CN218519497U

CN218519497U - Automobile heat management air conditioning system and electric automobile

Info

Publication number: CN218519497U
Application number: CN202222856661.7U
Authority: CN
Inventors: 王永立; 杨玉生; 胡强; 顾思忠
Original assignee: Gree Electric Appliances Inc of Zhuhai
Current assignee: Gree Electric Appliances Inc of Zhuhai
Priority date: 2022-10-28
Filing date: 2022-10-28
Publication date: 2023-02-24
Anticipated expiration: 2032-10-28

Abstract

The utility model provides a car thermal management air conditioning system, electric automobile, wherein among the air conditioning system, the compressor gas vent passes through second throttling element and outer heat exchanger intercommunication of car, the second on-off valve forms first branch road with the automatically controlled radiator series connection of motor, the flow path at first on-off valve place is the second branch road, two parallelly connected first parallel pipeline that forms of branch road, first parallel pipeline is connected between outer heat exchanger of car and first flow path diverter valve, first flow diverter valve passes through third throttling element and battery radiator intercommunication, battery radiator and first parallel pipeline and compressor induction port intercommunication, evaporator series connection and first throttling element are in the one side that the evaporimeter is close to first flow diverter valve in first throttling element and the car. The utility model discloses spare part quantity is retrencied, and the cost is corresponding to be reduced, simultaneously because directly adopt the refrigerant to carry out temperature regulation, does not adopt to carry out temperature regulation behind the heat exchange of refrigerant and secondary refrigerant, and operating efficiency is higher.

Description

Automobile heat management air conditioning system and electric automobile

Technical Field

The utility model belongs to the technical field of air conditioning, concretely relates to car thermal management air conditioning system, electric automobile.

Background

The pure electric vehicle is popular with more and more users due to the characteristics of environmental protection and low use cost. Because the battery, the motor and the electric control system need to work at proper temperature, a heat management system needs to be made, and the high-efficiency and energy-saving operation of the whole vehicle is ensured. Patent No. 202010817180.8 discloses a thermal management system, a control method and an electric vehicle, wherein a battery thermal management system adopts a mode of heat exchange between refrigerant and cooling liquid, and the cooling liquid exchanges heat with a battery, and in addition, the battery thermal management system also comprises parts such as a water tank heat exchanger, a cooler, a water pump, a four-way water valve and the like, and has a complex structure and lower heat exchange efficiency.

SUMMERY OF THE UTILITY MODEL

Therefore, the utility model provides a car thermal management air conditioning system, electric automobile can solve among the prior art car thermal management air conditioning system and adopt the refrigerant and carry out other heat source heat exchanges such as coolant and battery with the coolant liquid after the heat exchange, and the spare part that the structure is complicated and adopt is great, the relatively lower technical problem of heat exchange efficiency.

In order to solve the above problem, the utility model provides a car thermal management air conditioning system, evaporimeter, first throttling element, second throttling element, outer heat exchanger, the automatically controlled radiator of motor, first on-off valve, second on-off valve, first flow path diverter valve, third throttling element, battery radiator in compressor, car, wherein, the gas vent of compressor pass through first pipeline with the first end intercommunication of second throttling element, the second end of second throttling element with the first end intercommunication of outer heat exchanger, the second on-off valve with the automatically controlled radiator of motor is established ties and is formed first branch road, the flow path that first on-off valve belonged to is the second branch road, first branch road with the second branch road connects in parallel and forms first parallel pipeline, the first end of first parallel pipeline with the second end intercommunication of outer heat exchanger, the second end of first parallel pipeline with the first end intercommunication of first flow path diverter valve, the second end of first flow path passes through third throttling element with the first end intercommunication of battery radiator, the first end of battery pass through the second end of second parallel pipeline with the first end intercommunication of outer heat exchanger, the second end of first parallel pipeline with the first end of first diverter valve with the first end of first flow path diverter valve communicates in the first end of first flow path, the second end of the compressor is close to the evaporation pipeline, the evaporation of compressor is in the evaporation pipeline, the second end of compressor is in the evaporation pipeline, the evaporation pipeline is in the compressor is in the first branch road, the evaporation pipeline is in the evaporation pipeline.

