WO2023284356A1

WO2023284356A1 - Thermal management system and electric vehicle

Info

Publication number: WO2023284356A1
Application number: PCT/CN2022/088492
Authority: WO
Inventors: 李珂; 王瑞强; 陈付齐; 罗宏斌; 谭锋
Original assignee: 珠海格力电器股份有限公司
Priority date: 2021-07-14
Filing date: 2022-04-22
Publication date: 2023-01-19
Also published as: CN113370748B; CN113370748A

Abstract

A thermal management system and an electric vehicle. The thermal management system comprises an air-conditioner refrigerant circuit, an electric-motor heat exchanging circuit, and a battery heat-exchanging circuit, wherein the air-conditioner refrigerant circuit comprises a compressor (1), an in-vehicle heat exchanger (2), an out-vehicle heat exchanger (3), a throttling device, a first intermediate heat exchanger (4) and a second intermediate heat exchanger (5); the electric-motor heat exchanging circuit is in heat exchanging connection with the first intermediate heat exchanger (4); and the battery heat exchanging circuit is in heat exchanging connection with the second intermediate heat exchanger (5). The thermal management system can carry out integrated thermal management of a whole vehicle, thereby making full use of the battery power of a new energy bus, and improving the endurance of the new energy bus.

Description

Thermal Management Systems and Electric Vehicles

This disclosure claims the priority of the Chinese patent application with the application number 202110795513.6 and the title of the invention "Thermal Management System and Electric Vehicle" submitted to the China Patent Office on July 14, 2021, the entire contents of which are incorporated by reference in this disclosure.

technical field

The present disclosure relates to the technical field of electric vehicles, in particular to a thermal management system and the electric vehicle.

Background technique

In response to the current energy crisis and global warming, all walks of life are conducting energy conservation and emission reduction. Public transportation buses have great development prospects in reducing energy crisis and global warming problems. However, the fuel consumption and emissions of traditional passenger cars are increasingly inconsistent with the national standards and regulations on fuel consumption and emissions. New energy buses have emerged in response to the situation and are developing more and more rapidly.

Different from traditional fuel buses, new energy electric buses are powered by the power battery and the main drive motor; the battery is the energy storage device of the electric bus and is the core component of the three-electric system of the electric bus, and its performance and life are affected by temperature. greater impact. The motor, electronic control, and battery thermal management of an electric bus directly affect the battery life and safety performance of the vehicle. At present, the field of thermal management of new energy electric buses is still in its infancy. The thermal management of batteries and motors is basically independent of the operation of the air conditioning system, resulting in a great waste of battery power, reducing the battery life of electric buses, and limiting the development of electric buses. .

Contents of the invention

Therefore, the technical problem to be solved in the present disclosure is to provide a thermal management system and an electric vehicle, which can perform integrated thermal management of the whole vehicle, make full use of the battery power of the energy-based bus, and improve the battery life of the new-energy bus.

In order to solve the above problems, the present disclosure provides a thermal management system, which includes an air-conditioning refrigerant circuit, a motor heat exchange circuit, and a battery heat exchange circuit. The air-conditioning refrigerant circuit includes a compressor, an interior heat exchanger, an exterior heat exchanger, The throttling device, the first intermediate heat exchanger and the second intermediate heat exchanger, the motor heat exchange circuit is connected to the first intermediate heat exchanger for heat exchange, and the battery heat exchange circuit is connected to the second intermediate heat exchanger for heat exchange.

In some embodiments, a switching mechanism is provided between the motor heat exchange circuit and the battery heat exchange circuit, and the switching mechanism can switch the communication state of the motor heat exchange circuit and the battery heat exchange circuit, so that the motor heat exchange circuit and the battery heat exchange circuit form Independent circulation loops, or form series circulation loops.

In some embodiments, the switching mechanism is a second four-way valve.

