WO2022141149A1 - 车辆热管理系统、驱动装置和电动汽车 - Google Patents

车辆热管理系统、驱动装置和电动汽车 Download PDF

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Publication number
WO2022141149A1
WO2022141149A1 PCT/CN2020/141217 CN2020141217W WO2022141149A1 WO 2022141149 A1 WO2022141149 A1 WO 2022141149A1 CN 2020141217 W CN2020141217 W CN 2020141217W WO 2022141149 A1 WO2022141149 A1 WO 2022141149A1
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WIPO (PCT)
Prior art keywords
bridge arms
resistance
control
battery
management system
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Application number
PCT/CN2020/141217
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English (en)
French (fr)
Inventor
黄鑫
张智敏
任鑫
胡浩茫
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华为技术有限公司
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Publication date
Application filed by 华为技术有限公司 filed Critical 华为技术有限公司
Priority to PCT/CN2020/141217 priority Critical patent/WO2022141149A1/zh
Priority to EP20967495.1A priority patent/EP4261063A4/en
Priority to CN202080004173.4A priority patent/CN112770924B/zh
Priority to JP2023539994A priority patent/JP2024502042A/ja
Publication of WO2022141149A1 publication Critical patent/WO2022141149A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
    • H05B1/00—Details of electric heating devices
    • H05B1/02—Automatic switching arrangements specially adapted to apparatus ; Control of heating devices
    • H05B1/0227—Applications
    • H05B1/023—Industrial applications
    • H05B1/0236—Industrial applications for vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/008—Arrangement or mounting of electrical propulsion units with means for heating the electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present application relates to the field of electric vehicles, in particular to a vehicle thermal management system, a driving device and an electric vehicle.
  • the thermal management system for the passenger compartment and drive system of the car (for example, the engine of the traditional fuel car, the electric car temperature control of components such as batteries, etc. Therefore, the thermal management system is an important system of the car.
  • the thermal management system is more important and more demanding.
  • the thermal management system of an electric vehicle needs to control the battery (for example, the power battery of the electric vehicle), the electric drive unit (for example, the drive motor that uses the electric energy provided by the power battery to provide power for the driving of the electric vehicle), the on-board charger, and the occupants.
  • the cabins are temperature controlled. Specifically, in the case of high temperature, it is necessary to dissipate heat from the battery, electric drive unit, on-board charging unit, passenger compartment, etc. At low temperatures, the thermal management system needs to specifically heat the battery, passenger compartment, etc.
  • thermal management systems for electric vehicles are expensive and bulky.
  • Embodiments of the present application provide a vehicle thermal management system, a driving device, and an electric vehicle, which can drive an air conditioner compressor and a heating resistor through a single driving device, thereby reducing the cost of the thermal management system of the electric vehicle.
  • an embodiment of the present application provides a thermal management system for temperature control of an electric vehicle, including: a motor, N resistance branches, and a driver for driving the motor and resistors on the N resistance branches, N is a positive integer greater than 1.
  • the motor is used to rotate under the action of alternating current to drive the air conditioner compressor to work.
  • the driver includes a control circuit and an inverter circuit.
  • Each bridge arm of the N bridge arms of the inverter circuit is connected to one terminal of the motor, and different bridge arms are connected to different terminals; the midpoints of each bridge arm of the N bridge arms are respectively connected to N resistors One resistance branch in the branch, and the resistance branches connected to different bridge arms are different; a first switch is respectively coupled between the midpoint of each bridge arm and the resistance branch connected to the bridge arm.
  • the control circuit is used to control the first switches corresponding to the N bridge arms to be in an open state, and to control the inverter circuit to output alternating current to the motor; the control circuit is used to control the first switches corresponding to the N bridge arms to be in a closed state , and control the inverter circuit to output current to N resistance branches.
  • the driver in the thermal management system provided by the embodiment of the present application can be used to drive the air conditioner compressor to work, and also can be used to drive the heating resistor to work, so it is not necessary to provide a set of driving devices for the compressor and the heating resistor, respectively. It is realized that while the cost of the thermal management system is reduced, the space of the thermal management system is also saved and the volume of the thermal management system is reduced.
  • the driver when the difference obtained by subtracting the energy efficiency ratio of the resistor from the energy efficiency ratio of the compressor is greater than or equal to the first threshold, the driver is used to drive the motor independently to drive the compressor.
  • the driver when the energy efficiency ratio of the compressor is greater than that of the resistor, the driver can drive the compressor to work, but not drive the resistor to work, so as to save energy consumption.
  • the driver when the difference obtained by subtracting the energy efficiency ratio of the compressor from the energy efficiency ratio of the resistor is greater than or equal to the second threshold, the driver is used to independently drive the resistance on the resistance branch to work.
  • the driver can drive the resistor to heat, but not drive the compressor to heat, so as to save energy consumption.
  • the driver further includes a second switch disposed between the first resistance branch and the battery, where the first resistance branch is one or more resistance branches among the N resistance branches; wherein , the control circuit is used to control the first switches corresponding to the N bridge arms to be in an open state, and to control the second switches to enter a closed state, so that the resistance on the first resistance branch can obtain current from the battery.
  • the battery can be one or more resistors in the N resistor branches when the first switches corresponding to the N bridge arms are all turned off.
  • Branch power supply whereby the simultaneous operation of the compressor and the resistor can be controlled by a single driver.
  • the second switch includes one or more switches, and the switches in the one or more switches are in one-to-one correspondence with the resistance branches in the one or more resistance branches.
  • a second switch may be provided for each resistance branch of the one or more resistance branches, so that the number of resistances operating simultaneously with the compressor can be adjusted.
  • the second switch is arranged between the first resistor and the negative electrode of the battery.
  • the second switch can be used as a low-side drive for the first resistor, which can improve the safety of the thermal management system and further reduce the cost of the thermal management system.
  • the driver when the difference between the energy efficiency ratio of the compressor and the energy efficiency ratio of the resistance is within a preset range, the driver is used to drive the compressor and the resistances on one or more resistance branches to work simultaneously.
  • the air conditioner and the resistance heating can be used at the same time.
  • the switch element on one side of the midpoint of the bridge arm is the third switch element coupled to the first pole of the battery, and the switch element on the other side is the third switch element coupled to the second pole of the battery Four switching elements;
  • the control circuit is used to control the third switching elements on the N bridge arms to open at the same time, and control the fourth switching elements on the N bridge arms to close at the same time, so that the inverter circuit outputs to the N resistance branches current.
  • the inverter circuit by controlling the switching elements on one side of the bridge arm in the inverter circuit to be turned off at the same time, and the switching elements on the other side to be closed at the same time, the inverter circuit can be used as the power circuit of the resistance branch, Output current to the resistor branch.
  • the first pole is the positive pole of the battery, and the second pole is the negative pole of the battery; or, the first pole is the negative pole of the battery, and the second pole is the positive pole of the battery.
  • the lower arm of the inverter circuit can be used as the low-side drive of the N resistance branches, or the upper arm of the inverter circuit can be used as the high-side drive of the N resistance branches drive.
  • flexible control of the N resistance branches can be realized.
  • control circuit is used to control the duration of the fourth switching element on the N bridge arms to be in a closed state in a single pulse period, so as to control the magnitude of the current output by the inverter circuit to the N resistors.
  • the magnitude of the current output to the N resistance branches can be controlled by controlling the duty ratio of the fourth switching element, so as to realize flexible control of the power of the N resistance branches.
  • the driver includes a relay, and the relay is used as the first switch corresponding to the N bridge arms; or, the first switch corresponding to one or more bridge arms in the N bridge arms is a circuit breaker or, the first switch corresponding to one or more of the N bridge arms is an insulated gate bipolar transistor IGBT or a metal oxide semiconductor field effect transistor MOSFET.
  • the switching elements between the inverter circuit and the heating resistor can be selected in various ways, so that the driver can be flexibly designed.
  • the resistances in the N resistance branches are positive temperature coefficient thermal resistances PTC.
  • the resistance value of PTC increases with the increase of temperature, which has high safety.
  • the heating resistor adopts PTC, which can improve the safety of the thermal management system.
  • an embodiment of the present application provides a drive device, the drive device includes: a control circuit and an inverter circuit with N bridge arms, where N is a positive integer greater than 1; wherein, each of the N bridge arms The midpoints of the bridge arms are each used to connect one terminal in the motor, and the terminals connected to different bridge arms of the N bridge arms are different; wherein, the motor is used to drive the compressor of the air conditioner to work when it rotates, so that the air conditioner can be heated or Refrigeration; the midpoint of each bridge arm of the N bridge arms is used to connect one resistance branch of the N resistance branches, and the resistance branches connected to different bridge arms of the N bridge arms are different; the N bridge arms A first switch is respectively coupled between the midpoint of each bridge arm and the resistance branch connected to each bridge arm; one or more resistances are set on each resistance branch of the N resistance branches, and the resistance It is used to convert electrical energy into heat energy; the control circuit is used to control the first switches corresponding to the N bridge arms to be in the off state, and
  • control circuit when the difference obtained by subtracting the energy efficiency ratio of the resistor from the energy efficiency ratio of the compressor is greater than or equal to the first threshold, the control circuit is configured to control the first switches corresponding to the N bridge arms to be in the Disconnect state, and control the inverter circuit to output alternating current to the motor.
  • control circuit when the difference obtained by subtracting the energy efficiency ratio of the compressor from the energy efficiency ratio of the resistor is greater than or equal to the second threshold, the control circuit is configured to control the first switches corresponding to the N bridge arms to be in the closed state, and control the inverter circuit to output current to N resistance branches.
  • the driving device further includes a second switch disposed between the first resistance branch and the battery, and the first resistance branch is one or more resistance branches in the N resistance branches;
  • the control circuit is used to control the first switches corresponding to the N bridge arms to be in an open state, and to control the second switches to enter a closed state, so that the resistance on the first resistance branch can obtain current from the battery.
  • the second switch includes one or more switches, and the switches in the one or more switches are in one-to-one correspondence with the resistance branches in the one or more resistance branches.
  • the second switch is arranged between the first resistance branch and the negative electrode of the battery.
  • the control circuit when the difference between the energy efficiency ratio of the compressor and the energy efficiency ratio of the resistor is in a preset range, the control circuit is used to control the first switches corresponding to the N bridge arms to be in an off state , and control the second switch to enter a closed state, so that the resistance on the first resistance branch draws current from the battery.
  • the switching element on one side of the midpoint of the bridge arm is the third switching element coupled to the first pole of the battery, and the switching element on the other side is the fourth switching element coupled to the second pole of the battery switch element;
  • the control circuit is used to control the third switch element on the N bridge arms to open at the same time, and control the fourth switch element on the N bridge arms to close at the same time, so that the inverter circuit outputs current to the N resistance branches .
  • the first pole is the positive pole of the battery, and the second pole is the negative pole of the battery; or, the first pole is the negative pole of the battery, and the second pole is the positive pole of the battery.
  • control circuit is used to control the length of time that the fourth switching elements on the N bridge arms are in a closed state in a single pulse cycle, so as to control the current output from the inverter circuit to the N resistance branches. size.
  • the driving device includes a relay, and the relay is used as the first switch corresponding to the N bridge arms; or, the first switch corresponding to one or more bridge arms in the N bridge arms is an open circuit or, the first switch corresponding to one or more of the N bridge arms is an insulated gate bipolar transistor IGBT or a metal oxide semiconductor field effect transistor MOSFET.
  • the driving device provided in the second aspect can be used to drive the compressor and the motor of the thermal management system provided in the first aspect, and for the beneficial effects, reference may be made to the beneficial effects of the thermal management system provided in the first aspect above. introduce.
