientation description, such as up, down, front, rear, left, right, etc., is based on the orientation or positional relationship shown in the drawings, and is only for convenience of description and simplification of description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

In the description of the present invention, a plurality of means is one or more, a plurality of means is two or more, and the terms greater than, less than, exceeding, etc. are understood as not including the number, and the terms greater than, less than, within, etc. are understood as including the number. If the first and second are described for the purpose of distinguishing technical features, they are not to be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.

In the description of the present invention, unless there is an explicit limitation, the words such as setting, installation, connection, etc. should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above words in combination with the specific contents of the technical solution.

In the description of the present invention, reference to the description of the terms "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Referring to fig. 1, the utility model provides an electric automobile thermal management system, electric automobile thermal management system include battery package circulation module, motor cycle module and heat supply module.

The battery pack circulation module includes a battery pack 123 and a heat exchanger 120. The battery pack 123 supplies power to the electric devices in the electric vehicle, and the heat exchanger 120 is connected to the battery pack 123.

The motor circulation module comprises a motor 101, an electronic control 106, a first driving pump 107, a radiator 108, a first working medium and a motor circulation pipeline, wherein the first working medium is used as a heat exchange medium and can be specifically set as water. The motor 101 is used for driving the electric automobile to run, the battery pack 123 is electrically connected with the motor 101, and the battery pack 123 supplies power to the motor 101. The motor 101 and the battery pack 123 are electrically connected with the electronic control 106, the electronic control 106 may specifically include a DC-DC converter 103, a vehicle-mounted charger 102, a junction box 104, a micro control unit 105, and the like, and the electronic control 106 is used for controlling the operation states of the battery pack 123 and the motor 101. The electronic control 106, the motor 101, the first driving pump 107 and the radiator 108 are installed in series on a motor circulation pipeline, and referring to fig. 1, the section a-K-L-M-U-F-B-a corresponds to the motor circulation pipeline. The first driving pump 107 is used for driving a first working medium to flow in the motor circulation pipeline, after the first working medium flows through the motor 101 and the electronic control unit 106, the first working medium can absorb heat generated when the motor 101 and the electronic control unit 106 operate, so that the motor 101 and the electronic control unit 106 are cooled, the high-temperature first working medium enters the radiator 108 and dissipates part of the heat to cool (the dissipated heat of the first working medium can be absorbed by air flowing through the radiator 108), and the cooled first working medium flows to the electronic control unit 106 and the motor 101 again to cool the first working medium and the electronic control unit 101. Specifically, each device or component of the electronic control unit 106 may be accommodated in a box, and a portion of the motor circulation pipeline extends into the box or is attached to an outer wall of the box, so that the first working medium absorbs heat generated by the motor 101 and the electronic control unit 106.

The heat supply module comprises a heat supply pipeline, a battery pack heating pipeline, a heating core 118 and a heater 133, the inlet end of the heat supply pipeline and the outlet end of the heat supply pipeline are both connected with a motor circulation pipeline, and a first working medium can be shunted into the heat supply pipeline. Referring to fig. 1, the M-N-G-U section of the pipeline corresponds to a heating pipeline, the N-O-H-G section of the pipeline corresponds to a battery pack heating pipeline, the heating pipeline includes a warm air section, and the N-G section of the pipeline corresponds to a warm air section. The heating core 118 is installed on the warm air section, and the heater 133 is installed on the heating pipeline and outside the warm air section; in the flow direction of the first working medium in the heating line, the heater 133 is located upstream of the heating core 118. The heating core 118 heats a passenger compartment of the electric vehicle, after the air flows through the heating core 118, the air absorbs heat released by the first working medium in the heating core 118 and is heated, and the heated air flows into the passenger compartment to heat a driver or a passenger. The battery pack heating line is connected in parallel with the warm air section and is connected to the heat exchanger 120. The first working fluid at a high temperature also flows through the heat exchanger 120, thereby heating the battery pack 123. The heater 133 is used to heat the first working medium in the heating pipeline to ensure that the temperature of the first working medium flowing to the heating core 118 and the heat exchanger 120 can meet the heating requirement.