In some embodiments, the throttling device includes a first throttling device, a second throttling device and a third throttling device, and the compressor, the heat exchanger inside the vehicle, the first throttling device and the heat exchanger outside the vehicle form a cycle loop, the first end of the first intermediate heat exchanger is connected to the pipeline between the interior heat exchanger and the exterior heat exchanger through the second throttling device, the second end is connected to the suction port of the compressor, and the second end is connected to the suction port of the compressor. The second intermediate heat exchanger is connected in parallel with the interior heat exchanger, and the first end of the second intermediate heat exchanger is connected to the pipeline between the interior heat exchanger and the exterior heat exchanger through the third throttling device.

In some embodiments, the first end of the first intermediate heat exchanger is provided with a first branch and a second branch in parallel, and the first branch and the second branch are connected between the interior heat exchanger and the exterior heat exchanger. On the pipeline between the devices, a first control valve is set on the first branch, a second control valve is set on the second branch, and the first throttling device is located on the pipeline between the first branch and the second branch.

In some embodiments, a third control valve is arranged on the pipeline where the second intermediate heat exchanger is located.

In some embodiments, the motor heat exchange circuit includes a first pump, a motor controller, a main drive motor and a motor radiator connected in sequence, and the heat exchange fluid of the motor heat exchange circuit flows through the first intermediate heat exchanger.

In some embodiments, the thermal management system further includes a fan, which is arranged between the external heat exchanger and the motor radiator, and can blow the air after heat exchange by the motor radiator to the external heat exchanger.

In some embodiments, the motor heat exchange circuit further includes a parallel pipeline connected in parallel with the pipeline where the motor radiator is located, a fourth control valve is provided on the pipeline where the motor radiator is located, and a fifth control valve is provided on the parallel pipeline.

In some embodiments, the battery heat exchange circuit includes a second pump, a power battery, and an expansion tank, and the water in the expansion tank flows through the second intermediate heat exchanger.

In some embodiments, the air-conditioning refrigerant circuit further includes a first four-way valve, the exhaust port of the compressor is connected to the first port of the first four-way valve, and the in-vehicle heat exchanger and the second intermediate heat exchanger are connected to The second port of the first four-way valve, the suction port of the compressor is connected to the third port of the first four-way valve, and the external heat exchanger is connected to the fourth port of the first four-way valve.

According to another aspect of the present disclosure, an electric vehicle is provided, including a thermal management system, which is the above-mentioned thermal management system.

The thermal management system provided by the present disclosure, the thermal management system includes an air-conditioning refrigerant circuit, a motor heat exchange circuit and a battery heat exchange circuit, and the air-conditioning refrigerant circuit includes a compressor, an internal heat exchanger, an external heat exchanger, and a throttling device . The first intermediate heat exchanger and the second intermediate heat exchanger, the motor heat exchange circuit is connected to the first intermediate heat exchanger for heat exchange, and the battery heat exchange circuit is connected to the second intermediate heat exchanger for heat exchange. The thermal management system can couple the air-conditioning refrigerant circuit, motor heat exchange circuit and battery heat exchange circuit together to perform integrated thermal management of the whole vehicle, solving the problem that the thermal management of batteries, motors and motor controllers of traditional new energy buses is independent of the air conditioning system Operation problems, make full use of the battery power of new energy buses, meet the needs of motor and battery heat dissipation, battery insulation, motor waste heat recovery, passenger cabin temperature and humidity control under different working conditions, and improve the energy efficiency of heat pump air conditioning systems, batteries and motor systems The efficiency and life of the new energy bus can be improved.

Description of drawings

FIG. 1 is a system schematic diagram of a thermal management system according to an embodiment of the present disclosure when the air-conditioning refrigerant circuit is in a cooling state;

FIG. 2 is a schematic diagram of battery warm-up when the air-conditioning refrigerant circuit is in a heating state in the heat management system according to an embodiment of the present disclosure;

FIG. 3 is a schematic diagram of battery cooling when the air-conditioning refrigerant circuit is in a heating state in the thermal management system according to an embodiment of the present disclosure;

FIG. 4 is a schematic diagram of the battery system of the thermal management system according to an embodiment of the present disclosure when it is in a transition season;

5 is a schematic diagram of the motor self-circulation of the thermal management system of the embodiment of the present disclosure;

FIG. 6 is a schematic diagram of battery self-circulation of the thermal management system of an embodiment of the present disclosure.

