WO2024007935A1

WO2024007935A1 - Electric vehicle thermal management system

Info

Publication number: WO2024007935A1
Application number: PCT/CN2023/103647
Authority: WO
Inventors: 刘超鹏; 李帮俊; 陈君
Original assignee: 华为技术有限公司
Priority date: 2022-07-05
Filing date: 2023-06-29
Publication date: 2024-01-11
Also published as: CN117382370A

Abstract

An electric vehicle thermal management system, comprising a compressor (11), a condensation device (12), a directional throttling device (13), an evaporation device (14) and an air channel. The compressor (11), the condensation device (12), the directional throttling device (13) and the evaporation device (14) are sequentially communicated to form a refrigerant loop (1). Air in the air channel can absorb heat in the condensation device (12) in the refrigerant loop (1) so as to achieve heating of a passenger compartment. The air in the air channel can transfer heat to the evaporation device (14) in the refrigerant loop (1) so as to achieve cooling of the passenger compartment. An outlet of the compressor (11) is connected to the condensation device (12), and the directional throttling device (13) is arranged between the condensation device (12) and the evaporation device (14).

Description

An electric vehicle thermal management system

This application claims priority to the Chinese patent application submitted to the China Patent Office on July 5, 2022, with the application number 202210794675.2 and the invention title "A Thermal Management System for Electric Vehicles", the entire content of which is incorporated into this application by reference. middle.

Technical field

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

Background technique

Pure electric vehicles have begun to gradually become popular in the market. Generally, the winter thermal management solution for the passenger compartment of the thermal management system of electric vehicles uses relatively simple positive temperature coefficient thermistor (Positive Temperature Coefficient, PTC) heating such as water heater heating or wind heater heating. However, since the PTC heating method directly consumes electric energy, the energy efficiency value is lower than 1. The thermal management solution using PTC heating method will significantly reduce the cruising range of electric vehicles in winter. Therefore, the heating energy efficiency value is much higher than that of PTC heating method heat pumps. Air conditioning and heating technology has become one of the best solutions at this stage.

Heat pump air conditioning and heating technology uses the vapor compression refrigeration cycle to perform work through compressor compression, releasing the heat of high-temperature and high-pressure refrigerant to the member cabin, and then throttling and expanding through the expansion valve, absorbing heat from the outdoor low-temperature environment, and then returning to compression Compressed by a compressor, the heat in the outdoor low-temperature ambient air can be increased by the compression action of the compressor and then released to places where heat is needed, such as the passenger compartment or battery pack, thereby achieving energy conservation and improving the cruising range of electric vehicles. However, due to the change of seasons, the cooling or heating needs of the passenger compartment are different. The heat pump system in the prior art sets multiple reversing valves to change the flow direction of the refrigerant after passing through the compressor, so that the condenser and evaporator in the system can The cooling or heating of the passenger compartment is achieved by interchangeable functions of the condenser. Therefore, it is difficult to optimize the fins of the condenser and evaporator in the system, which greatly restricts the heat exchange performance of the condenser and evaporator. Convection The heat exchange efficiency is low, and the introduction of a heat pump system will make the vehicle thermal management system architecture more complex. The pipeline layout and avoidance work of the refrigerant loop and cooling water loop will become very complicated. Platform commonality is not high and components are reused. The rate is low, and the structure will be significantly adjusted and changed according to different needs.

Application content

This application provides an electric vehicle thermal management system to solve the above-mentioned problems in the prior art of electric vehicle thermal management systems, such as difficulty in optimizing the condensation device and evaporation device fins, low heat exchange efficiency, and complex thermal management system architecture.

This application provides an electric vehicle thermal management system, including a compressor, a condensing device, a reversing throttling device, an evaporation device and an air duct. The compressor, the condensing device, the reversing throttling device and the The evaporation devices are connected in sequence to form a refrigerant circuit. The wind in the air duct can absorb the heat of the condensation device in the refrigerant circuit to achieve heating of the passenger compartment. The wind in the air duct can transfer heat to the The evaporation device in the refrigerant circuit is used to cool the passenger compartment, wherein the outlet of the compressor is connected to the condensation device, and the reversing throttling device is provided between the condensation device and the evaporation device. between.

In this solution, compared with the existing electric vehicle thermal management system that switches the function of the heat exchanger to achieve cooling or heating of the passenger compartment, in the electric vehicle thermal management system of the present application, the passenger compartment can be cooled or heated by adjusting the air duct. The cabin is refrigerated in summer or heated in winter, and the outlet of the compressor is connected to the condensing device. The reversing throttling device is installed between the condensing device and the evaporation device, so that the functions of the refrigeration device and the evaporation device are fixed, that is, the condensing device only does condensation. Function, the evaporation device only performs the evaporation function, allowing R&D personnel to perform targeted structural optimization of the fins of the condensation device and/or evaporation device, such as optimizing the angle, height, spacing and other parameters of the fins to facilitate condensation. The device's heat dissipation and/or evaporation device have better heat absorption effects, improve the heat exchange performance of the condensation device and/or evaporation device, improve the convection heat exchange efficiency between the condensation device and/or evaporation device and the surrounding environment, increase the energy efficiency ratio, and reduce The energy consumption of electric vehicles is reduced, and the functions of the condensation device and/or evaporation device are fixed and the reuse rate is high. It can reduce the structural complexity of the thermal management system of electric vehicles and improve platform commonality.

In a possible design, the electric vehicle thermal management system further includes a cooling water circuit, the condensing device includes a first condenser and a second condenser, the first condenser includes a first refrigerant flow path and a third A cooling water flow path, the first refrigerant flow path is connected to the refrigerant circuit, the first cooling water flow path is connected to the cooling water circuit, the first refrigerant flow path and the second cooling water flow path are connected to the cooling water circuit. The condenser can condense the refrigerant medium in the refrigerant circuit, and the first cooling water channel can exchange heat between the refrigerant circuit and the cooling water circuit, so that the cooling liquid in the cooling water circuit can be The temperature rises.

In this solution, the first condenser and the second condenser can condense the refrigerant medium in the refrigerant circuit and release a large amount of heat to meet the requirements for heating the passenger compartment and heating the coolant in the cooling water circuit. Moreover, the first refrigerator can exchange heat between the refrigerant circuit and the cooling water circuit, thereby improving the energy utilization of the electric vehicle thermal management system, thereby significantly reducing the heating energy consumption of the electric vehicle thermal management system in winter and improving Winter range of electric vehicles.

In a possible design, the first condenser and the second condenser are connected in series, or the first condenser and the second condenser are connected in parallel, or the first condenser is connected with the second condenser. The second condenser is connected in series, and both ends of the first condenser are connected to the bypass valve.

In this solution, when the first condenser and the second condenser are connected in series, the flow dead zone of the refrigerant medium in the refrigerant circuit caused by the switching of the working conditions of the electric vehicle thermal management system can be avoided, thereby avoiding the refrigerant medium flowing in the refrigerant circuit. Condensation in the first condenser or the second condenser causes the refrigerant medium circulating in the refrigerant circuit to decrease, causing the heating or cooling effect of the electric vehicle thermal management system to decrease or fail, thereby improving the operating reliability of the electric vehicle thermal management system. When the first condenser and the second condenser are connected in parallel, the heating of the passenger compartment and the cooling liquid in the cooling water circuit can be heated at the same time, or the cooling liquid in the cooling water circuit can be heated separately, or the cooling liquid in the cooling water circuit can be heated separately. Heating the passenger compartment allows the electric vehicle thermal management system to have more working modes. Applicable working modes can be selected according to specific needs to further reduce the heating energy consumption of electric vehicles in winter. The first condenser and the second condenser are connected in series, and both ends of the first condenser are connected to the bypass valve. When the bypass valve is closed, the heating of the passenger compartment and the heating of the coolant in the cooling water circuit can be performed simultaneously. When the bypass valve is turned on, the passenger compartment can be heated separately, and the applicable operating mode can be selected according to specific needs, and the pressure loss of the refrigerant medium before entering the second condenser can be reduced, thereby reducing the use of the compressor. power, thereby further reducing the energy consumption of electric vehicles.

In a possible design, the evaporation device includes a first evaporator and a second evaporator, the first evaporator includes a second refrigerant flow path and a second cooling water flow path, and the second refrigerant flow path is connected to The refrigerant circuit is connected, the second cooling water flow path is connected with the cooling water circuit, the second refrigerant flow path and the second evaporator can evaporate the refrigerant medium in the refrigerant circuit, and the second cooling water flow path is connected with the cooling water circuit. The cooling water passage enables heat exchange between the refrigerant circuit and the cooling water circuit, so that the temperature of the cooling liquid in the cooling water circuit is lowered.

In this solution, the first evaporator and the second evaporator can evaporate the refrigerant medium in the refrigerant circuit and absorb the heat of the surrounding environment to meet the requirements for cooling the passenger compartment and cooling the coolant in the cooling water circuit, and The first evaporator can exchange heat between the refrigerant circuit and the cooling water circuit, thereby improving the energy utilization of the electric vehicle thermal management system, thereby greatly improving the cooling efficiency of the electric vehicle thermal management system in summer.

In a possible design, the electric vehicle thermal management system further includes a damper and an air volume distribution mechanism. The damper includes a first damper and a second damper, and the second condenser and the second evaporator are located at the As for the air duct, the second condenser can heat the wind in the air duct, and the second evaporator can cool the wind in the air duct. When the first damper is opened, the second When the damper is closed, the air volume distribution mechanism can send the wind into the air duct and enter the passenger cabin through the second condenser to realize heating of the passenger cabin. When the first damper is closed and the second damper is opened, the The air volume distribution mechanism can send the wind into the air duct and enter the passenger cabin through the second evaporator to achieve cooling of the passenger cabin.

In this solution, the damper installed in the air duct can change the flow direction of the wind in the air duct, so that the wind in the air duct can be heated or cooled according to the demand to meet the needs of winter heating and summer cooling of the passenger cabin. The layout is simple and will not There is more interference with the cooling water circuit, which is beneficial to the layout of the cooling water circuit and reduces the structural complexity of the electric vehicle thermal management system. In addition, according to the needs of different models, there is no need to significantly change the architecture of the electric vehicle thermal management system, further improving the platform The commonality reduces development costs. At the same time, the air volume distribution mechanism can adjust the amount and wind speed entering the crew cabin to meet the needs of the members in the crew cabin and improve the crew experience.

In a possible design, the refrigerant circuit includes a first branch, a second branch, a third branch and a fourth branch, and the reversing throttling device has a first interface, a second interface, a third Three interfaces and a fourth interface, the electric vehicle thermal management system also includes a first front-end heat exchanger, the first front-end heat exchanger can exchange heat with the atmospheric environment, the compressor and the condensation device are arranged in The first branch, the evaporation device is provided in the second branch, the first front-end heat exchanger is provided in the fourth branch, one end of the first branch is connected to the first interface connection, and the other end is connected to the second branch and the third branch, and the third One end of the two branches away from the first branch is connected to the second interface, one end of the third branch away from the first branch is connected to the third interface, and the end of the fourth branch is connected to the third interface. One end is connected to the fourth interface, and the other end is connected to the pipeline between the first evaporator and the second evaporator. The reversing throttling device can control the first interface, the second interface, and the third interface. The connection between the third interface and the fourth interface is used to switch the connection state between the first branch, the second branch, the third branch or the fourth branch.