In the electric vehicle heat management system provided by the utility model, after the first working medium absorbs the heat of the motor 101 and the electric controller 106, part of the first working medium is shunted to the heating pipeline; the first working medium flowing into the heating pipeline flows through the heating core 118 and the battery pack 123 respectively, so that the passenger compartment is heated and the battery pack 123 is heated. When heating is needed and the battery pack 123 is heated, the first working medium dissipates heat in the radiator 108, the heating core 118 and the heat exchanger 120; when heating and heating of the battery pack 123 are not required, the first working medium dissipates heat in the heat sink 108. Under some operating conditions of the electric vehicle, the heat generated by the motor 101 and the electronic control unit 106 cannot completely satisfy the heating requirement of the battery pack 123 and the heating requirement of the passenger compartment, and at this time, the heater 133 can be turned on to heat the first working medium of the heating pipeline, so as to ensure that the temperature of the first working medium flowing into the heating core 118 and the battery pack 123 is high enough, thereby satisfying the heating requirement of the battery pack 123 and the heating requirement of the passenger compartment.

The electric automobile further comprises an air conditioning module, the air conditioning module comprises a second working medium, an air conditioning circulation pipeline, a compressor 110, an evaporator 115, a condenser 111 and a first throttling element 116, the second working medium can circularly flow in the air conditioning circulation pipeline (the working medium flows due to pressure difference generated when the compressor 110 operates), and the compressor 110, the condenser 111, the first throttling element 116 and the evaporator 115 are sequentially installed on the air conditioning circulation pipeline in series along the flowing direction of the second working medium. Referring to fig. 1, the C-R-S-D-C section corresponds to an air conditioning circulation pipeline, the air conditioning circulation pipeline includes an air conditioning cooling section, and the S-D section pipeline corresponds to an air conditioning cooling section; the evaporator 115 is installed on the cooling section of the air conditioner, and the compressor 110 and the condenser 111 are located outside the cooling section of the air conditioner. The first throttle 116 may be configured as an expansion valve (thermal expansion valve, electronic expansion valve, etc.) or a capillary tube; in fig. 1, the first throttle 116 is provided as an expansion valve to improve the adjustability of the overall system. The structure and throttling principle of the expansion valve or capillary tube belong to the well-known technology in the refrigeration field, and are not described in detail here.

After the gaseous second working medium enters the compressor 110, the compressor 110 compresses the gaseous second working medium, so that the temperature and the pressure of the gaseous second working medium are improved; the second working medium (gaseous state) with high temperature and high pressure leaves the compressor 110 and then enters the condenser 111, and the second working medium is condensed into liquid state; the second working medium leaves the condenser 111 and flows to the first throttling element 116, and the pressure of the liquid second working medium is reduced after the liquid second working medium passes through the first throttling element 116; after the second working medium flows through the first throttling element 116, the low-pressure second working medium enters the evaporator 115 and is evaporated into a gas state in the evaporator 115; after leaving evaporator 115, the gaseous second working fluid reenters compressor 110 and begins the next refrigeration cycle. After the air flows through the evaporator 115, part of heat of the air is absorbed by the second working medium in the evaporator 115 (the second working medium needs to absorb heat when being evaporated), the temperature of the air is reduced after the heat of the air is absorbed, and the low-temperature air can be blown into a passenger cabin of the automobile to cool a driver or passengers. Heating and cooling of the passenger compartment are not performed simultaneously, and cooling and heating of the battery pack 123 are not performed simultaneously.