The reference signs are indicated as:

1. Compressor; 2. In-vehicle heat exchanger; 3. Out-vehicle heat exchanger; 4. First intermediate heat exchanger; 5. Second intermediate heat exchanger; 6. Switching mechanism; 7. First throttling device; 8, the second throttling device; 9, the third throttling device; 10, the first branch; 11, the second branch; 12, the first control valve; 13, the second control valve; 14, the third Control valve; 15. Fourth control valve; 16. Fifth control valve; 17. First pump; 18. Motor controller; 19. Main drive motor; 20. Motor radiator; 21. Fan; 22. Parallel pipeline ; 23, the second pump; 24, the power battery; 25, the expansion tank; 26, the first four-way valve; 27, the gas-liquid separator.

detailed description

Referring to FIGS. 1 to 6 , according to an embodiment of the present disclosure, the thermal management system includes an air-conditioning refrigerant circuit, a motor heat exchange circuit, and a battery heat exchange circuit. The air-conditioning refrigerant circuit includes a compressor 1 and an in-vehicle heat exchanger. 2. The external heat exchanger 3, the throttling device, the first intermediate heat exchanger 4 and the second intermediate heat exchanger 5, the motor heat exchange circuit is connected to the first intermediate heat exchanger 4 for heat exchange, and the battery heat exchange circuit is connected to the first intermediate heat exchanger 4. The second intermediate heat exchanger 5 is heat exchangingly connected.

The thermal management system can couple the air-conditioning refrigerant circuit, motor heat exchange circuit and battery heat exchange circuit together to perform integrated thermal management of the whole vehicle, solving the problem that the thermal management of batteries, motors and motor controllers of traditional new energy buses is independent of the air conditioning system Operation problems, make full use of the battery power of new energy buses, meet the needs of motor and battery heat dissipation, battery insulation, motor waste heat recovery, passenger cabin temperature and humidity control under different working conditions, and improve the energy efficiency of heat pump air conditioning systems, batteries and motor systems The efficiency and life of the new energy bus can be improved.

In this embodiment, since both the first intermediate heat exchanger 4 and the second intermediate heat exchanger 5 are part of the air-conditioning refrigerant circuit, the refrigerant can be used to achieve cooling or heating, while the motor heat exchange circuit and the first intermediate The heat exchanger 4 is connected for heat exchange, and the battery heat exchange circuit is connected to the second intermediate heat exchanger 5 for heat exchange, so that both the motor heat exchange circuit and the ground pool heat exchange circuit can be temperature-regulated through the air-conditioning refrigerant circuit, forming a coupling structure , can make more reasonable use of the characteristics of each part of the thermal management system, realize the mutual complementarity between different systems, select the appropriate system mode according to different environmental conditions, improve energy utilization, reduce energy consumption, and improve the battery life of new energy buses ability.

In one embodiment, a switching mechanism 6 is provided between the motor heat exchange circuit and the battery heat exchange circuit, and the switching mechanism 6 can switch the communication state of the motor heat exchange circuit and the battery heat exchange circuit, so that the motor heat exchange circuit and the battery heat exchange The loops form mutually independent circulation loops, or form series circulation loops. In this embodiment, the switching mechanism 6 can be used to realize the coupling between the motor heat exchange circuit and the battery heat exchange circuit and the switching of the disconnection state, which can be realized by using the coupling state between the motor heat exchange circuit and the battery heat exchange circuit. The heat between the two is complementary, and when the external environment or system state is not suitable for complementation, the connection between the two can be cut off, making the two independent of each other, improving the adaptability to the environment, and improving the thermal management capability of the system.