  • embodiments of the present application provide an electric vehicle, including the thermal management system provided in the first aspect or the drive device provided in the second aspect.
  • the thermal management system and the driving device provided by the embodiments of the present application can use a single driving device or driver to realize the driving of the compressor and the heating resistor, which saves the use of electronic components and lines, which can not only reduce the cost of the thermal management system, but also reduce the cost of the thermal management system.
  • the space of the thermal management system is saved, so that the volume of the thermal management system can be designed smaller; and additional high and low pressure separation is not required, further reducing the cost of the thermal management system.
  • FIG. 1 is a schematic structural diagram of a driving device for driving a compressor to work
  • Fig. 2 is a kind of driving device structure schematic diagram for driving PTC to work
  • 3A is a schematic structural diagram of a thermal management system provided by an embodiment of the present application.
  • 3B is a schematic structural diagram of a thermal management system provided by an embodiment of the present application.
  • FIG. 3C is a schematic structural diagram of a resistance branch shown in FIG. 3A or FIG. 3B;
  • 3D is a schematic structural diagram of a resistance branch shown in FIG. 3A or FIG. 3B;
  • FIG. 4 provides a schematic diagram of the working principle of the thermal management system in the compressor independent working mode according to an embodiment of the present application
  • 5A is an input current simulation diagram of a compressor motor in a compressor independent working mode
  • FIG. 5B is a simulation diagram of the input current of the heating resistor under the independent working model of the compressor
  • FIG. 6 is a schematic diagram of the working principle of the thermal management system provided by the embodiment of the present application in the independent working mode of the heating resistor;
  • FIG. 7A is an input current simulation diagram of a compressor motor in a heating resistor independent working mode
  • 7B is an input current simulation diagram of each resistor in the heating resistor under the independent working mode of the heating resistor
  • FIG. 8 is a schematic diagram of the working principle of the thermal management system provided by the embodiment of the present application under the simultaneous working mode of the compressor and the heating resistor;
  • 9A is an input current simulation diagram of a compressor motor in a compressor and a heating resistor operating mode at the same time;
  • 9B is an input current simulation diagram of each resistor in the heating resistor under the simultaneous operation mode of the compressor and the heating resistor;
  • FIG. 10 is a schematic structural diagram of a thermal management system provided by an embodiment of the present application.
  • batteries of electric vehicles need to work within a suitable temperature range. If the battery temperature is too high, it will not only affect the life of the battery, but also may cause a safety risk. If the battery temperature is too low, the usable capacity of the battery may be greatly reduced, limiting the battery performance. Therefore, when the battery is operating, it is necessary to maintain the temperature of the battery within a certain range.
  • electric vehicles need to use the electric energy of the battery to heat the passenger compartment and other components.
  • the thermal management system of electric vehicles is more important and more demanding.
  • the thermal management system of electric vehicles includes water circuit, coolant circuit, temperature and pressure sensor, water valve, solenoid valve, water pump, air conditioning compressor, air conditioning box and positive temperature coefficient thermal resistance (positive temperature coefficient, PTC), etc.
  • water circuit coolant circuit
  • temperature and pressure sensor water valve
  • solenoid valve water pump
  • air conditioning compressor air conditioning box
  • positive temperature coefficient thermal resistance positive temperature coefficient, PTC
  • the electric vehicle may be a pure electric vehicle (pure electric vehicle/battery electric vehicle, pure EV/battery EV), a hybrid electric vehicle (HEV), a range extended electric vehicle (range extended electric vehicle) vehicle, REEV), plug-in hybrid electric vehicle (PHEV) or new energy vehicle (NEV), etc.
  • a pure electric vehicle pure electric vehicle/battery electric vehicle, pure EV/battery EV
  • HEV hybrid electric vehicle
  • REEV range extended electric vehicle
  • PHEV plug-in hybrid electric vehicle
  • NEV new energy vehicle
  • An air conditioner compressor can be simply referred to as a compressor. It can be understood that, generally speaking, the energy efficiency of the compressor is relatively high, which can reach about 3:1. That is to say, the compressor can transfer about 3 kilowatts of heat while consuming 1 kilowatt of electricity. However, at lower ambient temperatures, the energy efficiency ratio of the compressor will decrease. For example, for a compressor using R134A refrigerant as the coolant, its energy efficiency ratio is only about 1:1 when the ambient temperature is about minus 7°C. As the ambient temperature decreases, the energy efficiency ratio of the compressor will further decrease. At very low ambient temperatures, the compressor coolant may not be able to build pressure. Specifically, the compressor's condenser and accumulator are at temperatures that are too low to have sufficient pressure to deliver liquid coolant to the evaporator when the compressor is activated.
  • PTC can be used to heat water in the water circuit so that other components can be heated by the water circuit.
  • the resistance value of PTC increases with the increase of temperature, which has high safety.
  • thermal management systems can use PTC to heat batteries, etc.
  • both the compressor and the PTC can be used to heat the battery etc.
  • the compressor alone can be used to heat or cool batteries, etc.
  • the extremely low ambient temperature, the lower ambient temperature, and the higher ambient temperature correspond to different temperature ranges respectively.
  • the temperature ranges corresponding to extremely low ambient temperatures may be different, the temperature ranges corresponding to lower ambient temperatures may also be different, and the temperature ranges corresponding to higher ambient temperatures may also be different.
  • the extremely low ambient temperature can be below -15°C
  • the lower ambient temperature can be -15°C to -7°C
  • the higher ambient temperature It can be above minus 7°C.
  • the thermal management system uses two independent drives to control the compressor and PTC.
  • the driving device for controlling the compressor may be as shown in FIG. 1
  • the driving device for controlling the PTC may be as shown in FIG. 2 .
  • one drive is required for the compressor and another for the PTC.
  • the thermal management system of an electric vehicle needs to provide a space for accommodating the two driving devices at the same time, thus resulting in a larger volume of the thermal management system.
  • the power of the compressor and the power of the PTC are both around 8 kilowatts, which requires high-voltage power supply.
  • both the power circuit of the compressor drive device and the power circuit of the PTC drive device need to use high-voltage power supply wiring harnesses and supporting connectors, fuses, etc., which makes the circuit cost relatively high.
  • the drive device of the compressor and the drive device of the PTC both require high and low voltage isolation between the power circuit and the control circuit, which also increases the cost of the thermal management system.
  • the embodiment of the present application provides a thermal management system, which can use a driver to drive a compressor and a heating resistor to work, so that the cost of the thermal management system can be saved and the volume of the thermal management system can be reduced.
  • Figure 3A shows an example of a thermal management system.
  • the thermal management system may include motor 300 .
  • the motor 300 can rotate under the driving of alternating current to drive the compressor of the air conditioner to work, so that the air conditioner can cool or heat.
  • the motor 300 may have N terminals. N is a positive integer greater than 1.
  • the N terminals may receive alternating current to cause the motor 300 to rotate.
  • N may be 3, and then the three terminals of the motor 300 are a U-phase terminal, a V-phase terminal, and a W-phase terminal, respectively.
  • the thermal management system may include heat generating resistor 400 .
  • the heating resistor 400 may be composed of N resistance branches, and the N resistance branches may be arranged in parallel. That is, different resistance branches among the N resistance branches are connected in parallel.
  • the resistors in the N resistance branches are turned on, the electrical energy can be converted into heat energy, thereby dissipating heat.
  • the N resistance branches may include a resistance branch 410 , a resistance branch 420 , and a resistance branch 430 .
  • the N resistance branches may include a resistance branch 410 , a resistance branch 420 , a resistance branch 430 , and a resistance branch 440 .
  • the heating resistor 400 shown in FIG. 3A and FIG. 3B only illustrates the number of resistor branches included in the thermal management system, and is not limited.
  • the thermal management system may also include other numbers of resistance branches, such as 5 resistance branches or 6 resistance branches, etc., which will not be listed one by one here.
  • the resistances on the resistance branches of the N resistance branches may be PTCs.
  • one resistance branch of the N resistance branches may be provided with a resistance.
  • a plurality of resistors may be provided on one resistance branch of the N resistance branches.
  • multiple resistors on the same resistor branch can be arranged in series.
  • the resistance branch 410 may be formed by connecting a resistor 411 and a resistor 412 in series.
  • the circuit branch 410 is provided with the resistor 411 and the resistor 412 which are arranged in series.
  • multiple resistors on the same resistor branch may be arranged in parallel.
  • the resistance branch 410 may be formed by a resistor 411 and a resistor 412 in parallel.
  • the thermal management system may include a driver 500 , which may be used to control the rotation of the motor 300 and control the heating resistor 400 to generate heat.
  • the driver 500 may include an inverter circuit 510 .
  • the inverter circuit 510 may include 2N switching elements, and each of the two switches may be arranged in series to form a bridge arm or arm. 2N switching elements can form N bridge arms. Different bridge arms in the inverter circuit 510 are arranged in parallel. One switching element on each bridge arm is coupled to the positive terminal of the battery 600 and the other switching element is coupled to the negative terminal of the battery. In other words, one switching element on each bridge arm is closer to the positive electrode of the battery 600 on the electrical circuit, and the other switching element is closer to the negative electrode of the battery 600 .
  • the switching element coupled to the positive electrode of the battery refers to the switching element on the positive side of the battery, or in other words, the switching element close to the positive electrode of the battery on the electrical circuit.
  • the switching element coupled to the negative electrode of the battery refers to the switching element on the negative side of the battery, or in other words, the switching element close to the negative electrode of the battery on the electrical line.
  • the switching element coupled to the positive electrode of the battery may be called the upper bridge arm or the bridge arm upper tube
  • the switching element coupled to the negative electrode of the battery may be called the lower bridge arm or the bridge arm lower tube.
  • the point between the two switching elements on each bridge arm may be referred to as the midpoint. That is, for a bridge arm, its midpoint lies between its lower bridge arm and its upper bridge arm.
  • the switching element included in the inverter circuit 510 may be an element made of semiconductor silicon, such as an insulated gate bipolar transistor (IGBT), a metal oxide semiconductor field effect transistor ( metal-oxide-semiconductor field effect transistor, MOSFET), etc., will not be listed here.
  • IGBT insulated gate bipolar transistor
  • MOSFET metal oxide semiconductor field effect transistor
  • the inverter circuit 510 may include three bridge arms, that is, the inverter circuit 510 may be a three-phase bridge circuit.
  • the inverter circuit 510 may include a bridge arm 511 , a bridge arm 512 , and a bridge arm 513 . Each bridge arm is arranged in parallel.
  • a switch element 5111 and a switch element 5112 are provided on the bridge arm 511 .
  • the switching element 5111 and the switching element 5112 are arranged in series, wherein the switching element 5111 is coupled to the positive electrode of the battery 600 and the switching element 5112 is coupled to the negative electrode of the battery 600 . There is a midpoint 5113 between the switching element 5111 and the switching element 5112.
  • the bridge arm 512 is provided with a switch element 5121 and a switch element 5122 .
  • the switching element 5121 and the switching element 5122 are arranged in series, wherein the switching element 5121 is coupled to the positive electrode of the battery 600 and the switching element 5122 is coupled to the negative electrode of the battery 600 .
  • a switch element 5131 and a switch element 5132 are provided on the bridge arm 513 .
  • the switching element 5131 and the switching element 5132 are arranged in series, wherein the switching element 5131 is coupled to the positive electrode of the battery 600 and the switching element 5132 is coupled to the negative electrode of the battery 600 .
  • the midpoint of each bridge arm may be connected to one of the N terminals of the motor 300 .