In this solution, the first front-end heat exchanger is used to exchange heat between the refrigerant medium in the first front-end heat exchanger and the external environment, thereby improving the heat dissipation effect of the refrigerant circuit, reducing the energy consumption of the electric vehicle thermal management system, and ensuring that the refrigerant circuit can Work at a reasonable operating temperature to ensure the safe and reliable operation of the refrigerant circuit. The refrigerant circuit is equipped with multiple branches, and the reversing throttling device is used to switch on and off between the branches so that the refrigerant circuit Multiple conduction modes can be formed, so that the electric vehicle thermal management system can be adjusted according to the environment and the actual operating conditions of the vehicle, and operate in an appropriate conduction mode, making the control more flexible and reducing the loss of energy consumption. , improving the energy optimization utilization of electric vehicle thermal management systems.

In a possible design, the electric vehicle thermal management system further includes a first electronic expansion valve and a second electronic expansion valve. The first electronic expansion valve is used to control the second branch and the first The second electronic expansion valve is used to control the connection between the evaporator and the first branch, and the second electronic expansion valve is used to control the connection between the fourth branch and the second branch.

In this solution, the setting of the first electronic expansion valve and the second electronic expansion valve can increase the conduction mode of the refrigerant circuit and increase the working modes of the electric vehicle thermal management system, thereby making the control more flexible and reducing the pressure loss in the refrigerant circuit. Save energy consumption. The first electronic expansion valve and the second electronic expansion valve have the function of throttling and reducing pressure, so that the pressure of the refrigerant after passing through the first electronic expansion valve or the second electronic expansion valve is reduced, making it easier to evaporate, and the first electronic expansion valve And the second electronic expansion valve also has the function of controlling the flow of the refrigerant medium to prevent insufficient refrigeration, abnormal overheating of the compressor, damage to the compressor by liquid shock, etc. Among them, if the flow rate of the refrigerant medium is too large, it is easy to cause the liquid refrigerant medium to Entering the compressor will cause liquid shock, causing damage to the compressor, or causing abnormal overheating of the compressor. If the refrigerant medium flow rate is too small, it will cause the refrigerant medium to evaporate in advance, resulting in insufficient refrigeration.

In a possible design, the refrigerant circuit includes a first conduction mode, and in the first conduction mode, the reversing throttling device controls the first interface to communicate with the second interface, and The third interface is connected to the fourth interface, so that the first branch, the second branch, the fourth branch and the third branch are cyclically connected in sequence, wherein the first electronic expansion valve is in In the closed state, the second electronic expansion valve is in the throttling state.

In this solution, in the first conduction mode, the first condenser can transfer the heat in the refrigerant circuit to the cooling water circuit, thereby enabling the cooling water circuit to be heated, and the second condenser can transfer heat to the air duct. The wind forms hot air, which can heat the passenger compartment, and the refrigerant medium can dissipate heat to the external cold air environment through the first front-end heat exchanger, so that the refrigerant circuit can work at a reasonable operating temperature, and in the third In the one-conduction mode, the second evaporator is conductive and the first evaporator is not conductive, which not only reduces the components in the circulation loop, reduces the pressure loss in the loop, reduces the work of the compressor, reduces energy consumption, but also It meets the heating cycle requirements of the refrigerant circuit and is suitable for working conditions when the ambient temperature is low and components such as the passenger compartment or the battery pack in the cooling water circuit have heating requirements.

In a possible design, the refrigerant circuit further includes a second conduction mode. In the second conduction mode, the reversing throttling device controls the first interface to communicate with the second interface, So that the first branch and the second branch are in cyclic communication, wherein the first electronic expansion valve is in a throttling state and the second electronic expansion valve is in a closed state.

In this solution, in the second conduction mode, the first condenser can transfer the heat of the refrigerant circuit to the cooling water circuit, thereby enabling the cooling water circuit to be heated, and the second condenser can transfer heat to the air duct. The wind generates hot air in the air duct, thereby heating the passenger compartment, and the first evaporator is turned on, and the heat of the battery pack or powertrain and other components absorbed by the cooling water circuit during the circulation process can be absorbed by the refrigerant circuit. Thereby increasing the temperature of the refrigerant medium in the second refrigerant flow path in the first evaporator, so that the compressor can quickly recover heat, and the first refrigerant flow path and the second condenser of the first condenser can release more heat, thereby It can meet the heating needs of battery packs and other components in the cooling water circuit or in the passenger compartment, improves the optimal energy utilization of the electric vehicle thermal management system, and reduces energy consumption. It is suitable for low ambient temperatures and in the passenger compartment or cooling water circuit. Components such as battery packs have heating requirements, and the waste heat of some components in the cooling water circuit (such as battery packs, powertrains and other components that can heat up during driving) can be recovered during heating conditions.

In a possible design, the refrigerant circuit further includes a third conduction mode, and in the third conduction mode, the reversing throttling device controls the first interface to communicate with the fourth interface, And the second interface is connected with the third interface so that the first branch, the second branch, the third branch and the fourth branch are in cyclic communication, wherein, the The first electronic expansion Both the expansion valve and the second electronic expansion valve are in a throttling state.

In this solution, in the third conduction mode, the first evaporator can transfer the heat in the cooling water circuit to the refrigerant circuit, thereby cooling the cooling water circuit, and the second evaporator can absorb the heat of the wind in the air duct. Cold air is generated in the air duct to cool the passenger compartment, and the first evaporator is turned on. At the same time, before the refrigerant medium enters the first evaporator or the second evaporator, it first passes through the first front-end heat exchanger and communicates with the external environment. Perform low-temperature heat exchange to further reduce the temperature of the refrigerant medium, so that the refrigerant medium can absorb more heat when it is evaporated in the first evaporator or the second evaporator, so that the second refrigerant flow path of the first evaporator and The second evaporator can absorb more heat to meet the refrigeration needs of components such as the battery pack in the cooling water circuit or the passenger compartment. It is suitable for use when the ambient temperature is high and the components such as the battery pack or battery pack in the cooling water circuit have refrigeration needs. working conditions.

In a possible design, the refrigerant circuit further includes a fourth conduction mode. In the fourth conduction mode, the reversing throttling device controls the first interface to communicate with the fourth interface, And the second interface is connected with the third interface, so that the first branch, the fourth branch, the second branch and the third branch are connected in sequence, wherein, the The first electronic expansion valve is in a closed state, and the second electronic expansion valve is in a throttling state.

In this solution, in the fourth conduction mode, the second evaporator can absorb the heat of the wind in the air duct to generate cold air in the air duct, thereby achieving cooling of the passenger compartment. Before the refrigerant medium enters the second evaporator, it first passes through the third evaporator. A front-end heat exchanger performs low-temperature heat exchange with the external environment to further reduce the temperature of the refrigerant medium, so that when the refrigerant medium is evaporated in the second evaporator, the second evaporator absorbs more heat in the air duct to satisfy the occupants The refrigeration demand in the cabin, and the first evaporator is not conductive, reduces the components in the circulation loop, reduces the pressure loss in the loop, reduces the work of the compressor, and reduces energy consumption. At the same time, all refrigerant media enters the second The evaporator makes the evaporation and heat absorption effect of the second evaporator better, and is suitable for working conditions where the ambient temperature is high and the passenger compartment needs separate cooling.

In a possible design, the refrigerant circuit further includes a fifth conduction mode. In the fifth conduction mode, the reversing throttling device controls the first interface to communicate with the fourth interface, So that the first branch, the fourth branch, and the second branch are connected cyclically in sequence, wherein both the first electronic expansion valve and the second electronic expansion valve are in a throttling state.

In this solution, in the fifth conduction mode, the first evaporator can transfer the heat of the cooling water circuit in the second cooling water flow path to the refrigerant flow path in the second refrigerant flow path, thereby achieving control of the cooling water circuit. Cooling, and before the refrigerant medium enters the first evaporator, it first conducts low-temperature heat exchange with the external environment through the first front-end heat exchanger, so that the temperature of the refrigerant medium is further reduced, so that the second refrigerant flow path of the first evaporator can be cooled from More heat is absorbed in the water circuit, making the temperature of the cooling water circuit lower to meet the cooling needs of the battery pack and other components in the cooling water circuit. Moreover, the second evaporator is non-conducting, reducing the number of components in the circulation circuit and reducing the The pressure loss in the circuit is reduced, the work of the compressor is reduced, and the energy consumption is reduced. At the same time, all the refrigerant medium enters the first evaporator, so that the evaporation heat absorption effect of the second refrigerant flow path of the first evaporator is also better, and it is suitable for Due to the high ambient temperature, the battery pack and other components in the cooling water circuit require separate cooling.

In a possible design, the reversing throttle device includes a first throttle valve, a second throttle valve, a third throttle valve and a fourth throttle valve, and the first throttle valve is disposed on the between the first interface and the second interface, the second throttle valve is disposed between the second interface and the third interface, the third throttle valve is disposed at the third interface and the fourth interface, the fourth throttle valve is disposed between the fourth interface and the third interface.

In this solution, the control structure is simple, low cost, reliable in function, easy to control the switching of each branch, and the reversing throttling device has the effect of throttling and pressure reduction, which can ensure the work of the refrigerant circuit in each conduction mode Reliable operation of the cycle.

In a possible design, the electric vehicle thermal management system also includes an eight-way valve, a second front-end heat exchanger, a powertrain, a battery pack, a first water pump and a second water pump, and the eight-way valve is provided with The first valve port, the second valve port, the third valve port, the fourth valve port, the fifth valve port, the sixth valve port, the seventh valve port and the eighth valve port, the cooling water circuit includes a first circuit, second loop, third loop and fourth loop, the first condenser is arranged in the first loop, one end of the first loop is connected to the third valve port, and the other end is connected to the fourth valve port is connected, the first evaporator is provided in the second loop, one end of the second loop is connected to the first valve port, and the other end is connected to the sixth valve port, the power assembly, The second front-end heat exchanger and the first water pump are provided in the third circuit, one end of the third circuit is connected to the fifth valve port, and the other end is connected to the eighth valve port, so The battery pack and the second water pump are provided in the fourth circuit. One end of the fourth circuit is connected to the second valve port, and the other end is connected to the seventh valve port. The eight-way valve can Controlling the first valve port, the second valve port, the third valve port, the fourth valve port, the fifth valve port, the sixth valve port, the seventh valve port and The eighth valve port is connected to cut Switch the on-off state between the first loop, the second loop, the third loop and the fourth loop.