In some embodiments, the first channel switching valve further has a third end and a fourth end, the third end of the first channel switching valve is communicated with the first end of the second throttling element through a fourth pipeline, the fourth end of the first channel switching valve is communicated with the third pipeline through a fifth pipeline, the third pipeline is further connected with a second channel switching valve, the first end of the second channel switching valve is communicated with the second end of the battery radiator, the second end of the second channel switching valve is communicated with the air suction port of the compressor and is positioned at a side of a communication point of the fifth pipeline and the second pipeline, which is far away from the compressor, and the third end of the second channel switching valve is communicated with the air discharge port of the compressor through a sixth pipeline.

In some embodiments, the first flow-path switching valve is a four-way valve, and/or the second flow-path switching valve is a three-way valve.

In some embodiments, the compressor is an air-supplying enthalpy-increasing compressor, the first pipeline is connected with a flash evaporator in series, an air-supplying port of the flash evaporator is in controllable communication with the air-supplying port of the compressor through an air-supplying pipeline, and the fourth pipeline is in communication with the flash evaporator.

In some embodiments, the automotive thermal management air conditioning system further comprises an internal condenser and a fourth throttling element, the internal condenser and the fourth throttling element are sequentially connected in series to form a seventh pipeline, the first pipeline is provided with a third cut-off valve, and a pipeline section where the third cut-off valve is located and a pipeline section where the internal condenser and the fourth throttling element are located form a second parallel pipeline.

In some embodiments, a fourth shutoff valve is connected in series with the gas supply line.

The utility model also provides an electric automobile, including foretell car heat management air conditioning system.

The utility model provides a pair of car thermal management air conditioning system, electric automobile adopt the refrigerant circulation to carry out the temperature regulation and control of each relevant part, cancel the water tank among the prior art and each parts of supporting such as water pump etc. spare part quantity is retrencied, and the cost is corresponding to be reduced, simultaneously because directly adopt the refrigerant to carry out temperature regulation, do not adopt to carry out temperature regulation behind the heat exchange of refrigerant and secondary refrigerant, operating efficiency is higher.

Drawings

Fig. 1 is a schematic diagram of an automotive thermal management air conditioning system according to an embodiment of the present invention;

fig. 2 is a schematic diagram of a system cycle when the thermal management air-conditioning system for an automobile runs in a passenger compartment, battery and motor electric control simultaneous cooling mode according to the embodiment of the present invention;

fig. 3 is a schematic diagram of a system cycle when the thermal management air conditioning system for an automobile according to an embodiment of the present invention operates in a passenger compartment cooling mode;

fig. 4 is a schematic diagram of a system cycle when the thermal management air conditioning system for an automobile according to an embodiment of the present invention operates in a battery cooling mode;

FIG. 5 is a schematic diagram of a system cycle when the thermal management air conditioning system of the embodiment of the present invention operates in the passenger compartment and battery heating and motor waste heat recovery mode;

fig. 6 is a schematic diagram of a system cycle when the thermal management air conditioning system of the embodiment of the present invention operates in the passenger compartment heating and battery cooling modes;

fig. 7 is a schematic diagram of a system cycle when the thermal management air conditioning system of the embodiment of the present invention operates in the passenger compartment heating, battery cooling and electric control waste heat recovery mode;

fig. 8 is a schematic diagram of a system cycle when the vehicle thermal management air conditioning system according to the embodiment of the present invention operates in the battery preheating mode;

fig. 9 is a schematic diagram of a system cycle when the thermal management air conditioning system of the embodiment of the present invention operates in the passenger compartment heating mode.

The reference numerals are represented as:

1. a compressor; 21. an in-vehicle evaporator; 22. a condenser in the vehicle; 31. a first throttling element; 32. a second throttling element; 33. a third throttling element; 34. a fourth throttling element; 4. an exterior heat exchanger; 5. a motor electric control radiator; 61. a first on-off valve; 62. a second on-off valve; 63. a third shutoff valve; 64. a fourth shutoff valve; 71. a first flow path switching valve; 72. a second flow path switching valve; 8. a battery heat sink; 100. a first pipeline; 101. a first branch; 102. a second branch circuit; 200. a second pipeline; 300. a third pipeline; 400. a fourth pipeline; 500. a fifth pipeline; 600. a sixth pipeline; 700. an air supply pipeline; 800. a seventh pipeline; 91. a flash tank; 92. a gas-liquid separator.