  • the terminals connected to the midpoints of different bridge arms are different. That is to say, the bridge arms of the N bridge arms correspond to the terminals of the N terminals in one-to-one correspondence, and the midpoint of each bridge arm can be connected to the corresponding terminal of the bridge arm.
  • the midpoint 5113 can be connected to one terminal of the motor 300
  • the midpoint 5123 can be connected to another terminal of the motor 300
  • the midpoint 5133 is connected to the remaining one terminal of the motor 300 .
  • the midpoint of each bridge arm may be connected to one resistance branch of the N resistance branches of the heating resistor 400 .
  • the resistance branches connected to the midpoints of different bridge arms are different. That is to say, the bridge arms in the N bridge arms and the resistance branches in the N resistance branches correspond one-to-one, and the midpoint of each bridge arm can be connected to the resistance branch corresponding to the bridge arm.
  • the resistance branch 430 corresponds to the bridge arm 511
  • the midpoint 5113 can be connected to the resistance branch 430 .
  • the resistance branch 420 corresponds to the bridge arm 512
  • the midpoint 5123 can be connected to the resistance branch 420 .
  • the resistance branch 410 corresponds to the bridge arm 513 , and the midpoint 5133 is connected to the resistance branch 410 . It can be understood that the midpoint of each bridge arm is connected to one end of the corresponding resistance branch, and the other end of the resistance branch is directly connected to the battery 600 .
  • the end of the resistance branch connected to the midpoint of the bridge arm can be called the D1 end, and the end directly connected to the battery is called the D2 end.
  • terminal D2 may be the positive terminal of the resistance branch, that is, the resistance branch is directly connected to the positive terminal of the battery 600 .
  • D1 may be the negative terminal of the resistor, that is, the resistor branch is indirectly connected to the negative terminal of the battery 600 through the midpoint of the bridge arm.
  • the relevant switching elements in the inverter circuit 510 can be driven as a low-side drive to control the current output from the battery 600 to the resistance branch.
  • the terminal D1 of the resistor may be the negative terminal of the resistor branch, and the terminal D2 of the resistor may be the positive terminal of the resistor branch. Therefore, the relevant switching elements in the inverter circuit 510 can be driven as high-side, and control the current output by the battery 600 to the resistance branch.
  • Each bridge arm of the inverter circuit 510 may also correspond to a switching element S (not shown).
  • Each switching element S may be disposed on the connection line between the midpoint of the corresponding bridge arm and the resistance branch corresponding to the bridge arm. When a switch element S is closed, the midpoint of the bridge arm corresponding to the switch element S is connected to the corresponding resistance branch. When a switch element S is turned off, the midpoint of the bridge arm corresponding to the switch element S is disconnected from the resistance branch corresponding to the bridge arm.
  • the switch element S corresponding to each bridge arm of the inverter circuit 510 may be integrated into the repeater 520 .
  • the inverter circuit 510 and the heating resistor 400 can be provided with the relay 520, which can be used to control the connection or disconnection between the midpoint of each bridge arm in the inverter circuit 510 and the corresponding resistance branch in the heating resistor 400.
  • the relay 520 can be used as the switching element S corresponding to the N bridge arms of the inverter circuit 510 , or in other words, the switching element S corresponding to the N bridge arms can be integrated into the relay 520 .
  • the D1 terminal of one or more resistance branches in the heating resistor 400 can also be directly connected to the battery 600 , and the D1 terminal and the battery 600 are connected directly.
  • a switch element 540 is provided on the connecting line between the two.
  • the electrode of the battery 600 connected to the D1 end of the one or more resistance branches is different from the electrode of the battery 600 connected to the D2 end of the one or more resistance branches.
  • the D1 terminal of the one or more resistance branches is connected to the negative pole of the battery 600 .
  • the D1 terminal of the one or more resistance branches is connected to the positive pole of the current 600 .
  • the driver 500 may further include a control circuit 530 .
  • the control circuit 530 can control the respective on-off states of the switching elements in the driver 500 .
  • the switching elements in the driver 500 may include each switching element in the inverter circuit 510 , each switching element S between the inverter circuit 510 and the heating resistor 400 , and the switching element 540 . Accordingly, the control circuit 530 can control the current output from the battery 600 to the motor 300 and the current output from the battery 600 to the heating resistor 400 .
  • Controlling the on-off state of the switch element may specifically refer to controlling the switch element to open or close, thereby opening or closing the electrical circuit where the switch element is located.
  • the control circuit 530 may include a driving circuit 531 and a decision circuit 532 .
  • the decision circuit 532 may generate a control command and send it to the driving circuit 531 .
  • the driving circuit 531 can control the respective on-off states of the switching elements in the driver 500 according to the control command.
  • the control command may be a low voltage (eg 5V) logic signal.
  • the driving circuit 531 can amplify the low-voltage logic signal into a high-voltage (eg, 15V) signal that can drive the switching element to open or close.
  • the structure of the thermal management system provided by the embodiments of the present application is exemplarily introduced above.
  • the thermal management system may be in a compressor independent operation mode, ie, the motor 300 is independently controlled by the driver 500 .
  • the thermal management system can also be in the heating resistor independent working mode, that is, the heating resistor 400 is independently controlled by the driver 500.
  • the thermal management system may be in a compressor independent operating mode.
  • the energy efficiency ratio of the compressor is affected by the ambient temperature of the compressor. If the ambient temperature of the compressor is high, the energy efficiency ratio of the compressor can be greater than 1 (ie 1:1), for example, it can reach about 3 (ie 3:1).
  • the principle of resistance heating is to convert electrical energy into thermal energy.
  • the energy efficiency ratio of the resistor can be 1. However, in practical applications, limited by line losses, etc., the energy efficiency ratio of the resistor is usually about 0.9.
  • the energy efficiency ratio of the resistor can be set to a fixed value, such as 0.9.
  • the thermal management system may adopt the compressor independent working mode to save energy consumption when the energy efficiency ratio of the compressor is greater than the energy efficiency ratio of the resistor.
  • the control circuit 530 may determine whether the difference obtained by subtracting the energy efficiency ratio of the resistor from the energy efficiency ratio of the compressor is greater than or equal to the threshold value Y1. If the difference is greater than or equal to the threshold value Y1, the thermal management system can be controlled to enter the compressor independent working mode.
  • the threshold Y1 may be preset, for example, may be 0.1, or 0.2, etc., which will not be listed one by one here.
  • the energy efficiency ratio of the compressor may be determined by the ambient temperature of the compressor. For example, a one-to-one correspondence between temperatures in multiple temperatures and energy efficiency ratios in multiple energy efficiency ratios may be set.
  • the control circuit 530 can obtain the current ambient temperature of the compressor, and then use the ambient temperature and the corresponding relationship to determine the current energy efficiency ratio of the compressor, and then can determine whether the difference obtained by subtracting the energy efficiency ratio of the resistor from the current energy efficiency ratio of the compressor is not. greater than or equal to the threshold Y1. If the difference is greater than or equal to the threshold value Y1, the thermal management system can be controlled to enter the compressor independent working mode.
  • the thermal management system can be controlled to enter the compressor independent working mode.
  • the energy efficiency ratio of the compressor can be determined according to the coolant of the compressor and the ambient temperature of the compressor. For example, the energy efficiency ratio corresponding to each coolant in multiple coolants at multiple different temperatures can be set or recorded.
  • the current energy efficiency of the compressor can be determined. ratio, and then it can be determined whether the difference obtained by subtracting the energy efficiency ratio of the resistor from the current energy efficiency ratio of the compressor is greater than or equal to the threshold value Y1. If the difference is greater than or equal to the threshold value Y1, the thermal management system can be controlled to enter the compressor independent working mode.
  • the ambient temperature of the compressor mentioned above refers to the temperature of the environment where the compressor is located.
  • a temperature sensor may be provided near the compressor.
  • the temperature sensor can send the collected temperature to the control circuit 530 in real time, or send the most recently collected temperature to the control circuit 530 every T time period.
  • the ambient temperature where the compressor is located may refer to the ambient temperature outside the vehicle of the vehicle where the compressor is located.
  • the outside ambient temperature sensor of the vehicle may send the collected temperature to the control circuit 530 in real time, or send the most recently collected temperature to the control circuit 530 every T time period.
  • the control circuit 530 may control the switching element S between the inverter circuit 510 and the heating resistor 400 to be turned off and the switching element 540 to be turned off.
  • controlling the switching element S between the inverter circuit 510 and the heating resistor 400 to be turned off may specifically mean that the control relay 520 is turned off.
  • the control circuit 530 can control the closing and opening of each switching element in the inverter circuit 510 to convert the direct current output by the battery 600 into an alternating current, so as to drive the motor 300 to rotate. Taking the structure of the inverter circuit 510 as shown in FIG.
  • the inverter circuit 510 when the switching element 5111 and the switching element 5112 are closed, and the other switching elements of the inverter circuit 510 are open, the inverter circuit 510 outputs the output signal to the motor 300 .
  • the current direction is the direction F1.
  • the direction F2 and the direction F1 are opposite. In this way, an alternating current can be generated.
  • the foregoing description only illustrates the process of the inverter circuit 510 converting the direct current into the alternating current, and is not limited. Different switching elements in the inverter circuit 510 can be closed or opened under the control of the control circuit 530, and other forms or more complex alternating currents can be generated. For details, reference may be made to the introduction of the inverter circuit in the prior art, which will not be repeated here.
  • the control circuit 530 can control the amount of current output by the inverter circuit 510 to the motor 300 by controlling the duty cycle of the inverter circuit 510 to control the power of the motor 300 .
  • the duty cycle refers to the ratio of the power-on duration in a pulse cycle to the total duration of the pulse cycle.
  • a pulse period refers to the time period between the start of one power-on and the start of the next power-on in the case of intermittent or periodic power-on.
  • the current magnitude of the alternating current can be the average value of the current in one pulse period.
  • the magnitude of the alternating current can be controlled. For example, when the circuit is powered on, the output current of the circuit can be set to be 100A.
  • the duty cycle of the circuit can also be set to 25%, that is, in a pulse cycle, 25% of the time is powered on, and the remaining 75% of the time is not powered. Then in one pulse cycle, the current output by the circuit is 25A. In this way, by controlling the duty ratio of the inverter circuit 510 , an alternating current of any magnitude can be output to the motor 300 .
  • control circuit 530 can output the alternating current shown in FIG. 5A to the motor 300 by controlling the inverter circuit 510 .
  • the current amplitude is 19A.
  • the alternating current shown in FIG. 5A is for illustration only.
  • the control circuit 530 may control the inverter circuit 510 to input any desired current to the motor 300 .
  • the control method of the current size can be referred to the above introduction, and will not be repeated here.
  • each resistor in the heating resistor 400 is not energized, that is, the battery 600 does not supply power to each resistor in the heating resistor Input Current.
  • the current at each resistor in the heating resistor 400 is zero, as shown in FIG. 5B .
  • the thermal management system can be in a heating resistor independent mode of operation. If the ambient temperature of the compressor is low, the energy efficiency ratio of the compressor may be less than 1:1, or even lower than the energy efficiency ratio of the resistor.
  • the specific method of determining the energy efficiency ratio of the compressor and the energy efficiency ratio of the resistor can be referred to the above introduction, and will not be repeated here.
  • the thermal management system may adopt the independent working mode of the heating resistor in the case that the energy efficiency ratio of the compressor is smaller than that of the resistor, so as to save energy consumption.
  • control circuit 530 may determine whether the difference obtained by subtracting the energy efficiency ratio of the resistor from the energy efficiency ratio of the compressor is greater than or equal to the threshold value Y2. If the difference is greater than or equal to the threshold value Y2, the thermal management system can be controlled to enter the heating resistor independent working mode.