In this solution, the setting of the eight-way valve reduces the use of control valve components in the cooling water circuit, thereby reducing the structural complexity of the cooling water circuit and making it easier to control and switch between the first circuit, the second circuit, the third circuit and the third circuit. The on-off status between the four circuits can meet the needs of different models without making major changes to the structure of the electric vehicle heat exchange system. The platform has high commonality and saves investment costs. Controlling the eight-way valve to switch the on-off status between the first circuit, the second circuit, the third circuit and the fourth circuit can form multiple connection modes for the cooling water circuit, thereby allowing the electric vehicle thermal management system to be based on the location of the cooling water circuit. The environment and the actual operating conditions of the vehicle are adjusted, and the appropriate conduction mode is used for operation to realize functions such as winter heating or summer cooling of battery packs and other components, or heat dissipation of powertrain and other components. The control is more flexible and reduces the cost. To reduce the loss of energy consumption, the second front-end heat exchanger is used to exchange heat between the coolant in the second front-end heat exchanger and the external environment. When the temperature of the coolant inside the second front-end heat exchanger is higher than the ambient temperature, the second front-end heat exchanger The purpose of dissipating heat to the environment so that the excess heat in the cooling water circuit can be dissipated to the external environment. When the temperature of the coolant inside is lower than the ambient temperature, the second front-end heat exchanger absorbs heat from the external environment to achieve The heat from the external environment is transferred to the cooling water circuit so that the heat in the cooling water circuit can be absorbed and utilized by the refrigerant circuit, which improves the energy optimization utilization of the electric vehicle thermal management system and reduces energy consumption.

In a possible design, the eight-way valve includes a valve core, and rotating the valve core can control the first valve port, the second valve port, the third valve port, and the fourth valve The connection between the valve port, the fifth valve port, the sixth valve port, the seventh valve port and the eighth valve port.

In this solution, the valve core has a simple structure, convenient control, and reliable function. It facilitates the on-off control of the first loop, the second loop, the third loop, and the fourth loop by the eight-way valve. It is low cost and easy to implement. This further reduces the use of control valves and other components in the cooling water circuit, saving costs.

In a possible design, the electric vehicle thermal management system further includes a first control valve and a second control valve. The first control valve is provided in the first circuit and is used to control the first condenser. The second control valve is provided in the third circuit to control the connection between the second front-end heat exchanger and the cooling water circuit.

In this solution, the first control valve and the second control valve further improve the control flexibility of the cooling water loop, and can select whether the first condenser and the second front-end heat exchanger need to be added to the cooling water loop according to specific actual working conditions. Working cycle, so that the energy of the cooling water circuit can be fully utilized, further saving the energy consumption of electric vehicles.

In a possible design, the eight-way valve includes a first communication mode. In the first communication mode, the second valve port is connected to the third valve port, and the fourth valve port is connected to the The seventh valve port is connected to the first circuit and the fourth circuit, the first valve port is connected to the eighth valve port, and the fifth valve port is connected to the sixth valve The first evaporator, the first condenser and the second front-end heat exchanger are in a connected state.

In this solution, the first connection mode is suitable for working conditions where the ambient temperature is low and the passenger compartment or battery pack needs to be heated. It can form a circulation loop between the second loop and the third loop to absorb heat from the external environment and the powertrain. The residual temperature is used as the heat source of the refrigerant circuit. Through the circulation of the refrigerant circuit, the heat is finally transferred through the first condenser to the first loop and the fourth loop to form a circulation loop, thereby realizing the heating of the battery pack and the residual temperature of the powertrain. Recycling can significantly reduce heating energy consumption in winter and improve battery life in winter.

In a possible design, the eight-way valve further includes a second communication mode. In the second communication mode, the first valve port is connected to the second valve port, and the sixth valve port is connected to The seventh valve port is connected to the second circuit and the fourth circuit, and the fifth valve port is connected to the eighth valve port to make the third circuit cyclically connected, wherein , the first evaporator and the second front-end heat exchanger are in a conductive state.

In this solution, the second connection mode is suitable for working conditions where the powertrain and battery pack temperatures are high and require heat dissipation. It can transfer the excess heat of the battery pack in the circulation loop formed by the second loop and the fourth loop to the refrigerant loop, reducing the The temperature of the coolant can be used to cool the battery pack, or the third circuit can form a cycle of its own and dissipate heat to the external environment through the second front-end heat exchanger to achieve heat dissipation of the powertrain. The structure is simple and the thermal management system of electric vehicles Lower energy consumption.

In a possible design, the eight-way valve further includes a third communication mode. In the third communication mode, the second valve port is connected to the third valve port, and the fourth valve port is connected to The fifth valve port is connected, and the seventh valve port is connected with the eighth valve port, so that the first loop, the third loop and the fourth loop are in cyclic communication, wherein the third loop A condenser and the second front-end heat exchanger are in a conductive state.

In this solution, the third connection mode is suitable for working conditions where the battery pack needs to be heated. It can recycle the residual temperature of the powertrain in the circuit so that the temperature of the coolant can quickly rise, thereby increasing the heating speed of the battery pack. The battery pack can quickly enter normal working status and reduce heating energy consumption.

In a possible design, the eight-way valve further includes a fourth communication mode. In the fourth communication mode, the first valve port is connected to the eighth valve port, and the fifth valve port is connected to The sixth valve port is connected to make the second circuit cyclically communicate with the third circuit, and the second valve port is connected with the seventh valve port so that the fourth circuit is cyclically connected, wherein , the first evaporator and the second front-end heat exchanger are in a conductive state.

In this solution, the fourth connection mode is suitable for working conditions where the battery pack has no cooling and heating requirements, but the battery temperature is uneven. It allows the heat from the high-temperature part of the battery pack to be transferred to the low-temperature part, saving energy consumption, or realizing the powertrain. The resulting waste heat is recycled and utilized, which greatly reduces heating energy consumption in winter and improves battery life in winter.

In a possible design, the eight-way valve further includes a fifth communication mode. In the fifth communication mode, the first valve port is connected to the second valve port, and the sixth valve port is connected to The seventh valve port is connected to the second circuit and the fourth circuit, the third valve port is connected to the eighth valve port, and the fourth valve port is connected to the fifth valve port. The valve port is connected to cyclically communicate the first loop with the third loop, wherein the first evaporator, the first condenser and the second front-end heat exchanger are in a conductive state.

In this solution, the fifth connection mode is suitable for working conditions where the ambient temperature is high, the battery pack needs heat dissipation, or the passenger compartment needs cooling. It can transfer the excess heat of the battery pack in the second loop and the fourth loop to form a circulation loop. to the refrigerant circuit to lower the temperature of the coolant to cool the battery pack. Alternatively, the heat in the refrigerant circuit can be transferred through the first condenser to the circulation loop formed by the primary loop and the third loop, and the cooling water loop can be circulated through the first condenser. , and finally the heat is released to the external environment through the second front-end heat exchanger, thereby realizing the function of the second front-end heat exchanger and the first condenser cooling the refrigerant circuit at the same time, greatly improving summer cooling efficiency, saving energy consumption, and improving Summer cooling peak.

In a possible design, the eight-way valve further includes a sixth communication mode. In the sixth communication mode, the first valve port is connected to the fourth valve port, and the second valve port is connected to The third valve port is connected to the sixth valve port, the fifth valve port is connected to the sixth valve port, and the seventh valve port is connected to the eighth valve port, so that the third circuit and the second valve port are connected. The loop, the first loop and the fourth loop are connected cyclically in sequence, wherein the first condenser and the second evaporator are in a conductive state.

In this solution, the sixth connection mode is suitable for working conditions where neither the powertrain nor the battery pack requires cooling or heat dissipation. It can transfer the residual temperature of the battery pack and powertrain to the cooling water circuit, and through the circulation of the refrigerant circuit, ultimately The heat is transferred to the refrigerant circuit through the first evaporator, and is absorbed and utilized by the refrigerant circuit, so that the refrigerant medium passing through the first evaporator can be further evaporated, so that the superheat of the refrigerant medium sucked in by the compressor can be increased to avoid the compressor Adsorbs liquid-laden refrigerant media to ensure reliable operation of the compressor and save energy consumption.

In a possible design, the eight-way valve further includes a seventh communication mode. In the seventh communication mode, the first valve port is connected to the eighth valve port, and the second valve port is connected to The fifth valve port is connected, and the sixth valve port is connected with the seventh valve port, so that the second circuit, the third circuit and the fourth circuit are cyclically connected, wherein the third circuit An evaporator and the second front-end heat exchanger are in a conductive state.

In this solution, the seventh connection mode is suitable for working conditions where neither the powertrain nor the battery pack needs cooling or heat dissipation. The heat of the external environment and the residual temperature of the powertrain and battery pack are transferred to the cooling water circuit. Through the refrigerant circuit, cycle, and finally the heat is transferred to the refrigerant circuit through the first evaporator, and is absorbed and utilized by the refrigerant circuit, further reducing energy consumption.

In a possible design, the eight-way valve further includes an eighth communication mode. In the eighth communication mode, the first valve port is connected to the second valve port, and the third valve port is connected to The sixth valve port is connected to the fifth valve port, the fourth valve port is connected to the fifth valve port, and the seventh valve port is connected to the eighth valve port, so that the third circuit and the first valve port are connected. The loop, the second loop and the fourth loop are cyclically connected in sequence, wherein the first evaporator and the first condenser are in a conductive state.

In this solution, the eighth connection mode is suitable for working conditions where neither the powertrain nor the battery pack requires cooling or heat dissipation. It can transfer the heat released by the first condenser and the residual temperature of the battery pack and powertrain to the cooling water circuit. , through the circulation of the refrigerant circuit, the heat is finally transferred to the refrigerant circuit through the first evaporator, so that the refrigerant medium passing through the first evaporator can be further evaporated, so that the superheat of the refrigerant medium sucked back by the compressor is increased, preventing The compressor adsorbs liquid-laden refrigerant media to ensure reliable operation of the compressor and save energy consumption.

It should be understood that the above general description and the following detailed description are only exemplary and do not limit the present application.

Description of the drawings

Figure 1 is an architectural diagram of an electric vehicle thermal management system provided by this application in one embodiment;

Figure 2 is an architectural diagram of the electric vehicle thermal management system provided by this application in another embodiment;

Figure 3 is an architectural diagram of the electric vehicle thermal management system provided by this application in another embodiment;

Figure 4 is a schematic diagram of the working principle of the refrigerant circuit in Figure 1 in the first conduction mode;

Figure 5 is a schematic diagram of the working principle of the refrigerant circuit in Figure 1 in the second conduction mode;

Figure 6 is a schematic diagram of the working principle of the refrigerant circuit in Figure 1 in the third conduction mode;

Figure 7 is a schematic diagram of the working principle of the refrigerant circuit in Figure 1 in the fourth conduction mode;

Figure 8 is a schematic diagram of the working principle of the refrigerant circuit in Figure 1 in the fifth conduction mode;

Figure 9 is a schematic diagram of the working principle of the cooling water circuit in Figure 1 in the first connection mode;

Figure 10 is a schematic diagram of the working principle of the cooling water circuit in Figure 1 in the second connection mode;

Figure 11 is a schematic diagram of the working principle of the cooling water circuit in Figure 1 in the third connection mode;

Figure 12 is a schematic diagram of the working principle of the cooling water circuit in Figure 1 in the fourth connection mode;

Figure 13 is a schematic diagram of the working principle of the cooling water circuit in Figure 1 in the fifth connection mode;

Figure 14 is a schematic diagram of the working principle of the cooling water circuit in Figure 1 in the sixth connection mode;

Figure 15 is a schematic diagram of the working principle of the cooling water circuit in Figure 1 in the seventh connection mode;

Figure 16 is a schematic diagram of the working principle of the cooling water circuit in Figure 1 in the eighth connection mode.