Detailed Description

Referring to fig. 1 to 9 in combination, according to an embodiment of the present invention, an automotive thermal management air conditioning system is provided, which includes a compressor 1, an in-vehicle evaporator 21, a first throttling element 31, a second throttling element 32, an external heat exchanger 4, an electric motor controlled radiator 5, a first on-off valve 61, a second on-off valve 62, a first flow path switching valve 71, a third throttling element 33, and a battery radiator 8, wherein an exhaust port of the compressor 1 is communicated with a first end of the second throttling element 32 through a first pipeline 100, a second end of the second throttling element 32 is communicated with a first end of the external heat exchanger 4, the second on-off valve 62 is connected with the electric motor controlled radiator 5 in series to form a first branch path 101, a flow path in which the first on-off valve 61 is located is a second branch path 102, the first branch path 101 is connected with the second branch path 102 in parallel to form a first parallel pipeline, the first end of the first parallel pipeline is communicated with the second end of the exterior heat exchanger 4, the second end of the first parallel pipeline is communicated with the first end of the first flow path switching valve 71, the second end of the first flow path switching valve 71 is communicated with the first end of the battery radiator 8 through the third throttling element 33, the second end of the battery radiator 8 is communicated with the suction port of the compressor 1 through the second pipeline 200, the second end of the first parallel pipeline is further communicated with the suction port of the compressor 1 through the third pipeline 300, the first throttling element 31 and the interior evaporator 21 are connected in series on the third pipeline 300, the first throttling element 31 is located on the side, close to the first flow path switching valve 71, of the interior evaporator 21, the flow path between the first end and the second end of the first flow path switching valve 71 is controllable, and refrigerant circulation is formed in the air conditioning system. In the technical scheme, the refrigerant circulation is adopted to regulate and control the temperature of each related component, a water tank and matched components such as a water pump and the like in the prior art are eliminated, the number of the components is reduced, the cost is correspondingly reduced (by about 30 percent through measurement and calculation), and meanwhile, the refrigerant is directly adopted to regulate the temperature, the heat exchange between the refrigerant and the secondary refrigerant is not adopted to regulate the temperature, and the operation efficiency is higher.

In this embodiment, the flow port selection of the first flow path switching valve 71 and the on-off control of the first on-off valve 61 and the second on-off valve 62 can at least satisfy the requirements for simultaneous cooling (cooling) of the passenger compartment, the battery and the motor of the air conditioning system (as shown in fig. 2), the requirement for cooling the individual passenger compartment (as shown in fig. 3) and the requirement for cooling the individual battery (as shown in fig. 4), and the system has a simple structure and is convenient to control.

In some embodiments, the first channel switching valve 71 further has a third end and a fourth end, the third end of the first channel switching valve 71 is communicated with the first end of the second throttling element 32 through a fourth pipeline 400, the fourth end of the first channel switching valve 71 is communicated with the third pipeline 300 through a fifth pipeline 500, the third pipeline 300 is further connected with a second channel switching valve 72, the first end of the second channel switching valve 72 is communicated with the second end of the battery radiator 8, the second end of the second channel switching valve 72 is communicated with the suction port of the compressor 1 and is located on the side of the communication point of the fifth pipeline 500 and the second pipeline 200, which is far away from the compressor 1, and the third end of the second channel switching valve 72 is communicated with the discharge port of the compressor 1 through a sixth pipeline 600. So set up, can make the utility model discloses an air conditioning system satisfies the demand of preheating alone to the battery, as shown in fig. 8.

The aforementioned first flow path switching valve 71 is a four-way valve, and/or the second flow path switching valve 72 is a three-way valve, so that the connection arrangement of the system piping is further simplified.

In another embodiment, the compressor 1 is an air-supplementing enthalpy-increasing compressor, the flash tank 91 is connected in series to the first pipeline 100, the air supplement port of the flash tank 91 is in controllable communication with the air supplement port of the compressor 1 through an air supplement pipeline 700, and the fourth pipeline 400 is in communication with the flash tank 91, so that the energy efficiency of the air conditioning system in the low-temperature heating mode can be improved. Specifically, referring to fig. 5 to 7 and 9, the thermal management air conditioning system of the vehicle further includes an internal condenser 22 and a fourth throttling element 34, the internal condenser 22 and the fourth throttling element 34 are sequentially connected in series to form a seventh pipeline 800, the first pipeline 100 has a third cut-off valve 63, and a pipeline section where the third cut-off valve 63 is located and a pipeline section where the internal condenser 22 and the fourth throttling element 34 are located form a second parallel pipeline. Therefore, the switching of the operation modes under various heating and temperature rising working conditions can be further formed by controlling the on-off of the third cut-off valve 63. Further, a fourth shutoff valve 64 is connected in series to the gas supply line 700.