  • the threshold value Y2 may be preset, for example, may be 0.1, or 0.2, etc., which will not be listed one by one here.
  • control circuit 530 can control the switching element S between the inverter circuit 510 and the heating resistor 400 to close, and control all the upper bridge arms (or lower bridge arms) in the inverter circuit 510 to be turned off at the same time, And control all the lower bridge arms (or upper bridge arms) in the inverter circuit 510 to be closed at the same time, so that the battery 600 is connected to the heating resistor 400, thereby outputting current to the heating resistor 400, so that the heating resistor generates heat.
  • the inverter circuit 510 can be used as a low-side drive for the heating resistor 400 , so that the heating resistor 400 turns on the battery 600 .
  • the thermal management system when the thermal management system is in the heating resistor independent working mode, all the upper bridge arms in the inverter circuit 510 are in an open state, and the switching element S between the inverter circuit 510 and the heating resistor 400 is in a closed state . All the lower arms in the inverter circuit 510 are closed at the same time, so that the voltage difference between the different terminals of the motor 300 is zero, and no current input is generated. Simultaneous closing of all the lower arms in the inverter circuit 510 makes the resistance in the heating resistor 400 connect to the battery 600, so that electric energy can be obtained from the battery 600, thereby generating heat.
  • the control circuit 530 may control the duty cycle of the lower arm of the inverter circuit 510 , thereby controlling the magnitude of the current input by the heating resistor 400 .
  • the control circuit 530 controls the duty ratio of the lower arms of the inverter circuit 510, it needs to control all the lower arms of the inverter circuit 510 to close at the same time, and then control all the lower arms of the inverter circuit 510 to simultaneously close. open, and then control all the lower bridge arms of the inverter circuit 510 to close at the same time, . . .
  • the control circuit 530 controls the duty ratio of the lower arms of the inverter circuit 510, it needs to control all the lower arms of the inverter circuit 510 to close at the same time, and then control all the lower arms of the inverter circuit 510 to simultaneously close. open, and then control all the lower bridge arms of the inverter circuit 510 to close at the same time, . . .
  • the inverter circuit 510 can be used as a low-side drive for the heating resistor 400 .
  • the switching element 5111, the switching element 5121 and the switching element 5131 are all in an open state, and the relay 520 is in a closed state.
  • the switching element 5112 , the switching element 5122 and the switching element 5132 are closed at the same time, or are alternately closed at the same time and open at the same time, so that the heating resistor 400 can obtain power from the battery 600 to generate heat.
  • the inverter circuit 510 can be used as a high-side drive for the heating resistor 400 , so that the heating resistor 400 turns on the battery 600 .
  • the thermal management system is in the heating resistor independent working mode
  • all the lower bridge arms in the inverter circuit 510 are in an open state, and the switching element S between the inverter circuit 510 and the heating resistor 400 is in a closed state .
  • All the upper arms in the inverter circuit 510 are closed at the same time, so that the voltage difference between the different terminals of the motor 300 is zero, and no current input is generated. Simultaneous closing of all the upper bridge arms in the inverter circuit 510 makes the resistance in the heating resistor 400 connect to the battery 600, so that electrical energy can be obtained from the battery 600, thereby generating heat.
  • the control circuit 530 may control the duty cycle of the upper bridge arm of the inverter circuit 510 , thereby controlling the magnitude of the current input by the heating resistor 400 .
  • the control circuit 530 controls the duty ratio of the upper arms of the inverter circuit 510, it needs to control all the upper arms of the inverter circuit 510 to close at the same time, and then control all the upper arms of the inverter circuit 510 to simultaneously close. open, and then control all the upper bridge arms of the inverter circuit 510 to close at the same time, . . .
  • the control circuit 530 controls the duty ratio of the upper arms of the inverter circuit 510, it needs to control all the upper arms of the inverter circuit 510 to close at the same time, and then control all the upper arms of the inverter circuit 510 to simultaneously close. open, and then control all the upper bridge arms of the inverter circuit 510 to close at the same time, . . .
  • the input current of the motor 300 may be zero, as shown in FIG. 7A , and the input current of each resistor in the heating resistor 400 is not zero, as shown in FIG. 7B .
  • the thermal management system can drive the compressor to work and drive the heating resistor to work through a single driver, thereby saving the space of the thermal management system and reducing the cost of the thermal management system.
  • the D1 terminal of one or more resistance branches (for example, the resistance 430 branch) of the heating resistor 400 is directly connected to the battery 600 , and a switching element is provided on the connection line between the D1 terminal and the battery 600 .
  • the thermal management system can also be in the simultaneous operation mode of the compressor and the heating resistor, that is, the motor 300 and the heating resistor 400 are controlled by the driver 500 to work at the same time. .
  • the thermal management system can use the compressor and the heating resistor to work at the same time.
  • a range or interval may be preset, such as interval (-0.1, 0.1), or interval (-0.2, 0.2), etc., which will not be listed here.
  • the thermal management system may enter a simultaneous operation mode of the compressor and the heating resistor.
  • the switching element S or the relay 520 between the inverter circuit 510 and the heating resistor 400 is in an off state.
  • control circuit 530 can control the closing and opening of each switching element in the inverter circuit 510 to convert the direct current output from the battery 600 into an alternating current, thereby driving the motor 300 to rotate.
  • the input current of the motor 300 may be as shown in FIG. 9A .
  • control circuit 530 can control the switching element 540 to be closed, so that the one or more resistive branches can turn on the battery 600 to obtain electrical energy and generate heat.
  • control circuit 530 may also adjust the duty cycle of the switching element 540 to adjust the magnitude of the input current of the one or more resistive branches.
  • the one or more resistive branches may be partial resistive branches of the N resistive branches.
  • the one or more resistive branches may specifically be one resistive branch.
  • only one switching element 540 can be provided to realize the driving of the resistance branch.
  • the electronic components in the thermal management system are further saved, and the cost of the thermal management system is further reduced.
  • the one or more resistance branches may be the resistance branch 430
  • the switch element 540 is a switch element corresponding to the resistance branch 430 .
  • the one or more resistance branches may specifically be two or more resistance branches, and correspondingly, each resistance branch in the two or more resistance branches may be A switch element 540 is arranged between the D1 terminal of the MOSFET and the battery 600 to drive the two or more resistance branches respectively.
  • the one or more resistive branches may specifically be two or more resistive branches.
  • a switching element 540 may be provided between the D1 terminals of the two or more resistive branches and the battery 600 . That is, one switching element 540 can be used to drive the two or more resistive branches simultaneously.
  • the one or more resistance branches can be set as the resistance 430 branch.
  • the input current of the resistive branch 430 and other resistive branches may be as shown in FIG. 9B .
  • the resistance branch 430 can obtain the input current as shown in FIG. 9B , while the input current of the other resistance branches is zero.
  • the thermal management system can be put into the shutdown state first. And maintain for a certain period of time T1.
  • the duration T1 may specifically be about 500 ms.
  • it can be 500ms, or 550ms, or 450ms, etc., which are not listed here. That is to say, before closing the relay, stop the thermal management system for about 500ms, and then close the relay.
  • the specific scenarios are discussed.
  • the thermal management system may switch from the compressor and the heating resistor working mode at the same time to the heating resistor independent working mode.
  • the pull-in relay is required to use the inverter circuit 510 as the driving circuit of the heating resistor 400 .
  • the thermal management system can be put into a shutdown state, and the compressor and the heating resistor 400 can be completely stopped for a duration of T1. Then, the relay is closed to make the thermal management system enter the independent working mode of the heating resistor.
  • the thermal management system may switch from the compressor independent working mode to the heating resistor independent working mode.
  • the thermal management system can be put into the shutdown state first, so that the compressor completely stops working for a duration of T1, and then the relay is closed to make the thermal management system enter the independent working mode of the heating resistor.
  • the thermal management system is a large-time inertial system, and the shutdown state takes about 500ms, which does not cause too much influence on the heating of the vehicle.
  • the thermal management system provided by the embodiments of the present application can use a single driver to control the operation of the compressor and the heating resistor, which saves the use of electronic components and lines, which not only reduces the cost of the thermal management system, but also saves the thermal management system. space, so that the volume of the thermal management system can be designed smaller; and no additional high and low pressure separation is required, which further reduces the cost of the thermal management system.
  • a single electronic control unit electronic control unit, ECU
  • the ECU can control the independent work and cooperative work of the compressor and the PTC.
  • the ECU can be used as the driver 500 .