Reference signs:
1-Refrigerant circuit;
11-Compressor;
12-Condensing device;
121-First condenser;
121a-first refrigerant flow path;
121b-first cooling water path;
122-Second condenser;
13-Reversing throttling device;
131-First interface;
132-Second interface;
133-Third interface;
134-Fourth interface;
135-First throttle valve;
136-Second throttle valve;
137-Third throttle valve;
138-Fourth throttle valve;
14-Evaporation device;
141-First evaporator;
141a-Second refrigerant flow path;
141b-Second cooling water passage;
142-Second evaporator;
15-First front-end heat exchanger;
16a-First branch;
16b-Second branch;
16c-Third branch;
16d-Fourth branch;
17-First electronic expansion valve;
18-Second electronic expansion valve;
2-Cooling water circuit;
21-Eight-way valve;
211-First valve port;
212-Second valve port;
213-Third valve port;
214-Fourth valve port;
215-fifth valve port;
216-Sixth valve port;
217-Seventh valve port;
218-eighth valve port;
219-spool;
22-Second front-end heat exchanger;
23-Powertrain;
24-battery pack;
25-First water pump;
26-Second water pump;
27a-First circuit;
27b-Second circuit;
27c-Third circuit;
27d-Fourth circuit;
28-First control valve;
29-Second control valve.

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.

Detailed ways

In order to better understand the technical solution of the present application, the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

In a specific embodiment, the present application will be further described in detail below through specific embodiments and in conjunction with the accompanying drawings.

This application provides an electric vehicle thermal management system, as shown in Figures 1 to 3, including a compressor 11, a condensation device 12, a reversing throttling device 13, an evaporation device 14 and an air duct (not shown in the figure), The compressor 11, condensing device 12, reversing throttling device 13 and evaporation device 14 are connected in sequence to form a refrigerant circuit 1. The wind in the air duct can absorb the heat of the condensing device 12 in the refrigerant circuit 1 to achieve heating of the passenger compartment. The wind in the air duct can transfer heat to the evaporation device 14 in the refrigerant circuit 1 to achieve cooling of the passenger compartment. The outlet of the compressor 11 is connected to the condensing device 12, and the reversing throttling device 13 is disposed between the condensing device 12 and the condensing device 12. between evaporation devices 14.

In this embodiment, as shown in Figure 1, when the refrigerant circuit 1 is running, the pressure and temperature of the refrigerant medium in the circuit increase after being compressed by the compressor 11. After the high-temperature and high-pressure refrigerant medium is condensed by the condensing device 12, it is throttled by reversal. The device 13 throttles to further reduce the pressure of the refrigerant medium. The low-temperature and low-pressure refrigerant medium enters the evaporation device 14 to evaporate. The evaporated refrigerant medium flows into the compressor 11 and is compressed again, thereby realizing the circulation of the refrigerant medium in the refrigerant circuit 1. When the high-temperature and high-pressure refrigerant medium is condensed in the condensing device 12, the condensing device 12 can release a large amount of heat, exchange heat with the air in the air duct (not shown in the figure), and heat the surrounding air. , so that the wind around the condensation device 12 in the air duct can absorb heat and the temperature rises to form hot air. After the hot air is sent into the passenger compartment, the temperature of the passenger compartment increases, thereby realizing the heating function of the passenger compartment; the low-temperature and low-pressure refrigerant medium is in During the evaporation process in the evaporation device 14, the evaporation device 14 can absorb the heat of the surrounding air, exchange heat with the air in the air duct, and absorb the heat of the surrounding air, so that the wind around the evaporation device 14 in the air duct can transfer the heat to Evaporation device 14 temperature The cold air is lowered to form cold air. After the cold air is sent into the passenger compartment, the temperature of the passenger compartment is lowered, thereby realizing the cooling function of the passenger compartment.

Therefore, compared with the existing electric vehicle thermal management system that achieves cooling or heating of the passenger compartment by switching the function of the heat exchanger, in the electric vehicle thermal management system of the present application, the passenger compartment can be realized by adjusting the air duct. Cooling in summer or heating in winter, and the outlet of compressor 11 is connected to the condensing device 12, and the reversing throttling device 13 is arranged between the condensing device 12 and the evaporation device 14, so that the functions of the refrigeration device 12 and the evaporation device 14 are fixed, that is, The condensing device 12 only performs the function of condensation, and the evaporation device 14 only performs the function of evaporation, so that researchers can perform targeted structural optimization of the fins of the condensation device 12 and/or the evaporation device 14, such as the angle, height, and spacing of the fins. Parameters such as gaps are optimized to make the heat dissipation effect of the condensation device 12 and/or the heat absorption effect of the evaporation device 14 better, improve the heat exchange performance of the condensation device 12 and/or the evaporation device 14, and improve the condensation device 12 and/or the evaporation device. 14 The convection heat exchange efficiency with the surrounding environment and the energy efficiency ratio are improved, which reduces the energy consumption of electric vehicles. Moreover, the functions of the condensation device 12 and/or the evaporation device 14 are fixed and the reuse rate is high, which can reduce the structure of the thermal management system of electric vehicles. The level of complexity improves platform commonality.

Among them, the refrigerant medium in the refrigerant circuit 1 in the electric vehicle thermal management system of the present application is carbon dioxide (CO ₂ ). CO ₂ is non-toxic, non-flammable, safe, reliable, and environmentally friendly, and the physical and chemical properties of CO ₂ are stable and the viscosity is Low, high density, small flow loss, good heat transfer effect, can further reduce component size and system weight. In addition, _CO2 is cheap and easy to obtain, which can reduce investment costs. Of course, the refrigerant medium can also be other substances, such as propane, etc., which is not limited here.

In addition, the reversing throttling device 13 has the function of throttling and reducing pressure to ensure reliable operation of the working cycle of the refrigerant circuit 1 in each conduction mode.

In a specific embodiment, as shown in Figures 1 to 9, the electric vehicle thermal management system also includes a cooling water circuit 2. The condensing device 12 includes a first condenser 121 and a second condenser 122. The first condenser 121 It includes a first refrigerant flow path 121a and a first cooling water flow path 121b. The first refrigerant flow path 121a is connected to the refrigerant circuit 1, the first cooling water flow path 121b is connected to the cooling water circuit 2, and the first refrigerant flow path 121a and the second condensation The device 122 can condense the refrigerant medium in the refrigerant circuit 1, and the first cooling water channel 121b can exchange heat between the refrigerant circuit 1 and the cooling water circuit 2 to increase the temperature of the cooling liquid in the cooling water circuit 2.

In this embodiment, the first condenser 121 has two flow paths, wherein the first refrigerant flow path 121a is connected to the refrigerant circuit 1, and the first cooling water flow path 121b is connected to the cooling water circuit 2, so that the first refrigerant flow path The heat released when condensing the refrigerant medium 121a can be absorbed by the coolant flowing through the first cooling water channel 121b, forming a high-temperature coolant higher than the environment, so that the cooling water circuit 2 can heat other needs of the electric vehicle flowing through it. Components that are heated in winter, such as the battery pack 24, etc., to improve the performance of the electric vehicle. The second condenser 122 can exchange heat with the air in the air duct, so that the heat released when the second condenser 122 condenses the refrigerant can be Heating the air around it. Therefore, the first condenser 121 and the second condenser 122 can condense the refrigerant medium in the refrigerant circuit 1 and release a large amount of heat to meet the requirements for heating the passenger compartment and heating the coolant in the cooling water circuit 2. demand, and the first refrigerator 121 can exchange heat between the refrigerant circuit 1 and the cooling water circuit 2, which improves the energy utilization of the electric vehicle thermal management system, thereby significantly reducing the heating cost of the electric vehicle thermal management system in winter. energy consumption and improve the winter range of electric vehicles.

In a specific embodiment, as shown in Figures 1 to 9, the evaporation device 14 includes a first evaporator 141 and a second evaporator 142. The first evaporator 141 includes a second refrigerant flow path 141a and a second cooling water flow. path 141b, the second refrigerant flow path 141a is connected to the refrigerant circuit 1, the second cooling water path 141b is connected to the cooling water circuit 2, the second refrigerant flow path 141a and the second evaporator 142 can process the refrigerant medium in the refrigerant circuit 1. By evaporating, the second cooling water channel 141b can exchange heat between the refrigerant circuit 1 and the cooling water circuit 2, so that the temperature of the cooling liquid in the cooling water circuit 2 is lowered.

In this embodiment, the first evaporator 141 has two flow paths, wherein the second refrigerant flow path 141a is connected to the refrigerant circuit 1, and the second cooling water flow path 141b is connected to the cooling water circuit 2, so that the second refrigerant flow path When the refrigerant medium 141a evaporates, it can exchange heat with the coolant in the second cooling water channel 141b, so that the second refrigerant channel 141a can absorb the heat of the second cooling water channel 141b, so that the coolant in the cooling water circuit 2 The temperature is reduced to form a coolant that is lower than the ambient temperature, thereby dissipating heat to other components in the electric vehicle that require heat dissipation and refrigeration through the cooling water circuit 2, such as the battery pack 24, powertrain 23, etc., to improve the performance of the electric vehicle. Performance, the second evaporator 142 can exchange heat with the air in the air duct, so that the second evaporator 142 can absorb the heat of the air around it. Therefore, the first evaporator 141 and the second evaporator 142 can evaporate the refrigerant medium in the refrigerant circuit 1 so as to absorb the heat of the surrounding environment to meet the requirements for cooling the passenger compartment and cooling the coolant in the cooling water circuit 2 , and the first evaporator 141 can exchange heat between the refrigerant circuit 1 and the cooling water circuit 2, thereby improving the energy utilization of the electric vehicle thermal management system, thereby greatly improving the cooling efficiency of the electric vehicle thermal management system in summer.

In a specific embodiment, as shown in Figures 1 to 8, the electric vehicle thermal management system also includes a damper and an air volume distribution mechanism (not shown in the figure). The damper includes a first damper and a second damper (not shown in the figure). shown), the second condenser 122 and the second evaporator 142 are located in the air duct. The second condenser 122 can heat the wind in the air duct, and the second evaporator 142 can cool the wind in the air duct. When the first When the damper is opened and the second damper is closed, the air volume distribution mechanism can send the wind into the air duct and enter the passenger cabin through the second condenser 122 to realize heating of the passenger cabin. When the first damper is closed and the second damper is opened, the air volume The distribution mechanism can send the wind into the air duct and enter the passenger compartment through the second evaporator 142 to achieve cooling of the passenger compartment.