The electric automobile thermal management system further comprises a battery pack cooling module, wherein the battery pack cooling module comprises a battery pack cooling pipeline, and in the figure 1, the S-T-E-D section pipeline corresponds to the battery pack cooling pipeline; the battery pack cooling pipeline is connected in parallel with the air conditioner cooling section, the battery pack cooling pipeline is used for the second working medium to flow, and the battery pack cooling pipeline is connected with the heat exchanger 120. The low temperature second working fluid can flow into the heat exchanger 120, thereby cooling the battery pack 123. The battery pack circulation module further comprises a second driving pump 122, a third working medium and a battery pack circulation pipeline, wherein the battery pack 123, the second driving pump 122 and the heat exchanger 120 are installed in the battery pack circulation pipeline in series, namely the battery pack 123 is connected with the heat exchanger 120 through the battery pack circulation pipeline. In fig. 1, the P-Q-J-I-P section of the pipeline corresponds to a battery pack circulation pipeline. The second driving pump 122 drives the third working medium to flow in the circulation pipeline of the battery pack, and the temperature of the third working medium changes after the third working medium flows through the heat exchanger 120. If the temperature of the third working medium is increased after flowing through the heat exchanger 120, the subsequent third working medium flows to the battery pack 123 and heats the battery pack 123; if the temperature of the third working fluid decreases after passing through the heat exchanger 120, the subsequent third working fluid flows to the battery pack 123 and cools the battery pack 123.

In some embodiments, the battery pack cooling module further includes a second throttle member 121, the first throttle member 116 and the second throttle member 121 are both configured as expansion valves, the first throttle member 116 is installed on the air conditioner cooling section, and the second throttle member 121 is installed on the battery cooling line. In this arrangement, the cooling of the passenger compartment and the cooling of the battery pack 123 may be independent of each other to increase the mode of operation and flexibility of operation of the thermal management system. For example, the flow of the second working medium of the corresponding branch can be blocked by making one of the first throttling element 116 and the second throttling element 121 in a closed state. In addition, in this arrangement, by changing the opening of both the first throttle 116 and the second throttle 121, the flow ratio of the second working fluid flowing through the evaporator 115 and the second working fluid flowing through the heat exchanger 120 can be changed to adapt to the difference in the cooling requirement between the passenger compartment and the battery pack 123. In the actual use process of the electric automobile, the situations that the passenger compartment does not need cold air and the battery pack 123 needs cooling often occur; in response to this, if the first throttle member 116 is set as an electronic expansion valve, the first throttle member 116 may be directly closed; if the first throttle 116 is a thermal expansion valve, since the thermal expansion valve cannot be completely closed, a cold supply control valve 117 (specifically, an electromagnetic valve) needs to be disposed at this time, the cold supply control valve 117 is installed on the cold supply section of the air conditioner, the cold supply control valve 117 is used for switching on and off the cold supply section of the air conditioner, and when the passenger compartment does not need cold air, the cold supply control valve 117 can be closed.

In some embodiments, the air conditioning module further comprises a pressure sensor 114, the pressure sensor 114 is mounted on the air conditioning cooling supply line, and the pressure sensor 114 is configured to detect the pressure of the second working medium. More specifically, the pressure sensor 114 is located outside the cold section of the air conditioner, and the pressure sensor 114 is located between the outlet end of the condenser and the inlet end of the first orifice 116. I.e. the pressure sensor 114, is in fact used to detect the pressure of the second fluid after leaving the condenser, this pressure value being the value of the pressure before throttling of the second fluid takes place, this pressure value being the reference value for adjusting the opening degree of the first throttle element 116 and the opening degree of the second throttle element 121.

In some embodiments, the electric vehicle thermal management system further includes a first three-way valve 119, the heating pipeline includes a main inlet section and a main outlet section, the main inlet section, the warm air section and the main outlet section are sequentially connected in series, the M-N section of the pipeline corresponds to the main inlet section, the G-U section of the pipeline corresponds to the main outlet section, and the N-G section of the pipeline corresponds to the warm air section; the inlet end of the trunk inlet section is the inlet end of the whole heating pipeline, and the outlet end of the trunk outlet section is the outlet end of the whole heating pipeline. The first three-way valve 119 includes a first input end 132, a first output end 130 and a second output end 131, an outlet end of the trunk entering section is connected with the first input end 132, an inlet end of the warm air section is connected with the first output end 130, and an inlet end of the battery pack heating pipeline is connected with the second output end 131.