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Abstract

本申请涉及电动汽车领域，具体涉及一种车辆热管理系统、驱动装置和电动汽车。其中，该热管理系统包括:用于带动空调压缩机工作的马达，N个电阻支路，以及用于驱动马达和N个电阻支路上电阻工作的驱动器。该驱动器包括控制电路和逆变电路。其中，控制电路用于控制逆变电路向马达输出交变电流，以驱动马达旋转。控制电路还用于控制逆变电路向N个电阻支路输出电流，以使N个电阻支路上的电阻产生热量。由此，通过单个驱动器实现了对马达和发热电阻的驱动，在降低热管理系统成本的同时，还可以节省热管理系统的空间。

Description

车辆热管理系统、驱动装置和电动汽车 技术领域
本申请涉及电动汽车领域，具体涉及一种车辆热管理系统、驱动装置和电动汽车。
背景技术
为了汽车的乘坐舒适性、汽车自身的安全性以及汽车相关性能的发挥，需要利用热管理系统(thermal management system，TMS)对于汽车的乘员舱、驱动系统(例如，传统燃油汽车的发动机，电动汽车的电池等)等部件进行温度控制。因此，热管理系统是汽车的一个重要系统。
特别是电动汽车对而言，热管理系统更为重要，且要求更高。通常，电动汽车的热管理系统需要对电池(例如，电动汽车的动力电池)、电驱动单元(例如，利用动力电池所提供的电能为电动汽车行驶提供动力的驱动电机)、车载充电机、乘员舱等进行温度控制。具体而言，在高温情况下，需要给电池、电驱动单元、车载充电单元、乘员舱等散热。在低温情况下，热管理系统需要专门给电池、乘员舱等加热。
目前，电动汽车的热管理系统的成本较高且体积较大。
发明内容
本申请实施例提供了一种车辆热管理系统、驱动装置和电动汽车，可以通过单个驱动装置来驱动空调压缩机和发热电阻，可降低电动汽车的热管理系统成本。
第一方面，本申请实施例提供了一种用于电动汽车温控的热管理系统，包括:马达，N个电阻支路，以及用于驱动马达和N个电阻支路上电阻工作的驱动器，N为大于1的正整数。其中，马达用于在交变电流的作用下旋转，带动空调压缩机工作。驱动器包括控制电路和逆变电路。逆变电路的N个桥臂中的每个桥臂各自连接马达的一个端子，且不同桥臂所连接的端子不同；该N个桥臂中的每个桥臂的中点各自连接N个电阻支路中的一个电阻支路，且不同桥臂所连接的电阻支路不同；在每个桥臂的中点和该桥臂所连接的电阻支路之间分别耦合有第一开关。控制电路用于控制N个桥臂对应的第一开关均处于断开状态，并控制逆变电路向马达输出交变电流；控制电路用于控制N个桥臂对应的第一开关均处于闭合状态，并控制逆变电路向N个电阻支路输出电流。
也就是说，本申请实施例提供的热管理系统中的驱动器既可以用于驱动空调压缩机工作，也可以用于驱动发热电阻工作，从而无需为压缩机和发热电阻各自设置一套驱动装置，实现了在降低了热管理系统成本的同时，还节省了热管理系统空间、减少热管理系统体积。
在一种可能的实现方式中，当压缩机的能效比减去电阻的能效比得到的差值大于或等于第一阈值时，驱动器用于单独驱动马达工作，以带动压缩机。
也就是说，在该实现方式中，当压缩机的能效比大于电阻的能效比的情况下，驱动器可以驱动压缩机工作，而不驱动电阻工作，以节省能耗。
在一种可能的实现方式中，当电阻的能效比减去压缩机的能效比得到的差值大于或等于第二阈值时，驱动器用于单独驱动电阻支路上的电阻工作。
也就是说，在电阻的能效比大于压缩机的能效比的情况下，驱动器可驱动电阻进行制热，而不驱动压缩机制热，以节省能耗。
在一种可能的实现方式中，驱动器还包括设置在第一电阻支路和电池之间的第二开关，第一电阻支路为N个电阻支路中的一个或多个电阻支路；其中，控制电路用于控制N个桥臂所对应的第一开关均处于断开状态，并控制第二开关进入闭合状态，以使第一电阻支路上的电阻可从电池获取电流。
也就是说，在该实现方式中，通过设置第二开关，可以在N个桥臂所对应的第一开关均断开的情况下，电池可以为N个电阻支路中的一个或多个电阻支路供电，由此，可以实现通过单个驱动器控制压缩机和电阻的同时工作。
在一种可能的实现方式中，该第二开关包括一个或多个开关，该一个或多个开关中的开关与该一个或多个电阻支路中的电阻支路一一对应。
也就是说，可以为该一个或多个电阻支路每个电阻支路设置一个第二开关，从而可以调整与压缩机同时工作的电阻的数量。
在一种可能的实现方式中，第二开关设置在第一电阻和电池的负极之间。
也就是说，第二开关可以用作第一电阻的低边驱动，可提高热管理系统的安全性，以及进一步降低热管理系统的成本。
在一种可能的实现方式中，当压缩机的能效比和电阻的能效比之间的差值处于预设范围时，驱动器用于驱动压缩机和一个或多个电阻支路上的电阻同时工作。
也就是说，在该实现方式中，在压缩机的能效比和电阻的能效比相差不多的情况下，可以同时使用空调和电阻制热。
在一种可能的实现方式中，桥臂的中点的一侧的开关元件为耦合至电池的第一极的第三开关元件，另一侧的开关元件为耦合至电池的第二极的第四开关元件；控制电路用于控制N个桥臂上的第三开关元件同时断开，以及控制N个桥臂上的第四开关元件同时闭合，以使逆变电路向N个电阻支路输出电流。
也就是说，在该实现方式中，通过控制逆变电路中桥臂一侧的开关元件同时断开，另一侧的开关元件同时闭合，使得逆变电路可用作电阻支路的功率电路，向电阻支路输出电流。
在一种可能的实现方式中，第一极为电池的正极，第二极为电池的负极；或者，第一极为电池的负极，第二极为电池的正极。
也就是说，在该实现方式中，可以将逆变电路的下桥臂用作N个电阻支路的低边驱动，或者将逆变电路的上桥臂用于N个电阻支路的高边驱动。由此，可以实现对N个电阻支路的灵活控制。
在一种可能的实现方式中，控制电路用于控制N个桥臂上的第四开关元件在单个脉冲周期中处于闭合状态的时长，以控制逆变电路向N个电阻输出的电流的大小。
也就是说，在该实现方式中，可以通过控制第四开关元件的占空比，控制向N个电阻支路输出的电流的大小，以实现对N个电阻支路的功率的灵活控制。
在一种可能的实现方式中，驱动器包括继电器，继电器用作N个桥臂所对应的第一开关；或者，N个桥臂中的一个或多个桥臂所对应的第一开关为断路器；或者，N个桥臂中的一个或多个桥臂所对应的第一开关为绝缘栅型双极晶体管IGBT或金属氧化物半导体场效应晶体管MOSFET。
也就是说，在该实现方式中，逆变电路和发热电阻之间的开关元件可以多种选择， 使得驱动器可被灵活设计。
在一种可能的实现方式中，N个电阻支路中的电阻为正温度系数热电阻PTC。
PTC的阻值随着温度升高而增大，具有较高的安全性。在该实现方式中，发热电阻采用PTC，可以提高热管理系统的安全性。
第二方面，本申请实施例提供了一种驱动装置，该驱动装置包括:控制电路、具有N个桥臂的逆变电路，N为大于1的正整数；其中，N个桥臂中的每个桥臂的中点各自用于连接马达中一个端子，且N个桥臂中不同桥臂所连接的端子不同；其中，马达用于旋转时带动空调的压缩机工作，以使空调制热或制冷；N个桥臂中每个桥臂的中点各自用于连接N个电阻支路中一个电阻支路，且N个桥臂中不同桥臂所连接的电阻支路不同；N个桥臂中的每个桥臂的中点和每个桥臂所连接的电阻支路之间分别耦合有第一开关；N个电阻支路中的每个电阻支路上设置有一个或多个电阻，电阻用于用于将电能转换为热能；控制电路用于控制N个桥臂所对应的第一开关均处于断开状态，并控制逆变电路向马达输出交变电流；控制电路用于控制N个桥臂所对应的第一开关均处于闭合状态，并控制逆变电路向N个电阻支路输出电流。
在一种可能的实现方式中，当压缩机的能效比减去电阻的能效比得到的差值大于或等于第一阈值时，控制电路用于控制N个桥臂所对应的第一开关均处于断开状态，并控制逆变电路向马达输出交变电流。
在一种可能的实现方式中，当电阻的能效比减去压缩机的能效比得到的差值大于或等于第二阈值时，控制电路用于控制N个桥臂所对应的第一开关均处于闭合状态，并控制逆变电路向N个电阻支路输出电流。
在一种可能的实现方式中，驱动装置还包括设置在第一电阻支路和电池之间的第二开关，第一电阻支路为N个电阻支路中的一个或多个电阻支路；其中，控制电路用于控制N个桥臂所对应的第一开关均处于断开状态，并控制第二开关进入闭合状态，以使第一电阻支路上的电阻从电池获取电流。
在一种可能的实现方式中，第二开关包括一个或多个开关，该一个或多个开关中的开关与一个或多个电阻支路中的电阻支路一一对应。
在一种可能的实现方式中，第二开关设置在第一电阻支路和电池的负极之间。
在一种可能的实现方式中，压缩机的能效比和电阻的能效比之间的差值处于预设范围时，控制电路用于控制N个桥臂所对应的第一开关均处于断开状态，并控制第二开关进入闭合状态，以使第一电阻支路上的电阻从电池获取电流。
在一种可能的实现方式中，桥臂的中点一侧的开关元件为耦合至电池的第一极的第三开关元件，另一侧的开关元件为耦合至电池的第二极的第四开关元件；控制电路用于控制N个桥臂上的第三开关元件同时断开，以及控制N个桥臂上的第四开关元件同时闭合，以使逆变电路向N个电阻支路输出电流。
在一种可能的实现方式中，第一极为电池的正极，第二极为电池的负极；或者，第一极为电池的负极，第二极为电池的正极。
在一种可能的实现方式中，控制电路用于控制N个桥臂上的第四开关元件在单个脉冲周期中处于闭合状态的时长，以控制逆变电路向N个电阻支路输出的电流的大小。
在一种可能的实现方式中，驱动装置包括继电器，继电器用作N个桥臂所对应的第一开关；或者，N个桥臂中的一个或多个桥臂所对应的第一开关为断路器；或者，N个桥臂中的一个或多个桥臂所对应的第一开关为绝缘栅型双极晶体管IGBT或金属氧化物半 导体场效应晶体管MOSFET。
可以理解的是，第二方面提供的驱动装置可以用于驱动第一方面提供的热管理系统的压缩机和马达，其有益效果可以参考上文对第一方面提供的热管理系统的有益效果的介绍。
第三方面，本申请实施例提供了一种电动汽车，包括第一方面所提供的热管理系统或第二方面所提供的驱动装置。
本申请实施例提供的热管理系统、驱动装置，可利用单个驱动装置或者说驱动器实现对压缩机和发热电阻的驱动，节省了电子元件以及线路的使用，既可以降低热管理系统的成本，又节省了热管理系统的空间，使得热管理系统的体积可被设计的更小；并且无需额外的高低压分离，进一步降低了热管理系统的成本。
附图说明
图1为一种用于驱动压缩机工作的驱动装置结构示意图；
图2为一种用于驱动PTC工作的驱动装置结构示意图；
图3A为本申请实施例提供的一种热管理系统结构示意图；
图3B为本申请实施例提供的一种热管理系统结构示意图；
图3C为图3A或图3B所示的一个电阻支路的结构示意图；
图3D为图3A或图3B所示的一个电阻支路的结构示意图；
图4为本申请实施例提供热管理系统在压缩机独立工作模式下的工作原理示意图；
图5A为压缩机马达在压缩机独立工作模式下的输入电流仿真图；
图5B为发热电阻在压缩机独立工作模型下的输入电流仿真图；
图6为本申请实施例提供的热管理系统在发热电阻独立工作模式下的工作原理示意图；
图7A为压缩机马达在发热电阻独立工作模式下的输入电流仿真图；
图7B为发热电阻中各电阻在发热电阻独立工作模式下的输入电流仿真图；
图8为本申请实施例提供的热管理系统在压缩机和发热电阻同时工作模式下的工作原理示意图；
图9A为压缩机马达在压缩机和发热电阻同时工作模式下的输入电流仿真图；
图9B为发热电阻中各电阻在压缩机和发热电阻同时工作模式下的输入电流仿真图；
图10为本申请实施例提供的一种热管理系统结构示意图。
具体实施方式
下面将结合附图，对本申请实施例中的技术方案进行描述。