In this embodiment, when it is necessary to heat the passenger compartment in winter, as shown by the dotted arrows in Figures 4 and 5, the first damper is opened and the second damper is closed. At this time, the wind in the air duct passes through the second condenser 122. The air volume distribution mechanism sends a sufficient amount of wind into the air duct, so that the wind can absorb the heat released by the second condenser 122 to form hot air. After the hot air is sent into the passenger compartment, the temperature of the passenger compartment increases, thereby achieving control of the passenger compartment. Thermal function; when the passenger compartment needs to be cooled in summer, as shown by the dotted arrows in Figures 6 and 7, the first damper is closed and the second damper is opened. At this time, the wind in the air duct only passes through the second evaporator 142, and the air volume is distributed The mechanism sends a sufficient amount of wind into the air duct, so that the heat of the wind can be absorbed by the second evaporator 142 to form cold air. After the cold air is sent into the passenger cabin, the temperature of the passenger cabin is reduced, thereby achieving cooling function for the passenger cabin. The damper installed in the air duct can change the flow direction of the wind in the air duct, so that the wind in the air duct can be heated or cooled according to the demand to meet the needs of winter heating and summer cooling of the passenger compartment, and the layout is simple and will not interfere with the cooling water circuit 2 Produces more interference, which is conducive to the layout of the cooling water circuit 2, reducing the structural complexity of the electric vehicle thermal management system, and according to the needs of different models, there is no need to significantly change the architecture of the electric vehicle thermal management system, further improving the commonality of the platform , reducing development costs. At the same time, the air volume distribution mechanism can adjust the amount and speed of wind entering the crew cabin to meet the use needs of the members in the crew cabin and improve the crew experience.

Among them, the second condenser 122, the second evaporator 142, the air duct, the damper and the air volume distribution mechanism constitute the passenger cabin air conditioning box of the electric vehicle.

There can be multiple connection methods between the first condenser 121 and the second condenser 122. As shown in Figure 1, the first condenser 121 and the second condenser 122 are connected in series, or as shown in Figure 2, the first condenser 121 and the second condenser 122 are connected in series. The condenser 121 and the second condenser 122 are connected in parallel, or, as shown in FIG. 3 , the first condenser 121 and the second condenser 122 are connected in series, and the first condenser 121 is connected in parallel with the bypass valve.

In the first embodiment, as shown in FIG. 1 , when the first condenser 121 and the second condenser 122 are connected in series, it is possible to avoid the refrigerant medium changing in the refrigerant circuit due to the switching of operating conditions of the electric vehicle thermal management system. The flow dead zone in 1 can prevent the refrigerant from condensing in the first condenser 121 or the second condenser 122, resulting in a reduction in the refrigerant circulating in the refrigerant circuit 1 and a reduction in the heating or cooling effect of the electric vehicle thermal management system. or failure, which improves the working reliability of the electric vehicle thermal management system.

Among them, the heating of the passenger compartment and the heating of the coolant in the cooling water circuit 2 can be carried out at the same time, so that the electric vehicle can be quickly heated in winter and the heating efficiency of the electric vehicle thermal management system is improved.

In addition, the order of the first condenser 121 and the second condenser 122 is not specifically limited. In the specific embodiment shown in 1, the first condenser 121 is in the front and the second condenser 122 is in the back. The distance between the second condenser 122 and the second evaporator 142 is closer, thereby reducing the volume of the air conditioning box in the passenger compartment and shortening the air duct, which facilitates the layout of the air duct, facilitates coupling with the cooling water circuit 2, and avoids contact with the cooling water circuit. 2 interferes, which is more conducive to the layout of the cooling water circuit 2, facilitates the avoidance work of the cooling water circuit, and has high platform commonality.

In the second embodiment, as shown in Figure 2, when the first condenser 121 and the second condenser 122 are connected in parallel, heating the passenger compartment and raising the temperature of the coolant in the cooling water circuit 2 can be performed simultaneously, or The coolant in the cooling water circuit 2 can be heated separately, or the passenger compartment can be heated separately, so that the electric vehicle thermal management system has more working modes. The applicable working mode can be selected according to specific needs to further reduce the electric vehicle thermal management system. The heating energy consumption of a car in winter.

Among them, in the specific embodiment shown in Figure 2, a gate valve can be added in front of the inlet of the first condenser 121 and the second condenser 122 to control the connection between the first condenser 121 and the second condenser 122 and the compressor. On and off between 11.

In the third embodiment, as shown in Figure 3, the first condenser 121 and the second condenser 122 are connected in series, and both ends of the first condenser 121 are connected to the bypass valve. When the bypass valve is closed, the The heating of the passenger compartment and the heating of the coolant in the cooling water circuit 2 can be carried out at the same time. When the bypass valve is turned on, the passenger compartment can be heated separately. The applicable operating mode can be selected according to specific needs, and the refrigerant can be reduced The pressure loss before the medium enters the second condenser 122 can reduce the power used by the compressor, thereby further reducing the energy consumption of the electric vehicle.

Among them, in the specific embodiment shown in FIG. 3 , a gate valve can be added in front of the inlet of the first condenser 121 to control the connection between the first condenser 121 and the compressor 11 .

Of course, the first condenser 121 and the second condenser 122 can also be connected in other ways, as long as the inlet of the condensing device 12 is connected to the outlet of the compressor 11 and is located in front of the reversing throttling device 13. This is not the case here. Make restrictions.

The following will describe in detail the manner in which the first condenser 121 and the second condenser 122 in the electric vehicle thermal management system are connected in series in the specific embodiment shown in FIG. 1 .

In a specific embodiment, as shown in Figures 4 to 8, the refrigerant circuit 1 includes a first branch 16a, a second branch 16b, a third branch 16c and a fourth branch 16d. The reversing throttling device 13 has a first interface 131, a second interface 132, a third interface 133 and a fourth interface 134. The electric vehicle thermal management system also includes a first front-end heat exchanger 15. The first front-end heat exchanger 15 can exchange with the atmospheric environment. Heat, the compressor 11 and the condensing device 12 are installed in the first branch 16a, the evaporator 14 is installed in the second branch 16b, the first front-end heat exchanger 15 is installed in the fourth branch 16d, one end of the first branch 16a It is connected to the first interface 131, and the other end is connected to the second branch 16b and the third branch 16c. The end of the second branch 16b far away from the first branch 16a is connected to the second interface 132, and the third branch 16c is far away from the first branch 16a. One end of the branch 16a is connected to the third interface 133, one end of the fourth branch 16d is connected to the fourth interface 134, and the other end is connected to the pipeline between the first evaporator 141 and the second evaporator 142, and the direction is reversed. The throttling device 13 can control the on/off between the first interface 131, the second interface 132, the third interface 133 and the fourth interface 134 to switch the first branch 16a, the second branch 16b and the third branch 16c. Or the on-off state between the fourth branch 16d.

In this embodiment, the first front-end heat exchanger 15 is used to exchange heat between the refrigerant medium in the first front-end heat exchanger 15 and the external environment, thereby improving the heat dissipation effect of the refrigerant circuit 1 and reducing the energy consumption of the electric vehicle thermal management system. Ensure that the refrigerant circuit 1 can work at a reasonable operating temperature and ensure safe and reliable operation of the refrigerant circuit 1. The refrigerant circuit 1 is provided with multiple branches, and the reversing throttling device 13 is used to switch between each branch. so that the refrigerant circuit 1 can form multiple conduction modes, so that the electric vehicle thermal management system can be adjusted according to the environment and the actual operating conditions of the vehicle, and operate in an appropriate conduction mode. The control is more flexible, reducing the loss of energy consumption and improving the optimal energy utilization of the electric vehicle thermal management system.

In a specific embodiment, the electric vehicle thermal management system also includes a first electronic expansion valve 17 and a second electronic expansion valve 18. The first electronic expansion valve 17 is used to control the second branch 16b and the first evaporator 141 and The second electronic expansion valve 18 is used to control the connection between the fourth branch 16d and the second branch.

In this embodiment, the first electronic expansion valve 17 and the second electronic expansion valve 18 are configured to increase the conduction mode of the refrigerant circuit 1, increasing the working modes of the electric vehicle thermal management system, thereby making the control more flexible and reducing the number of faults in the refrigerant circuit. reduce pressure loss and save energy consumption.

The first electronic expansion valve 17 and the second electronic expansion valve 18 have the function of throttling and reducing pressure, so that the pressure of the refrigerant after passing through the first electronic expansion valve 17 or the second electronic expansion valve 18 is reduced, making it easier to evaporate, and the The first electronic expansion valve 17 and the second electronic expansion valve 18 also have the function of controlling the flow of the refrigerant medium to prevent insufficient refrigeration, abnormal overheating of the compressor 11, damage to the compressor 11 by liquid shock, etc. If the flow of the refrigerant medium is too large, , it is easy for the liquid refrigerant medium to enter the compressor 11, causing liquid shock, causing damage to the compressor 11, or causing abnormal overheating of the compressor 11. If the refrigerant medium flow rate is too small, it will cause the refrigerant medium to evaporate in advance, resulting in insufficient refrigeration.

In a specific embodiment, as shown in Figure 4, the refrigerant circuit 1 includes a first conduction mode. In the first conduction mode, the reversing throttling device 13 controls the first interface 131 to communicate with the second interface 132, and The third interface 133 is connected with the fourth interface 134, so that the first branch 16a, the second branch 16b, the fourth branch 16d and the third branch 16c are cyclically connected in sequence, in which the first electronic expansion valve 17 is closed. state, the second electronic expansion valve 18 is in the throttling state.

In this embodiment, in the first conduction mode, the flow direction of the refrigerant medium is shown in the direction of the arrow in the refrigerant circuit 1 in Figure 4. The compressor 11 compresses the refrigerant medium. The high-temperature and high-pressure refrigerant medium first condenser 121 and The second condenser 122 condenses to form a low-temperature and high-pressure refrigerant medium. The low-temperature and high-pressure refrigerant medium enters the throttling device 13 through the first interface 131 and is compressed into a low-temperature and low-pressure refrigerant medium, and flows out through the second interface 132 into the second branch 16b , the temperature rises after being evaporated by the second evaporator 142, and flows into the fourth branch 16d. After further decompression by the second electronic expansion valve 18, the high-temperature and low-pressure refrigerant medium enters the first front-end heat exchanger 15 to interact with the external environment. The heat is exchanged and dissipated to the environment through the first front-end heat exchanger 15. The refrigerant medium flows into the third branch 16c through the fourth interface 134 and the third interface 133, and finally flows into the third branch 16a through the suction inlet of the compressor 11 for compression. The machine 11 is recompressed into a high-temperature and high-pressure refrigerant medium to form a cycle.

As shown in FIG. 4 , in the first conduction mode, the first condenser 121 can transfer the heat in the refrigerant circuit 1 to the cooling water circuit 2 , thereby realizing the temperature rise of the cooling water circuit 2 . The second condenser 122 The heat can be transferred to the wind in the air duct to form hot air, so that the passenger compartment can be heated, and the refrigerant medium can dissipate heat to the external cold air environment through the first front-end heat exchanger 15, so that the refrigerant circuit 1 can operate at a reasonable The operation is performed at the operating temperature, and in the first conduction mode, the second evaporator 142 is conductive and the first evaporator 141 is not conductive, which not only reduces the number of components in the circulation loop, but also reduces the pressure loss in the loop and reduces the The work of the compressor 11 reduces energy consumption and can meet the heating cycle demand of the refrigerant circuit 1. It is suitable for work when the ambient temperature is low and components such as the passenger compartment or the battery pack 24 in the cooling water circuit 2 have heating needs. condition.