In one embodiment, the switching mechanism 6 is a second four-way valve. By switching the connection state of the second four-way valve, the switching of the pipeline connection state between the motor heat exchange circuit and the battery heat exchange circuit can be conveniently realized, the switching structure is simple, the implementation is convenient, and the implementation cost is low. In other embodiments, the switching mechanism 6 can also use other structures for switching, such as a combination of multiple two-way valves, or a combination of three-way valves, or a combination of two-way valves and three-way valves.

In one embodiment, the throttling device includes a first throttling device 7, a second throttling device 8 and a third throttling device 9, the compressor 1, the in-vehicle heat exchanger 2, the first throttling device 7 and the vehicle The outer heat exchanger 3 forms a circulation loop, the first end of the first intermediate heat exchanger 4 is connected to the pipeline between the interior heat exchanger 2 and the exterior heat exchanger 3 through the second throttling device 8, and the second The end is connected to the suction port of the compressor 1, the second intermediate heat exchanger 5 is connected in parallel with the interior heat exchanger 2, and the first end of the second intermediate heat exchanger 5 exchanges heat with the interior of the automobile through the third throttling device 9 The pipeline connection between the heat exchanger 2 and the external heat exchanger 3.

In this embodiment, a throttling device is provided on the pipeline where the intermediate heat exchanger corresponding to each heat exchange circuit is located, which can throttle the refrigerant in the pipeline where the intermediate heat exchanger is located to achieve respective throttling Control, and then meet their respective heat transfer needs, control is more independent, and temperature regulation is more flexible.

In one embodiment, the first end of the first intermediate heat exchanger 4 is provided with a first branch 10 and a second branch 11 in parallel, and the first branch 10 and the second branch 11 are connected to the interior heat exchanger. 2 and the external heat exchanger 3, the first branch 10 is provided with a first control valve 12, the second branch 11 is provided with a second control valve 13, and the first throttling device 7 is located at the On the pipeline between the first branch 10 and the second branch 11. The first branch 10 and the second branch 11 are provided with one-way valves respectively, and the one-way valves are set to prevent the refrigerant from going from the first intermediate heat exchanger 4 to the interior heat exchanger 2 and the exterior heat exchanger. 3 pipeline flow between.

In this embodiment, the first intermediate heat exchanger 4 is not directly connected to the pipeline between the interior heat exchanger 2 and the exterior heat exchanger 3 through a pipeline, but through two pipelines arranged in parallel. The branch is connected to the pipeline between the interior heat exchanger 2 and the exterior heat exchanger 3, and a first throttling device is installed on the rolling path between the two branches. The difference between the communication state of the first branch and the second branch realizes the selection of different refrigerant states. For example, in the cooling state of the air-conditioning refrigerant system, the second branch 11 on the upstream side of the first throttling device 7 is selected to communicate with the downstream side. The first branch 10 on the side is disconnected. At this time, the refrigerant entering the first intermediate heat exchanger 4 through the second branch 11 is unthrottled refrigerant. If the upstream side of the first throttling device 7 is selected The second branch 11 of the second branch is disconnected, and the first branch 10 on the downstream side is connected. At this time, the refrigerant entering the first intermediate heat exchanger 4 through the second branch 11 is the throttled refrigerant. The communication mode can control the state of the refrigerant entering the first intermediate heat exchanger 4, and then realize the refined control of the battery temperature.

In one embodiment, the pipeline where the second intermediate heat exchanger 5 is located is provided with a third control valve 14, and the third control valve 14 is arranged at the suction port where the second intermediate heat exchanger 5 is connected to the compressor 1 or On the pipeline connected to the first four-way valve 26, the pipeline where the second intermediate heat exchanger 5 is located can be controlled so that the second intermediate heat exchanger 5 participates in the heat exchange of the battery heat exchange circuit, or does not participate in the battery heat exchange The heat exchange of the circuit facilitates the heat exchange control between the battery heat exchange circuit and the motor heat exchange circuit.