一般而言，电动汽车的电池(例如动力电池)需要在适宜的温度范围内工作。若电池温度过高，不但影响电池的寿命，还可能会导致安全风险。若电池温度过低，电池的可用容量可能会大幅衰减，限制了电池性能。因此，在电池工作时，需要将电池的温度维持的一定的范围内。另外，与传统燃油车可以利用发动机的冷却水对乘员舱进行加热的方案不同，电动汽车需要利用电池的电能为乘员舱以及其他部件进行加热。
鉴于上述原因，相对于传统燃油车的热管理系统，电动汽车的热管理系统的重要性更高、要求更高。
一般而言，电动汽车的热管理系统包括水路、冷却剂回路，温度压力传感器，水阀，电 磁阀，水泵，空调压缩机，空调箱和正温度系数热电阻(positive temperature coefficient，PTC)等，以给电动汽车的电池、乘员舱提供加热或制冷，以及给电驱动单元、车载充电机等制冷。
其中，在本申请实施例中，电动汽车可以为纯电动汽车(pure electric vehicle/batteryelectric vehicle，pure EV/battery EV)、混合动力汽车(hybrid electric vehicle，HEV)、增程式电动汽车(range extended electric vehicle，REEV)、插电式混合动力汽车(plug-in hybrid electric vehicle，PHEV)或新能源汽车(new energy vehicle，NEV)等。
空调压缩机可以简称为压缩机。可以理解，通常而言，压缩机的能效比较高，可以达到3：1左右。也就是说，压缩机在消耗1千瓦电能的情况下，可以转移3千瓦左右的热量。但在较低的环境温度下，压缩机的能效比会降低。例如，对于采用R134A制冷剂为冷却剂的压缩机而言，其在环境温度为零下7℃左右时的能效比只有1：1左右。随着环境温度的降低，压缩机的能效比会进一步降低。在极低的环境温度时，压缩机的冷却剂可能无法建立压力。具体而言，压缩机的冷凝器和贮液器所处的温度太低以致在压缩机启动时没有足够压力将液体冷却剂送入蒸发器。
PTC可以用于加热水路中的水，以便利用水路给其他部件加热。PTC的阻值随着温度升高而增大，具有较高的安全性。在极低的环境温度下，热管理系统可以使用PTC给电池等加热。在较低的环境温度下，可以同时使用压缩机和PTC给电池等加热。在较高的环境温度下，可以单独使用压缩机给电池等加热或制冷。
其中，可以理解，极低的环境温度、较低的环境温度、较高的环境温度分别对应不同的温度范围。对于采用了不同冷却剂的压缩机而言，极低的环境温度对应的温度范围可能不同，较低的环境温度对应的温度范围也可能不同，较高的环境温度对应的温度范围也可能不同。举例而言，对于采用R134A制冷剂为冷却剂的压缩机而言，极低的环境温度可以为零下15℃以下，较低的环境温度可以为零下15℃至零下7℃，较高的环境温度可以为零下7℃以上。
在一种方案中，热管理系统采用两个相互独立的驱动装置控制压缩机和PTC。其中，用于控制压缩机的驱动装置可以如图1所示，用于控制PTC的驱动装置可以如图2所示。在该方案中，压缩机需要一个驱动装置，PTC需要另一个驱动装置。电动汽车的热管理系统需要同时提供容纳这两个驱动装置的空间，由此，导致热管理系统的体积较大。并且，压缩机的功率和PTC的功率都在8千瓦左右，需要高压供电。也就是说，压缩机驱动装置的功率电路和PTC驱动装的功率电路都需要采用高压供电线束和配套的接插件、保险丝等，使得电路成本较高。此外，压缩机的驱动装置和PTC的驱动装置，均需要进行功率电路和控制电路之间高低压隔离，这也增加了热管理系统的成本。
本申请实施例提供了一种热管理系统，可以利用一个驱动器，驱动压缩机和发热电阻工作，从而可以节省热管理系统的成本以及缩小热管理系统的体积。
图3A示出了热管理系统的一个示例。在该示例中，该热管理系统可以包括马达300。马达300可以在交变电流的驱动下旋转，以带动空调的压缩机工作，使得空调可以制冷或者制热。马达300可以具有N个端子。N为大于1的正整数。该N个端子可以接收交变电流，以促使马达300旋转。示例性的，N可以为3，则马达300的3个端子分别为U相端子、V相端子、W相端子。
热管理系统可以包括发热电阻400。发热电阻400可以由N个电阻支路组成，该N个电阻支路可以并联设置。即该N个电阻支路中不同电阻支路之间是并联的。该N个电阻支路中的电阻在接通电源时，可以将电能转换为热能，从而散发热量。示例性的，如图3A所示，该N个电阻支路可以包括电阻支路410、电阻支路420、电阻支路430。示例性的，可以如图3B 所示，该N个电阻支路可以包括电阻支路410、电阻支路420、电阻支路430、电阻支路440。可以理解的是，图3A和图3B所示的发热电阻400仅对热管理系统包括的电阻支路的个数进行示例说明，并非限定。热管理系统还可以包括其他个数的电阻支路，例如5个电阻支路或者6个电阻支路等等，此处不再一一列举。
在一些实施例中，该N个电阻支路中电阻支路上的电阻可以为PTC。
在一些实施例中，该N个电阻支路中的一个电阻支路上可以设置有一个电阻。
在一些实施例中，该N个电阻支路中的一个电阻支路上可以设置有多个电阻。示例性的，同一个电阻支路上的多个电阻可以串联设置。在一个例子中，如图3C所示，电阻支路410可以由电阻411和电阻412串联而成。换言之，电路支路410上设置有串联设置的电阻411和电阻412。示例性的，同一个电阻支路上的多个电阻可以并联设置。在一个例子中，如图3D所示，电阻支路410可以由电阻411和电阻412并联而成。
热管理系统可以包括驱动器500，可以用于控制马达300旋转以及控制发热电阻400发热。驱动器500可以包括逆变电路510。逆变电路510可以包括2N个开关元件，其中的每两个开关可以串联设置，形成桥臂或者说臂。2N个开关元件可以形成N个桥臂。逆变电路510中的不同桥臂并联设置。每个桥臂上的一个开关元件耦合至电池600的正极，另一个开关元件耦合至电池的负极。或者说，每个桥臂上的一个开关元件在电气线路上更靠近电池600的正极，另一个开关元件更靠近电池600的负极。其中，耦合至电池正极的开关元件是指处于电池正极侧的开关元件，或者说，在电气线路上靠近电池正极的开关元件。耦合至电池负极的开关元件是指处于电池负极侧的开关元件，或者说，在电气线路上靠近电池负极的开关元件。对于一个桥臂而言，耦合至电池正极的开关元件可以称为上桥臂或者桥臂上管，耦合至电池负极的开关元件可以称为下桥臂或者桥臂下管。每个桥臂上的两个开关元件之间的一点可以称为中点。即对于一个桥臂而言，其中点位于其下桥臂和上桥臂之间。
在一些实施例中，逆变电路510所包括的开关元件可以是由半导体硅制备而成的元件，例如绝缘栅型双极晶体管(insulated gate bipolar transistor，IGBT)、金属氧化物半导体场效应晶体管(metal-oxide-semiconductor field effect transistor，MOSFET)等等，此处不再一一列举。
在一些实施例中，如图3A所示，逆变电路510可以包括3个桥臂，即逆变电路510可以为三相桥电路。具体而言，逆变电路510可以包括桥臂511、桥臂512、桥臂513。各个桥臂并联设置。桥臂511上设置有开关元件5111和开关元件5112。开关元件5111和开关元件5112串联设置，其中，开关元件5111耦合至电池600的正极，开关元件5112耦合至电池600的负极。在开关元件5111和开关元件5112之间具有中点5113。桥臂512上设置有开关元件5121和开关元件5122。开关元件5121和开关元件5122串联设置，其中，开关元件5121耦合至电池600的正极，开关元件5122耦合至电池600的负极。在开关元件5121和开关元件5122之间具有中点5123。桥臂513上设置有开关元件5131和开关元件5132。开关元件5131和开关元件5132串联设置，其中，开关元件5131耦合至电池600的正极，开关元件5132耦合至电池600的负极。在开关元件5131和开关元件5132之间具有中点5133。
接下来，介绍逆变电路510和马达300之间的连接方式。
参阅图3A，每个桥臂的中点可以连接马达300的N个端子中的一个端子。不同桥臂的中点连接的端子不同。也就是说，N个桥臂中的桥臂和N个端子中的端子一一对应，每个桥臂的中点可以连接该桥臂对应的端子。以N为3为例，如图3A所示，中点5113可以连接马达300的一个端子，中点5123可以连接马达300的另一个端子，中点5133连接马达300余下的一个端子。
接下来，介绍逆变电路510和发热电阻400之间的连接方式。
参阅图3A，每个桥臂的中点可以连接发热电阻400的N个电阻支路中的一个电阻支路。不同桥臂的中点连接的电阻支路不同。也就是说，N个桥臂中的桥臂和N个电阻支路中的电阻支路一一对应，每个桥臂的中点可以连接该桥臂对应的电阻支路。以N为3为例，如图3A所示，电阻支路430对应桥臂511，中点5113可以连接电阻支路430。电阻支路420对应桥臂512，中点5123可以连接电阻支路420。电阻支路410对应桥臂513，中点5133连接电阻支路410。可以理解，每个桥臂的中点连接对应电阻支路的一端，电阻支路的另一端直接连接电池600。可以将电阻支路连接桥臂中点的一端称为D1端，直接连接电池的一端称为D2端。示例性的，D2端可以为电阻支路的正极端，也就是说，电阻支路直接连接到电池600的正极。D1可以为电阻的负极端，也就是说，电阻支路通过桥臂中点间接连接到电池600的负极。由此，逆变电路510中的相关开关元件可以作为低边驱动，控制电池600向电阻支路输出的电流。示例性的，电阻的D1端可以为电阻支路的负极端，电阻D2端可以为电阻支路的正极端。由此，逆变电路510中的相关开关元件可以作为高边驱动，控制电池600向电阻支路输出的电流。
逆变电路510的每个桥臂还可以对应一个开关元件S(未示出)。每个开关元件S可以设置在对应的桥臂的中点和该桥臂对应的电阻支路之间的连接线路上。当一开关元件S闭合时，该开关元件S对应的桥臂的中点和该对应的电阻支路连通。当一开关元件S断开时，该开关元件S对应的桥臂的中点和该桥臂对应的电阻支路不连通。示例性的，逆变电路510的每个桥臂对应的开关元件S可以集成到中继器520。也就是说，可以在逆变电路510和发热电阻400可以设置继电器520，可以用于控制逆变电路510中各桥臂中点和发热电阻400中对应电阻支路之间的连通或断开。换言之，继电器520可以用作逆变电路510的N个桥臂所对应的开关元件S，或者说，该N个桥臂所对应的开关元件S可集成到继电器520中。
在一些实施例中，如图3A所示，发热电阻400中的一个或多个电阻支路(例如电阻支路430支路)的D1端还可以直接连接电池600，且D1端和电池600之间的连接线路上设置有开关元件540。其中，该一个或多个电阻支路的D1端连接的电池600的电极和该一个或多个电阻支路的D2端连接的电池600的电极不同。当该一个或多个电阻支路的D2端连接电池600的正极时，该一个或多个电阻支路的D1端连接电池600的负极。当该一个或多个电阻支路的D2端连接电池600的负极时，该一个或多个电阻支路的D1端连接电流600的正极。
继续参阅图3A，驱动器500还可以包括控制电路530。控制电路530可以控制驱动器500中各开关元件各自的开闭状态。其中，驱动器500中的开关元件可以包括逆变电路510中的各开关元件，逆变电路510和发热电阻400之间的各个开关元件S，以及开关元件540。由此，控制电路530可以控制电池600向马达300输出的电流，以及控制电池600向发热电阻400输出的电流。控制开关元件的开闭状态具体可以是指控制开关元件断开或闭合，从而断开或接通该开关元件所在的电气线路。