In a specific embodiment, as shown in Figure 5, the refrigerant circuit 1 also includes a second conduction mode. In the second conduction mode, the reversing throttling device 13 controls the first interface 131 to communicate with the second interface 132, So that the first branch 16a and the second branch 16b are cyclically connected, wherein the first electronic expansion valve 17 is in the throttling state and the second electronic expansion valve 18 is in the closed state.

In this embodiment, in the second conduction mode, the flow direction of the refrigerant medium is shown in the direction of the arrow in the refrigerant circuit 1 in Figure 5. The compressor 11 compresses the refrigerant medium. The high-temperature and high-pressure refrigerant medium first condenser 121 and The second condenser condenses 122 to form a low-temperature and high-pressure refrigerant medium. The low-temperature and high-pressure refrigerant medium enters the throttling device 13 through the first interface 131 and is compressed into a low-temperature and low-pressure refrigerant medium, and flows out through the second interface 132 into the second branch 16b , the temperature rises after being evaporated by the second evaporator 142, and then further throttled and reduced by the first electronic expansion valve 17, and then enters the first evaporator 141 to evaporate. The high-temperature and low-pressure refrigerant medium enters the first branch 16a and is compressed. The suction port of the machine 11 enters the compressor 11 and is recompressed into a high-temperature and high-pressure refrigerant medium to form a cycle.

As shown in Figure 5, in the second conduction mode, the first condenser 121 can transfer the heat of the refrigerant circuit 1 to the cooling water circuit 2, thereby realizing the temperature rise of the cooling water circuit 2, and the second condenser 122 can The heat is transferred to the wind in the air duct to generate hot air in the air duct, thereby enabling heating of the passenger compartment, and the first evaporator 141 is turned on, and the cooling water circuit 2 absorbs the battery pack 24 or power assembly during the circulation process. The heat of components such as 23 can be absorbed by the refrigerant circuit 1, thereby increasing the temperature of the refrigerant medium in the second refrigerant flow path 141b in the first evaporator 141, so that the compressor 11 can quickly recover heat, and the first condenser 121 The first refrigerant flow path 121a and the second condenser 122 can release more heat, thereby meeting the heating requirements for components such as the battery pack 24 in the cooling water circuit 2 or the passenger compartment, and improving the energy of the electric vehicle thermal management system. Optimize utilization and reduce energy consumption, suitable for situations where the ambient temperature is low, the passenger compartment or the battery pack 24 and other components in the cooling water circuit 2 have heating needs, and some components in the cooling water circuit 2 (such as the battery pack 24, powertrain 23 and other components that can heat up during driving) can be recovered during heating conditions.

In a specific embodiment, as shown in Figure 6, the refrigerant circuit 1 also includes a third conduction mode. In the third conduction mode, the reversing throttling device 13 controls the first interface 131 to communicate with the fourth interface 134, And the second interface 132 is connected with the third interface 133, so that the first branch 16a, the second branch 16b, the third branch 16c and the fourth branch 16d are in cyclic communication, wherein the first electronic expansion valve 17 and the Both electronic expansion valves 18 are in a throttling state.

In this embodiment, in the third conduction mode, the flow direction of the refrigerant medium is shown in the direction of the arrow in the refrigerant circuit 1 in Figure 6. The compressor 11 compresses the refrigerant medium. The high-temperature and high-pressure refrigerant medium first condenser 121 and The second condenser 122 condenses to form a low-temperature and high-pressure refrigerant medium. The low-temperature and high-pressure refrigerant medium enters the throttling device 13 through the first interface 131 and is compressed into a low-temperature and low-pressure refrigerant medium, and flows out through the fourth interface 134 into the fourth branch. 16d, after low-temperature heat dissipation through the first front-end heat exchanger 15, it is throttled and depressurized by the second electronic expansion valve 18 to form a low-temperature and low-pressure refrigerant medium, which flows into the second branch 16b. A part of the refrigerant medium passes through the first electronic expansion valve 17 After further throttling and decompression, it flows into the first evaporator 141 and is evaporated. It flows into the first branch 16a and is sucked through the suction port of the compressor 11. The other part flows into the second evaporator 142 and is evaporated, and enters the reversing joint through the second interface 132. The flow device 13 flows out through the third interface 133 into the third branch 16c, and then flows into the first branch 16a and is sucked through the suction inlet of the compressor 11 to form a working cycle.

As shown in FIG. 6 , in the third conduction mode, the first evaporator 141 can transfer the heat in the cooling water circuit 2 to the refrigerant circuit 1 , thereby achieving cooling of the cooling water circuit 2 . The second evaporator 142 It can absorb the heat of the wind in the air duct to generate cold wind in the air duct, thereby achieving cooling of the passenger compartment, and the first evaporator 141 is turned on. At the same time, before the refrigerant medium enters the first evaporator 141 or the second evaporator 142, Low-temperature heat exchange with the external environment through the first front-end heat exchanger 15 further reduces the temperature of the refrigerant medium, thereby allowing the refrigerant medium to absorb more heat when it is evaporated in the first evaporator 141 or the second evaporator 142 , so that the second refrigerant flow path 141a of the first evaporator 141 and the second evaporator 142 can absorb more heat to meet the cooling needs of components such as the battery pack 24 in the cooling water circuit 2 or the passenger compartment, and are suitable for ambient temperatures Higher, crew cabin or cooling water The battery pack 24 and other components in loop 2 have working conditions that require cooling.

In a specific embodiment, as shown in Figure 7, the refrigerant circuit 1 also includes a fourth conduction mode. In the fourth conduction mode, the reversing throttling device 13 controls the first interface 131 to communicate with the fourth interface 134, And the second interface 132 is connected with the third interface 133, so that the first branch 16a, the fourth branch 16d, the second branch 16b and the third branch 16c are sequentially cyclically connected, wherein the first electronic expansion valve 17 is in In the closed state, the second electronic expansion valve 18 is in the throttling state.

In this embodiment, in the fourth conduction mode, the flow direction of the refrigerant medium is shown in the direction of the arrow in the refrigerant circuit 1 in Figure 7. The compressor 11 compresses the refrigerant medium. The high-temperature and high-pressure refrigerant medium first condenser 121 and The second condenser 122 condenses to form a low-temperature and high-pressure refrigerant medium. The low-temperature and high-pressure refrigerant medium enters the throttling device 13 through the first interface 131 and is compressed into a low-temperature and low-pressure refrigerant medium, and flows out through the fourth interface 134 into the fourth branch. 16d, after low-temperature heat dissipation through the first front-end heat exchanger 15, it is throttled and depressurized by the second electronic expansion valve 18 to form a low-temperature and low-pressure refrigerant medium, which flows into the second branch 16b, flows into the second evaporator 142, and is evaporated. The second interface 132 enters the reversing throttling device 13, flows out through the third interface 133 into the third branch 16c, and then flows into the first branch 16a and is inhaled through the suction inlet of the compressor 11, forming a working cycle.

As shown in FIG. 7 , in the fourth conduction mode, the second evaporator 142 can absorb the heat of the wind in the air duct to generate cold air in the air duct, thereby cooling the passenger compartment. Before the refrigerant medium enters the second evaporator 142 , first performs low-temperature heat exchange with the external environment through the first front-end heat exchanger 15 to further reduce the temperature of the refrigerant medium, so that when the refrigerant medium is evaporated in the second evaporator 142, the second evaporator 142 absorbs the air in the air duct. More heat is provided to meet the cooling needs in the passenger compartment, and the first evaporator 141 is non-conducting, which reduces the components in the circulation loop, reduces the pressure loss in the loop, reduces the work of the compressor 11, and reduces energy consumption. , at the same time, all the refrigerant medium enters the second evaporator 142, so that the evaporation and heat absorption effect of the second evaporator 142 is better, which is suitable for working conditions where the ambient temperature is high and the passenger compartment needs separate cooling.

In a specific embodiment, as shown in Figure 8, the refrigerant circuit 1 also includes a fifth conduction mode. In the fifth conduction mode, the reversing throttling device 13 controls the first interface 131 to communicate with the fourth interface 134, So that the first branch 16a, the fourth branch 16d, and the second branch 16b are cyclically connected in sequence, in which the first electronic expansion valve 17 and the second electronic expansion valve 18 are both in a throttling state.

In this embodiment, in the fifth conduction mode, the flow direction of the refrigerant medium is shown in the direction of the arrow in the refrigerant circuit 1 in Figure 8. The compressor 11 compresses the refrigerant medium. The high-temperature and high-pressure refrigerant medium first condenser 121 and The second condenser 122 condenses to form a low-temperature and high-pressure refrigerant medium. The low-temperature and high-pressure refrigerant medium enters the throttling device 13 through the first interface 131 and is compressed into a low-temperature and low-pressure refrigerant medium, and flows out through the fourth interface 134 into the fourth branch. 16d, after low-temperature heat dissipation through the first front-end heat exchanger 15, it is throttled and depressurized by the second electronic expansion valve 18 to form a low-temperature and low-pressure refrigerant medium, which flows into the second branch 16b and is further throttled by the first electronic expansion valve 17. After decompression, it flows into the first evaporator 141 to be evaporated, flows into the first branch 16a and is sucked through the suction port of the compressor 11 to form a working cycle.

As shown in FIG. 8 , in the fifth conduction mode, the first evaporator 141 can transfer the heat of the cooling water circuit 2 in the second cooling water flow path 141b to the refrigerant flow path in the second refrigerant flow path 141a, so that The cooling water circuit 2 is cooled, and before the refrigerant medium enters the first evaporator 141, it first conducts low-temperature heat exchange with the external environment through the first front-end heat exchanger 15, so that the temperature of the refrigerant medium is further reduced, and the first evaporator The second refrigerant flow path 141a of 141 can absorb more heat from the cooling water circuit 2, making the cooling water circuit 2 lower in temperature to meet the cooling needs of the battery pack 24 and other components in the cooling water circuit 2, and the second The evaporator 142 is non-conducting, which reduces the components in the circulation loop, reduces the pressure loss in the loop, reduces the work of the compressor 11, and reduces energy consumption. At the same time, all the refrigerant medium enters the first evaporator 141, so that the first The second refrigerant flow path 141a of the evaporator 141 also has a better evaporation and heat absorption effect, which is suitable for working conditions where the ambient temperature is high and components such as the battery pack 24 in the cooling water circuit 2 require separate cooling.

In a specific embodiment, as shown in Figures 1 to 8, the reversing throttle device 13 includes a first throttle valve 135, a second throttle valve 136, a third throttle valve 137 and a fourth throttle valve. 138. The first throttle valve 135 is disposed between the first interface 131 and the second interface 132, the second throttle valve 136 is disposed between the second interface 132 and the third interface 133, and the third throttle valve 137 is disposed between Between the third interface 133 and the fourth interface 134 , the fourth throttle valve 138 is provided between the fourth interface 134 and the third interface 133 .