The three-way valves (including the first three-way valve 119, and the second three-way valve 113 and the third three-way valve 112, which will be mentioned later) in the present invention each have one input end and two output ends, and by changing the state of the spool of the three-way valve, the fluid flowing in from the input end can be made to flow out from one of the output ends, and the fluid does not flow out from the other output end; alternatively, the fluid may flow from both outputs simultaneously, and the relative proportion of the fluid flow from the different outputs may be adjusted by adjusting the spool of the three-way valve (e.g., rotating the spool to an angle). The specific structural principle of the three-way valve belongs to the known technology and is not described in detail here. Compared with the mode that valves are respectively arranged on each branch, the three-way valve is arranged, so that the number of the valves can be reduced, and the cost is reduced.

In the case of the first three-way valve 119, after the first working medium absorbs heat of the motor 101 and the electronic control unit 106, the first working medium may flow through only the warm air section, so as to satisfy the situation that the passenger compartment has a heating requirement but the battery pack 123 does not have a heating requirement (as shown in fig. 4). Alternatively, the first working medium may flow through only the battery heating line to satisfy the situation that the passenger compartment has no heating requirement but the battery pack 123 has a heating requirement (as shown in fig. 3). Or the first working medium flows through the battery heating pipeline and the heating pipeline simultaneously; the flow through the battery heating circuit and the flow through the warm air section may be adjusted and distributed according to the proportion of the heat demand of both the passenger compartment and the battery pack 123 (as shown in fig. 2).

In some embodiments, the motor cycle module further comprises a second three-way valve 113, the second three-way valve 113 being mounted on the motor cycle circuit, the second three-way valve 113 comprising a second input 128, a third output 129, and a fourth output 127, the second input 128 being connected to the outlet of the second drive pump 122, the third output 129 being connected to the inlet of the trunk intake section, the fourth output 127 being connected to the inlet of the radiator 108; the outlet end of the main outflow section is connected with the motor circulation pipeline, and the outlet end of the main outflow section is located between the fourth output end 127 and the inlet end of the radiator 108.

In the case where the second three-way valve 113 is provided, when the battery pack 123 does not need to be heated and the passenger compartment does not need warm air, the first working medium can be made to circulate in the motor circulation line to cool the motor 101 and the electronic control unit 106, without the first working medium passing through the warm air section and the battery pack heating line completely (as shown in fig. 5 to 7). In order to avoid the backflow of the first working medium, valves (not specifically shown in the figure) such as a stop valve and a one-way valve can be arranged on the G-I section pipeline.

In some embodiments, the motor cycle module further includes a third three-way valve 112 and a branch line. The H-L section of the pipeline in fig. 1 corresponds to a branch pipeline, the outlet end of the branch pipeline is connected with the motor circulation pipeline, and the outlet end of the branch pipeline is located between the outlet end of the motor 101 and the inlet end of the second driving pump 122. The third three-way valve 112 includes a third input end 126, a fifth output end 125 and a sixth output end 124, the inlet ends of the branch lines are connected to the fifth output end 125, the sixth output end 124 is connected to the inlet end of the radiator 108, the third input end 126 is connected to the fourth output end 127, and the outlet end of the trunk outflow section is located between the fourth output end 127 and the third output end 129. Referring to fig. 2 to 4, in the case where the third three-way valve 112 and the branch line are provided, a part of the first working fluid flows along the branch line and thus does not flow through the radiator 108, and by changing the flow rates of the first working fluid flowing from the fifth output terminal 125 and the first working fluid flowing from the sixth output terminal 124, the flow rates through the motor 101 and the electronic control unit 106 can be changed, thereby changing the heat radiation efficiency to the motor 101 and the electronic control unit 106.

In some embodiments, the motor cycle module further comprises a temperature sensor 109, the temperature sensor 109 being mounted on the motor cycle conduit, the temperature sensor 109 being located between the outlet end of the heat sink 108 and the inlet end of the electronic control 106, the temperature sensor 109 being adapted to sense the temperature of the first working fluid. The temperature sensor 109 is used to detect the temperature of the first working medium before flowing into the electronic control unit 106, and the temperature is used as a reference value for adjusting the flow rate of the first working medium flowing through the electronic control unit 106 and the motor 101 (the flow rate can be adjusted by the cooperation of the first driving pump 107, the second three-way valve 113 and the third three-way valve 112).