In one embodiment, the motor heat exchange circuit includes a first pump 17, a motor controller 18, a main drive motor 19 and a motor radiator 20 connected in sequence, and the heat exchange fluid of the motor heat exchange circuit flows through the first intermediate heat exchanger 4. In this embodiment, the heat exchange fluid flowing in the heat exchange circuit of the motor is a brine, such as water or ethylene glycol.

In one embodiment, the thermal management system further includes a fan 21, which is arranged between the external heat exchanger 3 and the motor radiator 20, and can blow the air exchanged by the motor radiator 20 to the outside of the vehicle for heat exchange. Device 3. In this embodiment, the fan 21 can be turned on or off as required. For example, when the air-conditioning refrigerant circuit is in a heating state, the external heat exchanger 3 needs to absorb heat, and the motor heat exchange circuit It dissipates heat outward all the time. At this time, the heat generated by the main drive motor 19 and the motor controller 18 of the motor heat exchange circuit can be released through the motor radiator 20, and then under the action of the fan 21, the motor radiator 20 The heated air is blown to the exterior heat exchanger 3 to increase the air temperature around the exterior heat exchanger 3, so that the exterior heat exchanger 3 can absorb heat more conveniently and meet the heating demand of the interior heat exchanger 2 , in this case, the heat dissipation of the motor can be fully utilized, the energy utilization rate can be improved, and the heating capacity of the heat exchanger 2 in the vehicle can be improved at the same time.

In one embodiment, the motor heat exchange circuit further includes a parallel pipeline 22 connected in parallel with the pipeline where the motor radiator 20 is located. The fourth control valve 15 is arranged on the pipeline where the motor radiator 20 is located, and the parallel pipeline 22 is provided with Fifth control valve 16 . In this embodiment, when the heat of the motor heat exchange circuit and the battery heat exchange circuit complement each other, and there is no need for the motor heat exchange circuit to release heat, the pipeline where the motor radiator 20 is located can be closed by the fourth control valve, and opened The fifth control valve 16 makes the heat generated by the main drive motor 19 and the motor controller 18 not dissipate from the motor radiator 20, but circulates inside, and then exchanges heat for the battery when it reaches the battery heat exchange circuit The power battery 24 in the circuit is heated, so that the heat can be reasonably distributed and utilized internally, and there is no need to find additional heat sources.

In one embodiment, the battery heat exchange circuit includes a second pump 23 , a power battery 24 and an expansion tank 25 , and the water in the expansion tank 25 flows through the second intermediate heat exchanger 5 .

In one embodiment, the air-conditioning refrigerant circuit further includes a first four-way valve 26, the exhaust port of the compressor 1 is connected to the first interface of the first four-way valve 26, and the in-vehicle heat exchanger 2 and the second intermediate exchanger The heater 5 is connected to the second port of the first four-way valve 26, the suction port of the compressor 1 is connected to the third port of the first four-way valve 26, and the external heat exchanger 3 is connected to the first four-way valve 26 the fourth interface.

The above-mentioned control valve is, for example, a solenoid valve, and the above-mentioned first intermediate heat exchanger 4 and second intermediate heat exchanger 5 are, for example, plate heat exchangers, shell-and-tube heat exchangers or sleeve-pipe heat exchangers. The aforementioned throttling device is, for example, an electronic expansion valve.

In one embodiment, the air-conditioning refrigerant circuit further includes a gas-liquid separator 27, which is arranged at the suction end of the compressor 1, and the refrigerant enters the suction end of the compressor 1 after passing through the gas-liquid separator 27. mouth.