In this embodiment, the reversing throttle device 13 is composed of a first throttle valve 135, a second throttle valve 136, a third throttle valve 137 and a fourth throttle valve 138. The first throttle valve 135 can Control the connection between the first interface 131 and the second interface 132, control the connection between the second interface 132 and the third interface 133 through the second throttle valve 136, and control the connection between the third interface 133 and the third interface 133 through the third throttle valve 137. The connection between the fourth interface 134 and the connection between the fourth interface 134 and the first interface 131 are controlled by the fourth throttle valve 138. The control structure is simple, low in cost, reliable in function, easy to implement, and enables the reversing throttling device 13 to have a throttling and pressure reducing effect, ensuring reliable operation of the working cycle of the refrigerant circuit 1 in each conduction mode.

Of course, the reversing throttling device 13 can also be implemented by one throttling device by connecting different interfaces, which is not limited here.

In a specific embodiment, as shown in Figures 1 to 3 and 9 to 16, the electric vehicle thermal management system also includes an eight-way valve 21, a second front-end heat exchanger 22, a power assembly 23, and a battery pack. 24. The first water pump 25 and the second water pump 26. The eight-way valve 21 is provided with a first valve port 211, a second valve port 212, a third valve port 213, a fourth valve port 214, a fifth valve port 215, and a sixth valve port. The valve port 216, the seventh valve port 217 and the eighth valve port 218, the cooling water circuit 2 includes a first circuit 27a, a second circuit 27b, a third circuit 27c and a fourth circuit 27d, and the first condenser 121 is provided Loop 27a, one end of the first loop 27a is connected to the third valve port 213, and the other end is connected to the fourth valve port 214. The first evaporator 141 is provided in the second loop 27b, and one end of the second loop 27b is connected to the first valve port. 211 is connected, and the other end is connected to the sixth valve port 216. The power assembly 23, the second front-end heat exchanger 22 and the first water pump 25 are provided in the third loop 27c, and one end of the third loop 27c is connected to the fifth valve port 215. , the other end is connected to the eighth valve port 218, the battery pack 24 and the second water pump 26 are provided in the fourth circuit 27d, one end of the fourth circuit 27d is connected to the second valve port 212, and the other end is connected to the seventh valve port 217, The eight-way valve 21 can control the first valve port 211, the second valve port 212, the third valve port 213, the fourth valve port 214, the fifth valve port 215, the sixth valve port 216, the seventh valve port 217 and the eighth valve port 216. The valve ports 218 are connected to switch the on-off state between the first circuit 27a, the second circuit 27b, the third circuit 27c and the fourth circuit 27d.

In this embodiment, the provision of the eight-way valve 21 reduces the use of control valve components in the cooling water circuit 2, thereby reducing the structural complexity of the cooling water circuit 2 and facilitating the control and switching of the first circuit 27a and the second circuit 27b. , the on-off state between the third circuit 27c and the fourth circuit 27d, according to the needs of different models, there is no need to make major changes to the structure of the electric vehicle heat exchange system, the platform has high commonality and saves investment costs. The second front-end heat exchanger 22 is used to exchange heat between the coolant in the second front-end heat exchanger 22 and the external environment. When the temperature of the coolant inside the second front-end heat exchanger 22 is higher than the ambient temperature, the second front-end heat exchanger 22 transfers heat to the environment. The purpose of dissipating heat so that the excess heat in the cooling water circuit 2 can be dissipated to the external environment. When the temperature of the coolant inside is lower than the ambient temperature, the second front-end heat exchanger 22 absorbs heat from the external environment to achieve The heat of the external environment is transferred to the cooling water circuit 2 so that the heat in the cooling water circuit 2 can be absorbed and utilized by the refrigerant circuit 1, which improves the optimal energy utilization of the electric vehicle thermal management system and reduces energy consumption.

In the cooling water circuit 2, the first circuit 27a is connected to the first cooling water channel 121b of the first condenser 121, so that the cooling liquid flowing through the first cooling water channel 121b in the first circuit 27a can communicate with the first refrigerant channel 121a. The refrigerant medium in the coolant exchanges heat, so that the coolant can absorb the heat released by the condensation of the refrigerant medium to form a high-temperature coolant higher than the ambient temperature. The second circuit 27b is connected with the second cooling water channel 141b of the first evaporator 141, so that the cooling liquid flowing through the second cooling water channel 141b in the second circuit 27b can exchange with the refrigerant medium in the second refrigerant channel 141a. Heat enables the coolant to transfer heat to the refrigerant medium, forming a low-temperature coolant that is lower than the ambient temperature. The third circuit 27c is connected to the first water pump 25, the power assembly 23 and the second front-end heat exchanger 22, the fourth circuit 27d is connected to the second water pump 26 and the battery pack 24, and the eight-way valve 21 is controlled to switch the first circuit 27a. , the on-off state between the second circuit 27b, the third circuit 27c and the fourth circuit 27d can enable the cooling water circuit 2 to form multiple connection modes, so that the electric vehicle thermal management system can be adjusted according to the environment and the vehicle. The actual operating conditions are adjusted and an appropriate conduction mode is adopted for operation to realize winter heating or summer cooling of the battery pack 24 and other components, or heat dissipation of the powertrain 23 and other components, making the control more flexible and reducing energy consumption. The loss improves the optimal energy utilization of the electric vehicle thermal management system.

Among them, the third circuit 27c can also be provided with other components that need to be cooled and whose temperature resistance specifications are higher than the ambient temperature. The fourth circuit 27d can also be provided with other components that need to be cooled and whose temperature resistance specifications are lower than the maximum ambient temperature. Liquid cooled or heated components are not limited here.

In a specific embodiment, as shown in Figures 9 to 16, the eight-way valve 21 includes a valve core 219. Rotating the valve core 219 can control the first valve port 211, the second valve port 212, the third valve port 213, The connection between the fourth valve port 214, the fifth valve port 215, the sixth valve port 216, the seventh valve port 217 and the eighth valve port 218.

In this embodiment, the valve core 219 has a simple structure, convenient control, and reliable function, which facilitates the on-off control of the first circuit 27a, the second circuit 27b, the third circuit 27c, and the fourth circuit 27d by the eight-way valve 21. , low cost, easy to implement, further reducing the use of control valves and other components in the cooling water circuit 2, saving costs.

In a specific embodiment, as shown in Figures 9 to 16, the electric vehicle thermal management system also includes a first control valve 28 and a second Control valve 29. The first control valve 28 is provided in the first circuit 27a and is used to control the connection between the first condenser 121 and the cooling water circuit 2. The second control valve 29 is provided in the third circuit 27c and is used to control the second circuit 29. The front-end heat exchanger 22 is connected to the cooling water circuit 2.

In this embodiment, the first control valve 28 and the second control valve 29 further improve the control flexibility of the cooling water circuit 2, and can select whether the first condenser 121 and the second front-end heat exchanger 22 are connected according to specific actual working conditions. It is necessary to add a working cycle of the cooling water circuit 2 so that the energy of the cooling water circuit 2 can be fully utilized and further save the energy consumption of electric vehicles.

In a specific embodiment, as shown in Figure 9, the eight-way valve 21 includes a first communication mode. In the first communication mode, the second valve port 212 is connected to the third valve port 213, and the fourth valve port 214 is connected to the third valve port 213. The seven valve ports 217 are connected to make the first loop 27a and the fourth loop 27d cyclically connected, the first valve port 211 is connected to the eighth valve port 218, and the fifth valve port 215 is connected to the sixth valve port 216 to make the second The loop 27b is in cyclic communication with the third loop 27c, in which the first evaporator 141, the first condenser 121 and the second front-end heat exchanger 22 are in a conductive state.

In this embodiment, in the first communication mode, the flow direction of the cooling liquid is as shown by the arrow direction in the cooling water circuit 2 in Figure 9 . The first circuit 27a is connected to the fourth circuit 27d, and the second water pump 26 is started. The first circuit 27a and the fourth circuit 27d form a circulation loop. In this circulation loop, the coolant absorbs the heat of the refrigerant circuit 1 through the first condenser 121. The formed high-temperature cooling liquid higher than the ambient temperature can flow into the battery pack 24 , thereby heating the battery pack 24 . The second loop 27b is connected to the third loop 27c, the first water pump 25 is started, and the second loop 27b and the third loop 27c form a circulation loop. In this circulation loop, the coolant transfers heat to the refrigerant loop through the first evaporator 141. 1 forms a low-temperature coolant that is lower than the ambient temperature. The low-temperature coolant that is lower than the ambient temperature enters the second front-end heat exchanger 22 and absorbs heat from the external environment. It flows through the power assembly 23 and further absorbs the heat generated by the power assembly 23. Then it flows back to the first evaporator 141 to transfer the heat to the refrigerant circuit 1, and so on, so as to transfer the heat of the external environment and the residual temperature of the power assembly 23 to the cooling water circuit 2, so that the heat in the cooling water circuit 2 It can be absorbed and utilized by the refrigerant circuit 1 as a heat source for heating the battery pack 24 or the passenger compartment.

As shown in Figure 9, the first connection mode is suitable for working conditions where the ambient temperature is low and the passenger compartment or battery pack 24 needs to be heated. It can form a circulation loop with the second loop 27b and the third loop 27c to absorb energy from the external environment. The heat and the residual temperature of the power assembly 23 serve as the heat source of the refrigerant circuit 1. Through the circulation of the refrigerant circuit 1, the heat is finally transferred to the first circuit 27a and the fourth circuit 27d to form a circulation loop through the first condenser 121, thereby realizing The heating of the battery pack 24 and the recovery and utilization of the residual temperature of the power assembly 23 greatly reduce the heating energy consumption in winter and improve the battery life in winter.

Among them, the first connection mode can be coupled with the second conduction mode of the refrigerant circuit 1 as shown in Figure 5 to improve the optimal utilization of energy in the electric vehicle thermal management system, reduce energy consumption, and improve winter endurance.

In addition, when the ambient temperature is low and the battery pack 24 is in a low temperature state, its charging and discharging power will also be limited, affecting the performance of the vehicle. Therefore, the battery pack 24 needs to be heated under this working condition to ensure that the battery pack 24 can quickly Enter normal working status.

In addition, the two circulation loops in the first connection mode can operate at the same time or independently. They can be adjusted according to the environment and the actual operating conditions of the vehicle. There are no restrictions here.

In a specific embodiment, as shown in Figure 10, the eight-way valve 21 also includes a second communication mode. In the second communication mode, the first valve port 211 is connected to the second valve port 212, and the sixth valve port 216 is connected to The seventh valve port 217 is connected to the second loop 27b and the fourth loop 27d, and the fifth valve port 215 is connected to the eighth valve port 218 to connect the third loop 27c. The first evaporator 141 and the second front-end heat exchanger 22 are in a conductive state.