Some main operation modes of the thermal management system of the electric vehicle in fig. 1 will be briefly described with reference to fig. 2 to 8.

When the battery pack 123 needs to be heated and the passenger compartment also needs warm air, the thermal management system of the electric vehicle can operate as shown in fig. 2. Referring to fig. 1 and 2, when the air conditioning module and the pack cooling module are not operated, the fourth output 127 of the second three-way valve 113 is closed.

When the battery pack 123 needs to be heated and neither warm air nor cold air is needed in the passenger compartment, the thermal management system of the electric vehicle may operate as shown in fig. 3. Referring to fig. 1 and 3, when the air conditioning module and the pack cooling module are not operated, the fourth output 127 of the second three-way valve 113 and the first output 130 of the first three-way valve 119 are closed.

When the battery pack 123 requires neither heating nor cooling, but the passenger compartment requires warm air, the electric vehicle thermal management system may operate as shown in fig. 4. Referring to fig. 1 and 4, when the air conditioning module, the pack cooling module, and the pack circulation module are not operated, the fourth output 127 of the second three-way valve 113 and the second output 131 of the first three-way valve 119 are closed.

When the battery pack 123 needs cooling and the passenger compartment needs cold air, the thermal management system of the electric vehicle can operate as shown in fig. 5. In connection with fig. 1 and 5, when the heating module is not in operation, the third output 129 of the second three-way valve 113 and the fifth output 125 of the third three-way valve 112 are closed.

When the battery pack 123 needs cooling and the passenger compartment does not need cold air, the thermal management system of the electric vehicle may operate as shown in fig. 6. Referring to fig. 1 and 6, when the heating module is not operating, the third output 129 of the second three-way valve 113, the fifth output 125 of the third three-way valve 112, and the cooling control valve 117 are closed.

When the battery pack 123 does not need to be cooled and the passenger compartment needs cold air, the thermal management system of the electric vehicle can operate as shown in fig. 7. Referring to fig. 1 and 7, when the heat supplying module, the pack cooling module and the pack circulating module are not operated, the third output terminal 129 of the second three-way valve 113, the fifth output terminal 125 of the third three-way valve 112 and the second throttling member 121 are closed. In addition, in the three operation modes shown in fig. 5 to 7, in order to prevent the first working medium from flowing backwards, a stop valve is arranged at the main outflow section and is closed (the stop valve is not shown); or a one-way valve is directly arranged on the main outflow section.

When the battery pack 123 needs cooling and the passenger compartment needs warm air, the thermal management system of the electric vehicle may operate as shown in fig. 8. Referring to fig. 1 and 8, the second output 131 of the first three-way valve 119, the fourth output 127 of the second three-way valve 113, and the cooling supply control valve 117 are closed.

The utility model also provides an electric automobile, this electric automobile includes the electric automobile thermal management system in the above-mentioned embodiment. The electric vehicle can effectively utilize heat generated by the motor 101 and the electronic control unit 106, and is provided with the heater 133 to ensure that the heat supply requirement can be met.

The embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made without departing from the spirit of the present invention within the knowledge of those skilled in the art. Furthermore, the embodiments of the present invention and features of the embodiments may be combined with each other without conflict.

Claims (10)

1. Electric automobile thermal management system characterized by, includes:

a battery pack circulation module including a battery pack and a heat exchanger, the battery pack being connected to the heat exchanger;

the motor circulation module comprises a motor, an electric control unit, a first driving pump, a radiator, a first working medium and a motor circulation pipeline, wherein the motor and the battery are electrically connected with the electric control unit;

the heating module comprises a heating pipeline, a battery pack heating pipeline, a heating core body and a heater, wherein the inlet end of the heating pipeline and the outlet end of the heating pipeline are connected with a motor circulation pipeline, part of the motor circulation pipeline is connected with a first working medium, the first working medium can flow to the heating pipeline, the heating pipeline comprises a warm air section, the heating core body is installed on the warm air section, the heater is installed on the heating pipeline and located outside the warm air section, the first working medium is located in the flowing direction of the heating pipeline, the heater is located at the upstream of the heating core body, the heater is used for heating the first working medium in the heating pipeline, the battery pack heating pipeline is connected with the warm air section in parallel, and the battery pack heating pipeline is connected with the heat exchanger.