The heat management system of the embodiment of the present disclosure implements the integrated heat management of the whole vehicle by coupling the motor, the motor controller heat exchange circuit, the battery heat exchange circuit and the air conditioner refrigerant circuit, so as to meet the heat dissipation requirements of the motor and battery under different working conditions. , battery heat preservation, motor waste heat recovery, passenger compartment temperature and humidity control, etc., avoiding the waste of electric power for the motor to cool the battery alone, and can also recover the waste heat generated by the motor, and at the same time, the air conditioning system can be used in different modes to cool and keep the battery warm , recovering the waste heat of the motor, which not only improves the cruising range of the bus and the energy efficiency of the air conditioner, but also avoids the accumulation of heat energy in the bus under harsh working conditions and causes damage to components due to overheating.

The working principle of the thermal management system of the embodiment of the present disclosure will be described below.

When the in-vehicle heat exchanger 2 of the thermal management system is in the cooling condition, and the power battery 24 and the main drive motor 19 are both working normally, at this time, for the air-conditioning refrigerant circuit, the high-temperature and high-pressure refrigerant coming out of the compressor 1 It enters the external heat exchanger 3 for heat exchange, and becomes a low-temperature and high-pressure liquid, which is divided into three routes. The first refrigerant is throttled by the first throttling device 7 and then becomes a low-temperature and low-pressure liquid, and then enters the vehicle. The inner heat exchanger 2 performs evaporation, heat absorption and refrigeration, and then enters the gas-liquid separator 27 through the first four-way valve 26 and then enters the compressor 1 to form an air-conditioning refrigeration cycle; at this time, the first control valve 12 is closed, and the second control valve The valve 13 is opened, and the second-way refrigerant coming out of the external heat exchanger 3 passes through the second control valve 13 and the second throttling device 8 to become a low-temperature and low-pressure refrigerant liquid and then enters the first intermediate heat exchanger 4 , and exchange heat with the coolant in the motor heat exchange circuit, and the refrigerant after the heat exchange with the motor heat exchange circuit directly enters the gas-liquid separator 27, and finally returns to the compressor 1 for compression; at the same time, it exchanges heat from outside the vehicle The third refrigerant coming out of the device 3 enters the second intermediate heat exchanger 5 through the third throttling device 9 to cool the battery heat exchange circuit. In this mode, the third control valve 14 is opened and passes through the second intermediate heat exchanger. The refrigerant in the heater 5 enters the first four-way valve 26 through the third control valve 14, and finally returns to the gas-liquid separator 27, and then enters the compressor 1 for compression;

For the motor heat exchange circuit, at this moment, the fourth control valve 15 is opened, and the fifth control valve 16 is closed. The first pump 17 first dissipates heat to the motor controller 18, and then dissipates heat to the main drive motor 19, so that the motor can be cooled by the radiator and the air conditioner in cooling mode.

For the battery heat exchange circuit, the cooled low-temperature coolant in the expansion tank 25 cools the power battery 24 under the action of the second pump 23, and then exchanges heat with the refrigerant in the second intermediate heat exchanger 5, Complete the battery cooling cycle.

In this mode, the motor heat exchange circuit and the battery heat exchange circuit are independent cycles.

When the in-vehicle heat exchanger 2 of the thermal management system is in the heating condition, the battery preheating mode is shown in Figure 2, and the battery cooling mode is shown in Figure 3:

The high-temperature and high-pressure refrigerant coming out of the compressor 1 enters the in-vehicle heat exchanger 2 for heating all the way. The throttling device 7 becomes a low-temperature and low-pressure liquid after throttling, enters the external heat exchanger 3 for heat exchange, then enters the gas-liquid separator 27 through the first four-way valve 26, and finally returns to the compressor 1. The air-conditioning and heating cycle is formed. At this time, the first control valve 12 is opened, and the second control valve 13 is closed. into low-temperature and low-pressure refrigerant liquid, enters the first intermediate heat exchanger 4, cools the motor controller 18 and the main drive motor 19, and recovers the waste heat of the motor through the first intermediate heat exchanger 4 to the heat pump air-conditioning system, thereby improving System energy efficiency; at the same time, another refrigerant from the compressor 1 enters the second intermediate heat exchanger 5 to condense and release heat, and heat up the battery heat exchange circuit to achieve the purpose of preheating the battery. After being throttled and decompressed by the third throttling device 9, the refrigerant exchanged by the heat exchanger 5 passes through the external heat exchanger 3, and finally returns to the compressor 1 to complete the cycle.