在一些实施例中，如图3A所示，控制电路530可以包括驱动电路531和决策电路532。其中，决策电路532可以产生控制指令，并发送给驱动电路531。驱动电路531可以根据该控制指令，控制驱动器500中各开关元件各自的开闭状态。示例性的，控制指令可以为低压(例如5V)逻辑信号。驱动电路531可以将该低压逻辑信号，放大成可以驱动开关元件断开或闭合的高电压(例如15V)信号。
上文示例性介绍了本申请实施例提供的热管理系统的结构。该热管理系统可以处于压缩机独立工作模式，即通过驱动器500独立控制马达300。该热管理系统还可以处于发热电阻 独立工作模式，即通过驱动器500独立控制发热电阻400。
接下来，结合附图，对上述各种控制模式进行示例介绍。
参阅图4，热管理系统可以处于压缩机独立工作模式。如上所述，压缩机的能效比受压缩机的环境温度影响。若压缩机的环境温度较高，压缩机的能效比可以大于1(即1：1)，例如可以到达3(即3：1)左右。可以理解，电阻发热的原理是将电能转换为热能。在理想条件下，电阻的能效比可以为1。但在实际应用中，受限于线路损耗等，电阻的能效比通常为0.9左右。可以设定电阻的能效比为固定值，例如0.9。在本申请实施例中，热管理系统可以在压缩机的能效比大于电阻的能效比的情况下，采用压缩机独立工作模式，以节省能耗。
在一些实施例中，控制电路530可以判断压缩机的能效比减去电阻的能效比得到的差值是否大于或等于阈值Y1。若该差值大于或等于阈值Y1，可以控制热管理系统进入压缩机独立工作模式。其中，阈值Y1可以为预先设定，例如，可以为0.1，或者为0.2，等等，此处不再一一列举。示例性的，压缩机的能效比可以由压缩机的环境温度来确定。例如，可以设置多个温度中温度和多个能效比中能效比的一一对应关系。控制电路530可以获取压缩机当前的环境温度，然后利用该环境温度和该对应关系，确定压缩机当前的能效比，进而可以判断压缩机当前的能效比减去电阻的能效比得到的差值是否大于或等于阈值Y1。若该差值大于或等于阈值Y1，可以控制热管理系统进入压缩机独立工作模式。示例性的，可以理解，不同的冷却剂在相同的环境温度下，能效比可能不同。可以根据压缩机的冷却剂以及压缩机的环境温度，确定压缩机的能效比。例如，可以设置或记录多种冷却剂中每种冷却剂在多个不同温度下对应的能效比，在获取了压缩机当前所采用的冷却剂以及当前环境温度时，可以确定压缩机当前的能效比，进而可以判断压缩机当前的能效比减去电阻的能效比得到的差值是否大于或等于阈值Y1。若该差值大于或等于阈值Y1，可以控制热管理系统进入压缩机独立工作模式。
其中，上文所述的压缩机的环境温度是指压缩机所在环境的温度。示例性的，压缩机附近可以设置有温度传感器。该温度传感器可以将采集的温度实时发送给控制电路530，或每间隔T时长将最近采集的温度发送给控制电路530。示例性的，压缩机所在的环境温度可以是指该压缩机所在车辆的车外环境温度。在该例子中，该车辆的车外环境温度传感器可以将采集的温度实时发送给控制电路530，或每间隔T时长将最近采集的温度发送给控制电路530。
在压缩机独立工作模式下，控制电路530可以控制逆变电路510和发热电阻400之间的开关元件S断开以及开关元件540断开。示例性的，如图4所示，控制逆变电路510和发热电阻400之间的开关元件S断开具体可以是指控制继电器520断开。然后，控制电路530可以控制逆变电路510中各开关元件的闭合以及断开，以将电池600输出的直流电，变为交变电流，从而驱动马达300旋转。以逆变电路510的结构如图4所示为例，可以在开关元件5111和开关元件5112闭合，而逆变电路510的其他开关元件断开的情况下，逆变电路510向马达300输出的电流方向为方向F1。在开关元件5121和开关元件5112闭合，而逆变电路510的其他开关元件断开的情况下，逆变电路510向马达300输出的电流方向为方向F2。根据图4所示的逆变电流510结构以及逆变电路510和马达300的连接方式，方向F2和方向F1相反。如此，可以产生交变电流。需要说明的时，前文仅对逆变电路510将直流电变为交变电流的过程进行举例说明，并非限定。逆变电路510中的不同开关元件可以在控制电路530的控制下进行闭合或断开，可以产生其他形式或者更复杂的交变电流。具体可以参考现有技术中对逆变电路的介绍，在此不再一一赘述。
在一些实施例中，控制电路530可以通过控制逆变电路510的占空比，控制逆变电路510 向马达300输出的电流大小，以控制马达300的功率。占空比是指一个脉冲周期中通电时长比上该脉冲周期总时长得到的比例。一个脉冲周期是指间歇性或者周期性通电的情况下，一次通电的开始时刻到下一次通电的开始时刻之间的时长。交变电流的电流大小可以是一个脉冲周期内的电流平均值。由此，通过控制占空比的大小，可以控制交变电流的大小。举例而言，可以设定在电路通电时，电路输出的电流大小为100A。还可以设定该电路的占空比为25％，即一个脉冲周期中，25％的时长通电，其余的75％时长不通电。则在一个脉冲周期中，该电路输出的电流的大小为25A。如此，通过控制逆变电路510的占空比，可以向马达300输出任意大小的交变电流。
在一个具体例子中，控制电路530通过控制逆变电路510可以向马达300输出如图5A所示的交变电流。其中，电流幅值为19A。图5A所示的交变电流仅用于示例说明。在本申请实施例中，控制电路530可以控制逆变电路510向马达300输入任意期望的电流。电流大小的控制方式可以参考上文介绍，在此不再赘述。
另外，由上所述，在压缩机独立工作模式下，继电器520和开关元件540断开，因此，发热电阻400中的每个电阻都不通电，即电池600不向发热电阻中的每个电阻输入电流。其中，发热电阻400中每个电阻处的电流为零，具体可以如图5B所示。
参阅图6，热管理系统可以处于发热电阻独立工作模式。若压缩机的环境温度较低，压缩机的能效比可能小于1：1，甚至低于电阻的能效比。压缩机的能效比的确定方式以及电阻的能效比具体可以参考上文介绍，在此不再赘述。在本申请实施例中，热管理系统可以在压缩机的能效比小于电阻的能效比的情况下，采用发热电阻独立工作模式，以节省能耗。
在一些实施例中，控制电路530可以判断电阻的能效比减去压缩机的能效比得到的差值是否大于或等于阈值Y2。若该差值大于或等于阈值Y2，可以控制热管理系统进入发热电阻独立工作模式。其中，阈值Y2可以为预先设定，例如，可以为0.1，或者为0.2，等等，此处不再一一列举。
在发热电阻独立工作模式下，控制电路530可以控制逆变电路510和发热电阻400之间的开关元件S闭合，并控制逆变电路510中所有上桥臂(或者下桥臂)同时断开，以及控制逆变电路510中所有下桥臂(或者上桥臂)同时闭合，以使电池600接通发热电阻400，从而向发热电阻400输出电流，使发热电阻产生热量。
接下来，对发热电阻独立工作模式下，驱动器500的工作方式进行具体说明。
在一些实施例中，在逆变电路510可以用作发热电阻400的低边驱动，以使发热电阻400接通电池600。具体而言，在热管理系统处于发热电阻独立工作模式期间，逆变电路510中的所有上桥臂均处于断开状态，且逆变电路510和发热电阻400之间的开关元件S处于闭合状态。逆变电路510中的所有下桥臂同时闭合，使得马达300的不同端子之间的电压差为零，不产生电流输入。逆变电路510中的所有下桥臂的同时闭合使得发热电阻400中的电阻接通电池600，从而可以从电池600获取电能，进而产生热量。
在这些实施例的一个说明性示例中，控制电路530可以控制逆变电路510的下桥臂的占空比，从而控制发热电阻400输入的电流大小。占空比具体可以参考上文介绍，在此不再赘述。需要说明的时，控制电路530在控制逆变电路510的下桥臂的占空比时，需控制逆变电路510的所有下桥臂同时闭合，再控制逆变电路510的所有下桥臂同时断开，然后再控制逆变电路510的所有下桥臂同时闭合，……。如此反复，在控制发热电阻400输入的电流大小的同时，也使马达300不同端子间的电压差始终为零。
在这些实施例的一个说明性示例中，结合图6，对逆变电路510可以用作发热电阻400低 边驱动的情况进行举例介绍。在热管理系统处于发热电阻独立工作模式期间，开关元件5111、开关元件5121和开关元件5131均处于断开状态，且继电器520处于闭合状态。开关元件5112、开关元件5122和开关元件5132同时闭合，或者同时闭合和同时断开交替进行，使得发热电阻400可以从电池600获取电能，进而产生热量。
在一些实施例中，在逆变电路510可以用作发热电阻400的高边驱动，以使发热电阻400接通电池600。具体而言，在热管理系统处于发热电阻独立工作模式期间，逆变电路510中的所有下桥臂均处于断开状态，且逆变电路510和发热电阻400之间的开关元件S处于闭合状态。逆变电路510中的所有上桥臂同时闭合，使得马达300的不同端子之间的电压差为零，不产生电流输入。逆变电路510中的所有上桥臂的同时闭合使得发热电阻400中的电阻接通电池600，从而可以从电池600获取电能，进而产生热量。
在这些实施例的一个说明性示例中，控制电路530可以控制逆变电路510的上桥臂的占空比，从而控制发热电阻400输入的电流大小。占空比具体可以参考上文介绍，在此不再赘述。需要说明的时，控制电路530在控制逆变电路510的上桥臂的占空比时，需控制逆变电路510的所有上桥臂同时闭合，再控制逆变电路510的所有上桥臂同时断开，然后再控制逆变电路510的所有上桥臂同时闭合，……。如此反复，在控制发热电阻400输入的电流大小的同时，也使马达300不同端子间的电压差始终为零。
在一个具体例子中，马达300的输入电流可以为零，具体可如图7A所示，发热电阻400中各个电阻的输入电流不为零，具体可以如图7B所示。
通过上述方案，热管理系统可以通过单个驱动器驱动压缩机工作，以及驱动发热电阻工作，从而可以节省热管理系统的空间，以及降低热管理系统的成本。
在一些实施例中，在发热电阻400中的一个或多个电阻支路(例如电阻430支路)的D1端直接连接电池600，且D1端和电池600之间的连接线路上设置有开关元件540的情况下(具体可以参考上文对图3A所示实施例的介绍)，该热管理系统还可以处于压缩机和发热电阻同时工作模式，即通过驱动器500控制马达300和发热电阻400同时工作。
在压缩机的能效比和电阻的能效比差别较小的情况下，热管理系统可以采用压缩机和发热电阻同时工作模式。具体而言，可以预先设置一个范围或者说区间，例如区间(-0.1，0.1)，或者区间(-0.2，0.2)，等等，此处不再一一列举。在压缩机的能效比和电阻的能效比之间的差值处于前述预设的区间内时，热管理系统可以进入压缩机和发热电阻同时工作模式。
参阅图8，在热管理系统处于压缩机和发热电阻同时工作模式期间，逆变电路510和发热电阻400之间的开关元件S或者说继电器520处于断开状态。
由此，控制电路530可以控制逆变电路510中各开关元件的闭合以及断开，将电池600输出的直流电，变为交变电流，从而驱动马达300旋转。具体可以参考上文对图4所示实施例的介绍，在此不再赘述。在一个具体例子中，在压缩机和发热电阻同时工作模式下，马达300的输入电流可以如图9A所示。
并且，控制电路530可以控制开关元件540闭合，以使该一个或多个电阻支路可以接通电池600，以获取电能，并产生热量。示例性的，控制电路530还可以调节开关元件540的占空比，以调节该一个或多个电阻支路的输入电流大小。