The first on-off valve 61, the second on-off valve 62, the third on-off valve 63, and the fourth on-off valve 64 may be implemented by solenoid valves.

According to the utility model discloses an embodiment still provides a control method of car thermal management air conditioning system for control like above-mentioned car thermal management air conditioning system, include following step:

acquiring a working mode of an automobile thermal management air-conditioning system;

the flow path switching of the first and second flow

path switching valves

71, 72 and the opening and closing of the first, second, third, and

fourth shutoff valves

61, 62, 63, 64 are controlled in accordance with the operation mode.

Specifically, referring to fig. 2, when the operation mode is the passenger compartment, battery and motor electrical control simultaneous cooling mode, the first end and the second end of the first flow path switching valve 71 are controlled to communicate, the first end and the second end of the second flow path switching valve 72 communicate, the second on-off valve 62 and the third on-off valve 63 communicate, and the first on-off valve 61 and the fourth on-off valve 64 are controlled to be off, specifically, when the passenger compartment is air-conditioned and started, it is determined that there is a cooling demand, when the battery temperature tmin > 1, and when the battery has a cooling demand, and when the motor or the electrical control temperature tmin > 2, the motor electrical control has a cooling demand, the system circulation flow path is as follows: firstly, the exhaust gas of the compressor 1 passes through the third shut-off valve 63, enters the flash tank 91, passes through the second throttling element 32 (the opening degree of the expansion valve is the largest at this time, and the expansion valve is not throttled), enters the heat exchanger 4 outside the vehicle, the refrigerant gas with high temperature and high pressure is cooled into liquid refrigerant with medium temperature, at this time, the first shut-off valve 61 is closed, the refrigerant passes through the second shut-off valve 62, and then cools the electric control system of the motor, and is divided into two paths, after passing through the first flow path switching valve 71, a part of the refrigerant enters the third throttling element 33, is throttled and reduced into a vapor-liquid two-phase state, passes through the battery radiator 8, and enters the gas-liquid separator 92 through the second flow path switching valve 72; after another part of the refrigerant cools the electric control system of the motor, the refrigerant passes through the first throttling element 31, enters the in-vehicle evaporator 21 after being throttled and depressurized to cool the interior of the vehicle, then enters the gas-liquid separator 92, is converged with the refrigerant for cooling the battery, and then is sucked into the compressor 1 to complete a complete refrigeration cycle, so that the purpose of cooling the battery, the motor and the passenger compartment is achieved.

Referring to fig. 3, when the operation mode is the passenger compartment cooling mode, the first flow path switching valve 71 and the second flow path switching valve 72 are controlled to have respective blocked ports, the first on-off valve 61 and the third on-off valve 63 are controlled to circulate, and the second on-off valve 62 and the fourth on-off valve 64 are controlled to be blocked, specifically, when the passenger compartment has a cooling or defogging requirement, the system circulates as follows, the exhaust gas of the compressor 1 passes through the third on-off valve 63, enters the flash unit 91, passes through the second throttling element 32 (at this time, the opening degree of the expansion valve is the largest, and is not throttled), enters the exterior heat exchanger 4, the high-temperature and high-pressure refrigerant gas is cooled into a medium-temperature liquid refrigerant, passes through the first on-off valve 61 (the second on-off valve 62), and after the first throttling element 31 throttles and reduces the pressure, enters the interior evaporator 21 to cool the interior of the vehicle, then enters the gas-liquid separator 92, and is sucked into the compressor 1 to complete a cooling cycle, thereby achieving the purpose of cooling the passenger compartment.