For the battery heat exchange circuit, the heated high-temperature coolant in the second intermediate heat exchanger 5 heats the battery under the action of the second pump 23, and then exchanges with the refrigerant in the second intermediate heat exchanger 5. hot, completing the battery heating cycle.

For the motor heat exchange circuit, at this moment, the fourth control valve 15 is closed, the fifth control valve 16 is opened, the motor radiator 20 is not working, and the waste heat of the motor is absorbed into the heat pump air-conditioning system through the coolant.

As the running time of the vehicle becomes longer and the battery temperature is reached, the warm-up is over, and the internal temperature of the battery cell is getting higher and higher due to the discharge of the battery cell. At this time, the system enters the battery cooling mode loop. As shown in Figure 3, the first control valve 12, the second control valve 13, and the third control valve 14 are closed, the second throttling device 8, and the third throttling device 9 are closed, and the second four-way valve switches direction to form a battery, a motor Coupled circulation loop, the fourth control valve 15 is opened, the fifth control valve 16 is closed, the motor radiator 20 starts to work, and the low-temperature coolant from the motor radiator 20 is supplied to the motor controller 18, the main drive motor 19, and the power battery 24 in sequence Cool down, and then return to the motor radiator 20 to dissipate heat, forming a battery and motor coupling cycle, and realizing the purpose of simultaneously cooling the battery and the motor.

In the transition season, the air conditioner is not running, but the temperature of the battery core is low, and the battery needs to be heated and kept warm. The principle is shown in Figure 4. At this time, the fourth control valve 15 is closed, and the fifth control valve 16 is opened to absorb the motor through the coolant. The heat in the controller 18 and the main drive motor 19 heats the battery; when the temperature of the battery reaches the operating temperature, the preheating stops and the battery enters the cooling state. The device 20 shares heat dissipation with the motor controller 18, the main drive motor 19, and the power battery 24.

As shown in Figure 5, when the motor heat exchange circuit works independently, the second heat exchanger is switched at this time, so that the motor heat exchange circuit and the battery heat exchange circuit are disconnected and independent of each other, the air conditioner refrigerant circuit does not operate, and the battery The heat exchange circuit is not running, and the coolant circulates in the motor heat exchange circuit, and under the action of the first pump 17, flows through the motor controller 18 and the main drive motor 19, and takes away the heat from the motor controller 18 and the main drive motor 19 The heat is then dissipated at the motor radiator 20 , and the cooling liquid after heat dissipation continues to circulate under the drive of the first pump 17 .

Referring to Fig. 6, when the battery heat exchange circuit works independently, the coolant flows through the power battery 24 under the action of the second pump 23, takes away the heat of the power battery 24, and then enters the expansion tank 25 for expansion and cooling , the cooled coolant flows back to the second pump 23 and continues to circulate under the drive of the second pump 23 .

According to an embodiment of the present disclosure, an electric vehicle includes a thermal management system, which is the above-mentioned thermal management system.

Those skilled in the art can easily understand that, on the premise of no conflict, the above-mentioned advantageous modes can be freely combined and superimposed.

The above are only preferred embodiments of the present disclosure, and are not intended to limit the present disclosure. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present disclosure shall be included in the protection scope of the present disclosure Inside. The above are only preferred implementations of the present disclosure. It should be pointed out that for those of ordinary skill in the art, some improvements and modifications can be made without departing from the technical principles of the present disclosure. These improvements and modifications should also be regarded as the scope of protection of the present disclosure.