可以理解，在压缩机和发热电阻同时工作期间，由于压缩机的工作使得空调可以制热，由此，发热电阻400无需全负荷工作，或者说，无需发热电阻400的N个电阻支路全部工作。因此，该一个或多个电阻支路可以为该N个电阻支路中的部分电阻支路。示例性的，该一个或多个电阻支路具体可以为一个电阻支路。相应地，可以只设置一个开关元件540，就可以实 现对该电阻支路驱动。从而进一步节省了热管理系统中的电子元件，也进一步降低了热管理系统的成本。在一个具体例子中，如图8所示，该一个或多个电阻支路可以为电阻支路430，该开关元件540为对应电阻支路430的一个开关元件。
需要说明的是，上文对该一个或多个电阻支路以及开关元件540的具体数量的说明，仅用于举例，并非限定。在另一些实施例中，该一个或多个电阻支路具体可以为两个或更多个电阻支路，相应地，可以在该两个或更多个电阻支路中的每个电阻支路的D1端和电池600之间设置开关元件540，以分别驱动该两个或更多个电阻支路。在又一些实施例中，该一个或多个电阻支路具体可以为两个或更多个电阻支路。可以在该两个或更多个电阻支路的D1端和电池600之间设置一个开关元件540。也就是说，可以使用一个开关元件540同时驱动该两个或更多个电阻支路。
在一个具体例子中，可以设定该一个或多个电阻支路为电阻430支路。电阻支路430以及其他电阻支路的输入电流可以如图9B所示。具体而言，在开关元件540闭合的情况下，电阻支路430可以得到如图9B所示的输入电流，而其他电阻支路的输入电流为零。
另外，需要说明的是，在使用继电器用作N个桥臂所对应的开关元件S的情况下，为了延长继电器的使用寿命，在需要吸合继电器时，可先使热管理系统进入停机状态，并维持一定时长T1。在一个例子中，时长T1具体可以为500ms左右。例如可以为500ms，或者为550ms，或者为450ms，等等，此处不再一一列举。也就是说，在吸合继电器之前，先使热管理系统停机500ms左右，然后再吸合继电器。接下来，分场景具体论述。
在环境温度逐渐降低，热管理系统可能从压缩机和发热电阻同时工作模式切换到发热电阻独立工作模式。由上述论述可知，在发热电阻独立工作模式状态下，需要吸合继电器，以将逆变电路510作为发热电阻400的驱动电路。为此，可先使热管理系统进入停机状态，使压缩机以及发热电阻400完全停止工作，并维持时长T1，然后，吸合继电器，使得热管理系统进入发热电阻独立工作模式。
在环境温度急速降低，热管理系统可能从压缩机独立工作模式切换到发热电阻独立工作模式。为此，可先使热管理系统进入停机状态，使压缩机完全停止工作，并维持时长T1，然后，吸合继电器，使得热管理系统进入发热电阻独立工作模式。
通过上述方式，可以减轻继电器的工况负担，大幅提升继电器寿命，满足车规要求。此外，热管理系统是大时间惯性系统，停机状态占用的500ms左右的时间，不对车辆的制热等造成太大影响。
综合以上，本申请实施例提供的热管理系统可以用单个驱动器就可以控制压缩机和发热电阻工作，节省了电子元件以及线路的使用，既可以降低热管理系统的成本，又节省了热管理系统的空间，使得热管理系统的体积可被设计的更小；并且无需额外的高低压分离，进一步降低了热管理系统的成本。具体可以如图10所示，可以通过单个电子控制单元(electronic control unit，ECU)控制压缩机和PTC的各自独立工作以及协同工作。其中，该ECU可以用作驱动器500。
最后说明的是：以上实施例仅用以说明本申请的技术方案，而对其限制；尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的范围。

Claims (24)

  1. 一种用于电动汽车温控的热管理系统，其特征在于，包括:
    马达，用于旋转时带动空调的压缩机工作，以使所述空调制热或制冷；
    并联设置的N个电阻支路，其中的每一个电阻支路上设置有一个或多个电阻，所述电阻用于将电能转换为热能，N为大于1的正整数；
    驱动器，包括控制电路和具有N个桥臂的逆变电路；其中，
    所述N个桥臂中的每个桥臂的中点各自连接所述马达的一个端子，且所述N个桥臂中不同桥臂所连接的端子不同；
    所述N个桥臂中每个桥臂的中点各自连接所述N个电阻支路中一个电阻支路，且所述N个桥臂中不同桥臂所连接的电阻支路不同；所述N个桥臂中的每个桥臂的中点和所述每个桥臂所连接的电阻支路之间分别耦合有第一开关；
    所述控制电路用于控制所述N个桥臂所对应的所述第一开关均处于断开状态，并控制所述逆变电路向所述马达输出交变电流；
    所述控制电路还用于控制所述N个桥臂所对应的所述第一开关均处于闭合状态，并控制所述逆变电路向所述N个电阻支路输出电流。
  2. 根据权利要求1所述的热管理系统，其特征在于，当所述压缩机的能效比减去所述电阻的能效比得到的差值大于或等于第一阈值时，所述控制电路用于控制所述N个桥臂所对应的所述第一开关均处于断开状态，并控制所述逆变电路向所述马达输出交变电流。
  3. 根据权利要求1或2所述的热管理系统，其特征在于，当所述电阻的能效比减去所述压缩机的能效比得到的差值大于或等于第二阈值时，所述控制电路用于控制所述N个桥臂所对应的所述第一开关均处于闭合状态，并控制所述逆变电路向所述N个电阻支路输出电流。
  4. 根据权利要求1-3任一项所述的热管理系统，其特征在于，所述驱动器还包括设置在第一电阻支路和电池之间的第二开关，所述第一电阻支路为所述N个电阻支路中的一个或多个电阻支路；
    其中，所述控制电路用于控制所述N个桥臂所对应的所述第一开关均处于断开状态，并控制所述第二开关进入闭合状态，以使所述第一电阻支路上的电阻从所述电池获取电流。
  5. 根据权利要求4所述的热管理系统，其特征在于，所述第二开关包括一个或多个开关，所述一个或多个开关中的开关与所述一个或多个电阻支路中的电阻支路一一对应。
  6. 根据权利要求4或5所述的热管理系统，其特征在于，所述第二开关设置在所述第一电阻支路和所述电池的负极之间。
  7. 根据权利要求4-6任一项所述的热管理系统，其特征在于，当所述压缩机的能效比和所述电阻的能效比之间的差值处于预设范围时，所述控制电路用于控制所述N个桥臂所对应的所述第一开关均处于断开状态，并控制所述第二开关进入闭合状态，以使所述第一电阻支路上的电阻从所述电池获取电流。
  8. 根据权利要求1-7任一项所述的热管理系统，其特征在于，所述桥臂的中点的一侧的开关元件为耦合至电池的第一极的第三开关元件，另一侧的开关元件为耦合至所述电池的第二极的第四开关元件；
    所述控制电路用于控制所述N个桥臂上的所述第三开关元件同时断开，以及控制所述N个桥臂上的所述第四开关元件同时闭合，以使所述逆变电路向所述N个电阻支路输出电流。
  9. 根据权利要求8所述的热管理系统，其特征在于，所述第一极为所述电池的正极，所述第二极为所述电池的负极；或者，所述第一极为所述电池的负极，所述第二极为所述电池的 正极。
  10. 根据权利要求8或9所述的热管理系统，其特征在于，所述控制电路用于控制所述N个桥臂上的所述第四开关元件在单个脉冲周期中处于闭合状态的时长，以控制所述逆变电路向所述N个电阻支路输出的电流的大小。
  11. 根据权利要求1-10任一项所述的热管理系统，其特征在于，所述驱动器包括继电器，所述继电器用作所述N个桥臂所对应的所述第一开关；或者，
    所述N个桥臂中的一个或多个桥臂所对应的所述第一开关为断路器；或者，
    所述N个桥臂中的一个或多个桥臂所对应的所述第一开关为绝缘栅型双极晶体管IGBT或金属氧化物半导体场效应晶体管MOSFET。
  12. 根据权利要求1-11任一项所述的热管理系统，其特征在于，所述电阻为正温度系数热电阻PTC。
  13. 一种驱动装置，其特征在于，所述驱动装置包括:控制电路和具有N个桥臂的逆变电路，N为大于1的正整数；其中，
    所述N个桥臂中的每个桥臂的中点各自用于连接马达中一个端子，且所述N个桥臂中不同桥臂所连接的端子不同；其中，所述马达用于旋转时带动空调的压缩机工作，以使所述空调制热或制冷；
    所述N个桥臂中每个桥臂的中点各自用于连接N个电阻支路中一个电阻支路，且所述N个桥臂中不同桥臂所连接的电阻支路不同；所述N个桥臂中的每个桥臂的中点和所述每个桥臂所连接的电阻支路之间分别耦合有第一开关；所述N个电阻支路中的每个电阻支路上设置有一个或多个电阻，所述电阻用于将电能转换为热能；
    所述控制电路用于控制所述N个桥臂所对应的所述第一开关均处于断开状态，并控制所述逆变电路向所述马达输出交变电流；
    所述控制电路用于控制所述N个桥臂所对应的所述第一开关均处于闭合状态，并控制所述逆变电路向所述N个电阻支路输出电流。
  14. 根据权利要求13所述的驱动装置，其特征在于，当所述压缩机的能效比减去所述电阻的能效比得到的差值大于或等于第一阈值时，所述控制电路用于控制所述N个桥臂所对应的所述第一开关均处于断开状态，并控制所述逆变电路向所述马达输出交变电流。
  15. 根据权利要求13或14所述的驱动装置，其特征在于，当所述电阻的能效比减去所述压缩机的能效比得到的差值大于或等于第二阈值时，所述控制电路用于控制所述N个桥臂所对应的所述第一开关均处于闭合状态，并控制所述逆变电路向所述N个电阻支路输出电流。
  16. 根据权利要求13-15任一项所述的驱动装置，其特征在于，所述驱动装置还包括设置在第一电阻支路和电池之间的第二开关，所述第一电阻支路为所述N个电阻支路中的一个或多个电阻支路；
    其中，所述控制电路用于控制所述N个桥臂所对应的所述第一开关均处于断开状态，并控制所述第二开关进入闭合状态，以使所述第一电阻支路上的电阻从所述电池获取电流。
  17. 根据权利要求16所述的驱动装置，其特征在于，所述第二开关包括一个或多个开关，所述一个或多个开关中的开关与所述一个或多个电阻支路中的电阻支路一一对应。
  18. 根据权利要求16或17所述的驱动装置，其特征在于，所述第二开关设置在所述第一电阻支路和所述电池的负极之间。
  19. 根据权利要求16-18任一项所述的驱动装置，其特征在于，所述压缩机的能效比和所述电阻的能效比之间的差值处于预设范围时，所述控制电路用于控制所述N个桥臂所对应的所 述第一开关均处于断开状态，并控制所述第二开关进入闭合状态，以使所述第一电阻支路上的电阻从所述电池获取电流。
  20. 根据权利要求13-19任一项所述的驱动装置，其特征在于，所述桥臂的中点一侧的开关元件为耦合至电池的第一极的第三开关元件，另一侧的开关元件为耦合至所述电池的第二极的第四开关元件；
    所述控制电路用于控制所述N个桥臂上的所述第三开关元件同时断开，以及控制所述N个桥臂上的所述第四开关元件同时闭合，以使所述逆变电路向所述N个电阻支路输出电流。
  21. 根据权利要求20所述的驱动装置，其特征在于，所述第一极为所述电池的正极，所述第二极为所述电池的负极；或者，所述第一极为所述电池的负极，所述第二极为所述电池的正极。
  22. 根据权利要求20或21所述的驱动装置，其特征在于，所述控制电路用于控制所述N个桥臂上的所述第四开关元件在单个脉冲周期中处于闭合状态的时长，以控制所述逆变电路向所述N个电阻支路输出的电流的大小。
  23. 根据权利要求13-22任一项所述的驱动装置，其特征在于，所述驱动装置包括继电器，所述继电器用作所述N个桥臂所对应的所述第一开关；或者，
    所述N个桥臂中的一个或多个桥臂所对应的所述第一开关为断路器；或者，
    所述N个桥臂中的一个或多个桥臂所对应的所述第一开关为绝缘栅型双极晶体管IGBT或金属氧化物半导体场效应晶体管MOSFET。
  24. 一种电动汽车，其特征在于，包括权利要求1-12任一项所述的热管理系统或权利要求13-23任一项所述的驱动装置。
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