Referring to fig. 4, when the operation mode is the battery cooling mode, the first end and the second end of the first flow path switching valve 71 are controlled to communicate with each other, the first end and the second end of the second flow path switching valve 72 are controlled to communicate with each other, the first on-off valve 61 and the third on-off valve 63 are controlled to communicate with each other, and the second on-off valve 62 and the fourth on-off valve 64 are controlled to block each other, specifically, when the battery temperature tmin > tmin is greater than 1 and the battery has a cooling demand, the system circulation flow path is as follows: firstly, the exhaust gas of the compressor 1 enters the flash evaporator 91 through the third shutoff valve 63 (the fourth throttling element 34 is closed), passes through the second throttling element 32 (the opening degree of the expansion valve is maximum at this time, and is not throttled), enters the exterior heat exchanger 4, the high-temperature and high-pressure refrigerant gas is cooled into a medium-temperature liquid refrigerant, passes through the first shutoff valve 61 (the second shutoff valve 62 is closed), enters the third throttling element 33 after passing through the first flow path switching valve 71, is throttled and depressurized into a vapor-liquid two-phase state, passes through the battery radiator 8 to cool the battery, and enters the gas-liquid separator 92 through the second flow path switching valve 72; is sucked into the compressor 1 to complete a complete refrigeration cycle, thereby achieving the purpose of cooling the battery.

Referring to fig. 5, when the operation mode is the passenger compartment and battery heating and motor waste heat recovery mode, the second end and the third end of the first flow path switching valve 71 are controlled to communicate, the first end and the fourth end of the first flow path switching valve 71 are controlled to communicate, the first end and the third end of the second flow path switching valve 72 communicate, the second on-off valve 62 and the fourth on-off valve 64 communicate, the first on-off valve 61 and the third on-off valve 63 are controlled to be blocked, specifically, when the passenger compartment has a heating requirement, the battery temperature tcell is less than T preset 3, and the battery has a heating requirement, the system circulation flow path is as follows, first, the high-temperature and high-pressure exhaust gas of the compressor 1 is divided into two parts, one part passes through the internal condenser 22 to heat the passenger compartment, the refrigerant is cooled into a high-pressure liquid refrigerant, passes through the fourth throttling element 34 to be throttled to an intermediate pressure, and then enters the flash tank 91; another part of the refrigerant enters the battery radiator 8 through the second flow path switching valve 72, heats the battery, is cooled to a high-pressure liquid state, is throttled to an intermediate pressure by the third throttling element 33, enters the first flow path switching valve 71, and then enters the flash tank 91. The gas rapidly flashed in the flash tank passes through the fourth shut-off valve 64 and enters the compressor through the gas supplementing port of the compressor to complete the gas supplementing circulation; the liquid under the flash tank reaches a saturated state, enters the heat exchanger 4 outside the vehicle after being throttled by the second throttling element 32, exchanges heat with air, then passes through the second stop valve 62, and returns to the compressor 1 for air suction through the first flow path switching valve 71 and the gas-liquid separator 92 after the heat is further absorbed by the electric control radiator 5 of the motor, thereby completing a heating cycle.

Referring to fig. 6, when the operation mode is the passenger compartment heating and battery cooling mode, the second end and the third end of the first flow path switching valve 71 are controlled to communicate, the first end and the fourth end are blocked, the first end and the second end of the second flow path switching valve 72 are controlled to communicate, and the second on-off valve 62, the fourth on-off valve 64, the first on-off valve 61 and the third on-off valve 63 are all blocked. When the air conditioner in the passenger compartment has a heating requirement, the temperature of the battery T battery is greater than T preset 1, and the battery has a cooling requirement, the circulation flow path of the system is as follows. Firstly, the high-temperature and high-pressure exhaust gas of the compressor 1 enters the in-vehicle condenser 22 to heat the passenger compartment, the refrigerant is cooled into a high-pressure liquid refrigerant after heat exchange is finished, the high-pressure liquid refrigerant passes through the fourth throttling element 34 (with the largest opening degree and without throttling), the first flow path switching valve 71, the third throttling element 33 and the battery radiator 8 to cool the battery, and then the high-temperature and high-pressure exhaust gas enters the gas-liquid separator 92 to return to the compressor 1 to suck air through the second flow path switching valve 72 to complete a cycle.