Claims

A thermal management system, comprising an air-conditioning refrigerant circuit, a motor heat exchange circuit and a battery heat exchange circuit, the air-conditioning refrigerant circuit including a compressor (1), an interior heat exchanger (2), an exterior heat exchanger ( 3), a throttling device, a first intermediate heat exchanger (4) and a second intermediate heat exchanger (5), the motor heat exchange circuit is connected to the first intermediate heat exchanger (4) for heat exchange, so The battery heat exchange circuit is connected to the second intermediate heat exchanger (5) for heat exchange.
The thermal management system according to claim 1, wherein a switching mechanism (6) is provided between the motor heat exchange circuit and the battery heat exchange circuit, and the switching mechanism (6) can switch the motor heat exchange The communication state of the loop and the battery heat exchange loop makes the motor heat exchange loop and the battery heat exchange loop form independent circulation loops, or form a series circulation loop.
The thermal management system according to claim 2, wherein the switching mechanism (6) is a second four-way valve.
The thermal management system according to any one of claims 1 to 3, wherein the throttling device comprises a first throttling device (7), a second throttling device (8) and a third throttling device (9 ), the compressor (1), the interior heat exchanger (2), the first throttling device (7) and the exterior heat exchanger (3) form a circulation loop, and the first The first end of the intermediate heat exchanger (4) is connected to the pipeline between the interior heat exchanger (2) and the exterior heat exchanger (3) through the second throttling device (8) , the second end is connected to the suction port of the compressor (1), the second intermediate heat exchanger (5) is connected in parallel with the in-vehicle heat exchanger (2), and the second intermediate heat exchanger The first end of (5) is connected to the pipeline between the interior heat exchanger (2) and the exterior heat exchanger (3) through the third throttling device (9).
The heat management system according to claim 4, wherein a first branch (10) and a second branch (11) are arranged in parallel at the first end of the first intermediate heat exchanger (4), and the first branch One branch (10) and the second branch (11) are connected on the pipeline between the interior heat exchanger (2) and the exterior heat exchanger (3), and the first branch A first control valve (12) is set on the branch line (10), a second control valve (13) is set on the second branch line (11), and the first throttling device (7) is located in the first branch line (11). On the pipeline between the branch (10) and the second branch (11).
The thermal management system according to claim 1, wherein a third control valve (14) is arranged on the pipeline where the second intermediate heat exchanger (5) is located.
The thermal management system according to any one of claims 1 to 3, wherein the motor heat exchange circuit comprises a first pump (17), a motor controller (18), a main drive motor (19) and A motor radiator (20), the heat exchange fluid of the motor heat exchange circuit flows through the first intermediate heat exchanger (4).
The thermal management system according to claim 7, wherein the thermal management system further comprises a fan (21), and the fan (21) is arranged between the external heat exchanger (3) and the motor radiator ( 20), and can blow the air after the heat exchange of the motor radiator (20) to the external heat exchanger (3).
The thermal management system according to claim 7, wherein the motor heat exchange circuit further comprises a parallel pipeline (22) connected in parallel with the pipeline where the motor radiator (20) is located, and the motor radiator (20) A fourth control valve (15) is arranged on the pipeline where it is located, and a fifth control valve (16) is arranged on the parallel pipeline (22).
The thermal management system according to any one of claims 1 to 3, wherein the battery heat exchange loop includes a second pump (23), a power battery (24) and an expansion tank (25), the expansion tank ( 25) of water flows through the second intermediate heat exchanger (5).
The thermal management system according to any one of claims 1 to 3, wherein the air-conditioning refrigerant circuit further includes a first four-way valve (26), and the discharge port of the compressor (1) is connected to the The first interface of the first four-way valve (26) is connected, and the in-vehicle heat exchanger (2) and the second intermediate heat exchanger (5) are connected to the first port of the first four-way valve (26). Two ports, the suction port of the compressor (1) is connected to the third port of the first four-way valve (26), and the external heat exchanger (3) is connected to the first four-way valve (26) the fourth interface.
An electric vehicle, comprising a thermal management system, the thermal management system being the thermal management system described in any one of claims 1-11.