2. The electric vehicle thermal management system of claim 1, further comprising:

the air conditioning module comprises a second working medium, an air conditioning circulation pipeline, a compressor, an evaporator, a condenser and a first throttling element, wherein the second working medium can circularly flow in the air conditioning circulation pipeline, the compressor, the condenser, the first throttling element and the evaporator are sequentially installed on the air conditioning circulation pipeline in series along the flowing direction of the second working medium, the air conditioning circulation pipeline comprises an air conditioning cooling section, the evaporator is installed on the air conditioning cooling section, and the compressor and the condenser are located outside the air conditioning cooling section;

and the battery pack cooling module comprises a battery pack cooling pipeline, the battery pack cooling pipeline is connected with the air conditioner cooling section in parallel, the battery pack cooling pipeline supplies the second working medium to flow, and the battery pack cooling pipeline is connected with the heat exchanger.

3. The thermal management system of an electric vehicle of claim 2, wherein the battery pack cooling module further comprises a second throttle, the first throttle and the second throttle are both configured as expansion valves, the first throttle is installed on the air conditioner cooling section, and the second throttle is installed on the battery cooling pipeline.

4. The electric vehicle thermal management system of claim 3, further comprising a cold supply control valve, wherein the cold supply control valve is mounted on the air conditioner cold supply section, and the cold supply control valve is used for switching on and off the air conditioner cold supply section.

5. The electric vehicle thermal management system of claim 3, wherein the air conditioning module further comprises a pressure sensor, the pressure sensor is used for detecting the pressure of the second working medium, the pressure sensor is installed on the air conditioning cooling supply pipeline, the pressure sensor is located outside the air conditioning cooling supply section, and the pressure sensor is located between the outlet end of the condenser and the inlet end of the first throttling element.

6. The thermal management system of an electric vehicle of any one of claims 1-5, wherein the heat supply module further comprises a first three-way valve, the first three-way valve comprises a first input end, a first output end and a second output end, the heat supply pipeline comprises a trunk inlet section, an inlet end of the trunk inlet section is connected to the motor circulation pipeline, an outlet end of the trunk inlet section is connected to the first input end, an inlet end of the warm air section is connected to the first output end, and an inlet end of the battery pack heating pipeline is connected to the second output end.

7. The thermal management system of the electric vehicle of claim 6, wherein the motor cycle module further comprises a second three-way valve, the second three-way valve being mounted on the motor cycle pipeline, the second three-way valve comprising a second input connected to the outlet of the first drive pump, a third output connected to the inlet of the trunk intake section, and a fourth output connected to the inlet of the radiator; the heating pipeline still includes the trunk outflow section, the trunk gets into the section the warm braw section with the trunk outflow section is established ties in proper order, the exit end of trunk outflow section with motor circulation tube connects, just the exit end of trunk outflow section is located the fourth output with between the entry end of radiator.

8. The thermal management system of an electric vehicle of claim 7, wherein the motor cycle module further comprises a third three-way valve and a branch line, the third three-way valve comprises a third input end, a fifth output end and a sixth output end, the inlet end of the branch line is connected to the fifth output end, the outlet end of the branch line is connected to the motor cycle line, the outlet end of the branch line is located between the outlet end of the motor and the inlet end of the first drive pump, the sixth output end is connected to the inlet end of the radiator, the third input end is connected to the fourth output end, and the outlet end of the main outflow section is located between the fourth output end and the third input end.

9. The thermal management system of an electric vehicle of claim 1, wherein the motor cycle module further comprises a temperature sensor mounted on the motor cycle circuit, the temperature sensor being located between the outlet end of the heat sink and the inlet end of the electronic control, the temperature sensor being configured to detect a temperature of the first working medium.

10. Electric vehicle, characterized in that it comprises an electric vehicle thermal management system according to any one of claims 1 to 9.

Images