Referring to fig. 7, when the operation mode is a passenger compartment heating, battery cooling and electric control waste heat recovery mode of the motor, the second end and the third end of the first flow path switching valve 71 are controlled to communicate, the first end and the fourth end of the first flow path switching valve 71 are controlled to communicate, the first end and the second end of the second flow path switching valve 72 are controlled to communicate, the second on-off valve 62 and the fourth on-off valve 64 communicate, the first on-off valve 61 and the third on-off valve 63 are cut off, specifically, the passenger compartment is heated, the battery has a cooling requirement, the waste heat of the motor is recovered, the heat requirement of the cockpit is large, and a system circulation diagram that the heat exchanger 4 outside the vehicle is required to participate in heat exchange is shown. When the passenger compartment has a heating requirement, the battery temperature Tbattery is greater than T preset 1, and the battery has a cooling requirement, the system circulation flow path is as follows: firstly, high-temperature and high-pressure exhaust gas of a compressor 1 passes through an in-vehicle condenser 22 to heat a passenger compartment, the refrigerant is cooled into high-pressure liquid refrigerant, the refrigerant passes through a fourth throttling element 34 and is throttled to intermediate pressure, a part of the refrigerant passes through a first flow path switching valve 71 and is throttled by a third throttling element 33, the refrigerant enters a battery radiator 8 to cool a battery, then enters a second flow path switching valve 72, and a gas-liquid separator 92 returns to the compressor 1; the other part of the refrigerant enters the flash tank 91, and the gas flashed fast in the flash tank enters the compressor through the fourth shutoff valve 64 and the gas supplementing port of the compressor to complete the gas supplementing circulation; the liquid under the flash tank reaches a saturated state, enters the heat exchanger 4 outside the vehicle after being throttled by the second throttling element 32, absorbs the heat in the air, then passes through the second stop valve 62, and returns to the compressor 1 for air suction through the first flow path switching valve 71 and the gas-liquid separator 92 after the heat is absorbed by the electric control radiator 5 of the motor, thereby completing a cycle.

Referring to fig. 8, when the operation mode is the battery preheating mode, the second end and the third end of the first flow path switching valve 71, the first end and the fourth end of the first flow path switching valve 71, and the first end and the third end of the second flow path switching valve 72 are controlled to communicate, the first on-off valve 61 and the fourth on-off valve 64 communicate, the second on-off valve 62 and the third on-off valve 63 are controlled to be off, specifically, when the battery temperature tmin is less than T preset 3, and the battery has a heating requirement, the system circulation flow path is as follows: first, the high-temperature and high-pressure exhaust gas from the compressor 1 enters the battery radiator 8 through the second flow path switching valve 72, heats the battery, cools the refrigerant into a high-pressure liquid state, is throttled to an intermediate pressure by the third throttling element 33, enters the first flow path switching valve 71, and then enters the flash tank 91. The gas rapidly flashed in the flash tank passes through the fourth shut-off valve 64 and enters the compressor through the gas supplementing port of the compressor to complete the gas supplementing circulation; the liquid under the flash tank reaches a saturated state, enters the heat exchanger 4 outside the vehicle after being throttled by the second throttling element 32, absorbs the heat in the air, passes through the first on-off valve 61, enters the first flow path switching valve 71, and returns to the compressor 1 for air suction by the gas-liquid separator 92, so that a heating cycle is completed.

Referring to fig. 9, when the operation mode is the passenger compartment heating mode, the first and fourth ends of the first flow path switching valve 71 are controlled to communicate, the second and third ends are controlled to communicate, the ports of the second flow path switching valve 72 are controlled to be blocked, the first and fourth on-off valves 61 and 64 communicate, the second and third on-off valves 62 and 63 are controlled to communicate, specifically, firstly, the high-temperature and high-pressure exhaust gas of the compressor 1 passes through the internal condenser 22 to heat the passenger compartment, the refrigerant is cooled into a high-pressure liquid refrigerant, passes through the fourth throttling element 34, is throttled to an intermediate pressure, and then enters the flash tank 91; the gas rapidly flashed in the flash tank passes through the fourth shut-off valve 64 and enters the compressor through the gas supplementing port of the compressor to complete the gas supplementing circulation; the liquid under the flash evaporator 91 reaches a saturated state, enters the external heat exchanger 4 after being throttled by the second throttling element 32, absorbs the heat in the air, then passes through the first on-off valve 61, passes through the first flow path switching valve 71, and returns to the compressor 1 through the gas-liquid separator 92 for air suction, thereby completing a heating cycle.

Further, based on the pipeline circulation structure shown in fig. 8 or fig. 9, the second on-off valve 62 can be further controlled to circulate, and the first on-off valve 61 can be further controlled to cut off, so that the electric control waste heat recovery of the motor is realized, and the circulation energy efficiency is improved.

In a specific embodiment, T is preset to 1=35 ℃, T is preset to 2=55 ℃, T is preset to 3=10 ℃, and of course, other reasonable values are possible.

According to the utility model discloses an embodiment still provides an electric automobile, including foretell car thermal management air conditioning system.

Those skilled in the art will readily appreciate that the advantageous features of the above described modes can be freely combined, superimposed and combined without conflict.

The above description is only exemplary of the present invention and should not be construed as limiting the present invention, and any modifications, equivalents and improvements made within the spirit and principles of the present invention are intended to be included within the scope of the present invention. The above is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.

Claims

1. A heat management air conditioning system for an automobile is characterized by comprising a compressor (1), an evaporator (21) in the automobile, a first throttling element (31), a second throttling element (32), a heat exchanger (4) outside the automobile, an electric control radiator (5) of a motor, a first on-off valve (61), a second on-off valve (62), a first flow path switching valve (71), a third throttling element (33) and a battery radiator (8), wherein an exhaust port of the compressor (1) is communicated with a first end of the second throttling element (32) through a first pipeline (100), a second end of the second throttling element (32) is communicated with the first end of the heat exchanger (4) outside the automobile, the second on-off valve (62) is connected with the electric control radiator (5) of the motor in series to form a first shunt branch (101), a flow path of the first on-off valve (61) is a second shunt branch (102), the first shunt branch (101) is connected with the second shunt (102) in parallel to form a first parallel pipeline, the first end of the first parallel pipeline is communicated with the second end of the heat exchanger (4), the first end of the first shunt branch (71) is communicated with the first end of the heat exchanger through the first flow path switching valve (33), and the second flow path of the first shunt valve (33) is communicated with the first end of the battery radiator (8), the second end of the battery radiator (8) is communicated with an air suction port of the compressor (1) through a second pipeline (200), the second end of the first parallel pipeline is further communicated with the air suction port of the compressor (1) through a third pipeline (300), the first throttling element (31) and the in-vehicle evaporator (21) are connected to the third pipeline (300) in series, the first throttling element (31) is located on one side, close to the first flow path switching valve (71), of the in-vehicle evaporator (21), and a flow path between the first end and the second end of the first flow path switching valve (71) can be controlled to be switched on and off.

2. The automotive thermal management air-conditioning system according to claim 1, wherein the first flow switching valve (71) further comprises a third end and a fourth end, the third end of the first flow switching valve (71) is communicated with the first end of the second throttling element (32) through a fourth pipeline (400), the fourth end of the first flow switching valve (71) is communicated with the third pipeline (300) through a fifth pipeline (500), a second flow switching valve (72) is further connected to the third pipeline (300), the second flow switching valve (72) comprises a first end communicated with the second end of the battery radiator (8), a second end communicated with a suction port of the compressor (1) and located on the side, away from the compressor (1), of a communication point of the fifth pipeline (500) and the second pipeline (200), and a third end of the second flow switching valve (72) is communicated with a discharge port of the compressor (1) through a sixth pipeline (600).

3. The automotive thermal management air-conditioning system according to claim 2, characterized in that the first flow path switching valve (71) is a four-way valve and/or the second flow path switching valve (72) is a three-way valve.

4. The thermal management air-conditioning system for automobiles according to claim 2 or 3, characterized in that the compressor (1) is an air-supplying enthalpy-increasing compressor, the first pipeline (100) is connected with an flash evaporator (91) in series, an air-supplying port of the flash evaporator (91) is in controllable communication with an air-supplying port of the compressor (1) through an air-supplying pipeline (700), and the fourth pipeline (400) is in communication with the flash evaporator (91).

5. The automotive thermal management air conditioning system according to claim 4, further comprising an internal condenser (22) and a fourth throttling element (34), wherein the internal condenser (22) and the fourth throttling element (34) are sequentially connected in series to form a seventh pipeline (800), the first pipeline (100) is provided with a third cut-off valve (63), and a pipeline section where the third cut-off valve (63) is located and a pipeline section where the internal condenser (22) and the fourth throttling element (34) are located form a second parallel pipeline.

6. The thermal management air-conditioning system for the automobile is characterized in that a fourth shutoff valve (64) is connected to the air supplementing pipeline (700) in series.

7. An electric vehicle, characterized by comprising the vehicle thermal management air-conditioning system of any one of claims 1 to 6.