In this embodiment, in the second communication mode, the flow direction of the cooling liquid is as shown by the arrow direction in the cooling water circuit 2 in Figure 10 . The second loop 27b is connected to the fourth loop 27d, the second water pump 26 is started, and the second loop 27b and the fourth loop 27d form a circulation loop. In this circulation loop, the coolant transfers heat to the refrigerant loop through the first evaporator 141. 1. Form a low-temperature coolant that is lower than the ambient temperature. The low-temperature coolant that is lower than the ambient temperature can flow into the battery pack 24. In this way, the battery pack 24 is cooled in a cycle to keep the battery pack 24 at a suitable operating temperature. The third circuit 27c is closed and the first water pump 25 is started. The third circuit 27c forms a cycle by itself and does not exchange heat with other circuits. In this cycle, the power assembly 23 transfers heat to the coolant, making the coolant temperature high. At ambient temperature, the coolant that is higher than the ambient temperature enters the second front-end heat exchanger 22 and then releases heat to the external environment, lowering the temperature of the coolant so that the powertrain 23 can continue to transfer heat to the coolant, and so on. Heat dissipation of the powertrain 23 can be achieved, and the temperature of the powertrain 23 can be maintained at a suitable operating temperature.

As shown in Figure 10, the second connection mode is suitable for working conditions where the temperature of the powertrain 23 and the battery pack 24 is relatively high and requires heat dissipation. The second circuit 27b and the fourth circuit 27d can form a circulation loop in which the excess battery pack 24 Heat is transferred to refrigerant circuit 1, reducing The temperature of the coolant can be used to cool the battery pack 24, or the third circuit 27c can form a cycle by itself, and dissipate heat to the external environment through the second front-end heat exchanger 22 to achieve heat dissipation of the powertrain 23. The structure is simple and suitable for electric vehicles. Thermal management systems consume less energy.

Among them, if the ambient temperature is high and the passenger compartment has cooling needs, it can be coupled with the third conduction mode of the refrigerant circuit 1 as shown in Figure 6 to achieve simultaneous cooling of the passenger compartment and the battery pack 24. If the ambient temperature is low, If there is no need for cooling in the passenger compartment, it can be coupled with the fifth conduction mode of the refrigerant circuit 1 as shown in Figure 8 to achieve independent cooling of the battery pack and improve the optimal utilization of energy in the electric vehicle thermal management system.

Alternatively, in the second connection mode, if the powertrain 23 has no heat dissipation requirement, the second control valve 29 is controlled to bypass the second front-end heat exchanger 22 so that the second front-end heat exchanger 22 is not connected to the third circuit 27c. and the first water pump 25 is turned on, so that the heat generated by the power assembly 23 itself heats the circulation loop, so that the temperature of the power assembly 23 is more uniform and maintained at a suitable operating temperature.

In addition, when the temperature of the battery pack 24 and the powertrain 23 is high, it will affect the performance of the vehicle, and the service life and reliability of the battery pack 24 will be reduced if the temperature of the battery pack 24 is high for a long time. Therefore, under this working condition, The battery pack 24 and the power assembly 23 need to dissipate heat to ensure that the battery pack 24 and the power assembly 23 can work normally and to ensure the service life and reliability of the battery pack 24 .

In addition, the two circulation loops in the second connection mode can run at the same time or independently. They can be adjusted according to the environment and the actual operating conditions of the vehicle. There are no restrictions here.

In a specific embodiment, as shown in Figure 11, the eight-way valve 21 also includes a third communication mode. In the third communication mode, the second valve port 212 is connected to the third valve port 213, and the fourth valve port 214 is connected to The fifth valve port 215 is connected, and the seventh valve port 217 and the eighth valve port 218 are connected, so that the first loop 27a, the third loop 27c, and the fourth loop 27d are cyclically connected, wherein the first condenser 121 and the second front end Heat exchanger 22 is in a conductive state.

In this embodiment, in the third communication mode, the flow direction of the cooling liquid is as shown by the arrow direction in the cooling water circuit 2 in Figure 11 . The first loop 27a, the third loop 27c and the fourth loop 27d are connected, the first water pump 25 and the second water pump 26 are started, the first loop 27a, the third loop 27c and the fourth loop 27d form a circulation loop. In this circulation loop , the coolant absorbs the heat of the refrigerant circuit 1 through the first condenser 121, and the high-temperature coolant higher than the ambient temperature formed can flow into the battery pack 24, thereby heating the battery pack 24, and the coolant continues to flow into the second front-end heat exchanger. 22 releases heat to the external environment to lower the temperature of the coolant. After the coolant flows into the power assembly 23, it can absorb the residual temperature of the power assembly 23, causing the coolant to warm up, and then the coolant flows back to the first condenser. 121 continues to absorb heat and heat up. In this cycle, the residual temperature of the power assembly 23 can be transferred to the cooling water circuit 2, so that the coolant before flowing into the battery pack 24 can quickly heat up, so as to quickly heat the battery pack 24, so that the battery pack 24 Quickly enter normal working status.

As shown in Figure 11, the third connection mode is suitable for working conditions where the battery pack 24 needs to be heated. It can recycle and utilize the residual temperature of the power assembly 23 in the circuit so that the temperature of the coolant can be quickly raised, thereby improving the battery pack. The heating speed of 24 enables the battery pack 24 to quickly enter a normal working state and can reduce heating energy consumption.

Among them, the third connection mode can be coupled with the first conduction mode of the refrigerant circuit 1 as shown in FIG. 4 to improve the optimal utilization of energy in the electric vehicle thermal management system.

Alternatively, in the third connection mode, if the battery pack 24 has no heating requirement, the first control valve 28 can be controlled to bypass the first condenser 121 so that the first condenser 121 does not participate in the working cycle in the third connection mode. , then in this circulation loop, since the first condenser 121 is not conducting, there is no heat exchange between the refrigerant circuit 1 and the cooling water circuit 2, so the battery pack 24 can be naturally cooled and kept in a normal working state. Save energy consumption.

In a specific embodiment, as shown in Figure 12, the eight-way valve 21 also includes a fourth communication mode. In the fourth communication mode, the first valve port 211 is connected to the eighth valve port 218, and the fifth valve port 215 is connected to The sixth valve port 216 is connected to the second circuit 27b and the third circuit 27c, and the second valve port 212 is connected to the seventh valve port 217 to make the fourth circuit 27d. The first evaporator 141 and the second front-end heat exchanger 22 are in a conductive state.

In this embodiment, in the fourth communication mode, the flow direction of the cooling liquid is as shown by the arrow direction in the cooling water circuit 2 in Figure 12 . The second loop 27b is connected to the third loop 27c, the first water pump 25 is started, and the second loop 27b and the third loop 27c form a circulation loop. In this circulation loop, the coolant transfers heat to the refrigerant loop through the first evaporator 141. 1 forms a low-temperature coolant that is lower than the ambient temperature. The low-temperature coolant that is lower than the ambient temperature flows into the second front-end heat exchanger, absorbs heat from the external environment, flows through the powertrain 23 to further absorb the waste heat of the powertrain 23, and then The flow returns to the first evaporator 141 to transfer the heat to the refrigerant circuit 1, and this cycle is carried out to transfer the heat of the external environment and the residual temperature of the power assembly 23 to the cooling water circuit 2, so that the heat in the cooling water circuit 2 can be Refrigerant circuit 1 absorbs and utilizes. The fourth circuit 27d is closed, the second water pump 26 is started, and the fourth circuit 27d forms a cycle by itself. There is no heat exchange in other loops. In this loop, the coolant can transfer the heat from the high-temperature part of the battery pack 24 to the low-temperature part of the battery pack 24, thereby making the overall temperature of the battery pack 24 more uniform and achieving an even temperature of the battery pack 24. .

As shown in Figure 12, the fourth connection mode is suitable for working conditions where the battery pack 24 has no cooling or heating requirements, but the battery temperature is uneven, so that the heat from the high-temperature part of the battery pack 24 can be transferred to the low-temperature part, saving energy consumption, or, It can realize the recovery and utilization of the residual temperature of the powertrain 23, greatly reduce the heating energy consumption in winter, and improve the battery life in winter.

Among them, the fourth connection mode can be coupled with the second conduction mode of the refrigerant circuit 1 as shown in FIG. 5 to improve the optimal utilization of energy in the electric vehicle thermal management system.

In addition, when the battery pack 24 has no cooling or heating requirements, if the temperature of the battery pack 24 is uneven, the maximum temperature difference exceeds a certain range, or the maximum temperature of the battery pack 24 exceeds a certain range, the service life and performance of the battery pack 24 will be affected. Therefore, under this working condition, the temperature of the battery pack 24 needs to be equalized to ensure the performance and service life of the battery pack 24.

In addition, the two circulation loops in the fourth connection mode can operate at the same time or independently. They can be adjusted according to the environment and the actual operating conditions of the vehicle. There are no restrictions here.

In a specific embodiment, as shown in Figure 13, the eight-way valve 21 also includes a fifth communication mode. In the fifth communication mode, the first valve port 211 is connected to the second valve port 212, and the sixth valve port 216 is connected to The seventh valve port 217 is connected to communicate with the second circuit 27b and the fourth circuit 27d, the third valve port 213 is connected with the eighth valve port 218, and the fourth valve port 214 is connected with the fifth valve port 215, so that the third valve port 214 is connected with the fifth valve port 215. The first loop 27a is in cyclic communication with the third loop 27c, in which the first evaporator 141, the first condenser 121 and the second front-end heat exchanger 22 are in a connected state.

In this embodiment, in the fifth communication mode, the flow direction of the cooling liquid is as shown by the arrow direction in the cooling water circuit 2 in Figure 13 . The second loop 27b is connected to the fourth loop 27d, the second water pump 26 is started, and the second loop 27b and the fourth loop 27d form a circulation loop. In this circulation loop, the coolant transfers heat to the refrigerant loop through the first evaporator 141. 1. Form a low-temperature coolant that is lower than the ambient temperature. The low-temperature coolant that is lower than the ambient temperature can flow back to the battery pack 24. This cycle realizes cooling of the battery pack 24, so as to keep the battery pack 24 at a suitable operating temperature. The first circuit 27a is connected to the third circuit 27c, the first water pump 25 is started, and the first circuit 27a and the third circuit 27c form a circulation loop. In this circulation loop, the coolant absorbs the heat of the refrigerant circuit 1 through the first condenser 121. The formed high-temperature coolant higher than the ambient temperature can flow into the second front-end heat exchanger 22 to release heat to the external environment, causing the temperature of the coolant to decrease. The coolant continues after passing through the power assembly 23 It flows back to the first condenser 121 to absorb heat, and this cycle can assist the refrigerant circuit 1 in dissipating heat.

As shown in Figure 13, the fifth connection mode is suitable for working conditions where the ambient temperature is high, the battery pack 24 needs heat dissipation, or the passenger compartment needs cooling. The second circuit 27b and the fourth circuit 27d can form a battery in a circulation loop. The excess heat of the battery pack 24 is transferred to the refrigerant circuit 1 to lower the temperature of the coolant to cool the battery pack 24. Alternatively, the heat in the refrigerant circuit 1 can be transferred to the primary circuit 27a and the third circuit 27c through the first condenser 121. In the formed circulation loop, through the circulation of the cooling water circuit 2, heat is finally released to the external environment through the second front-end heat exchanger 22, thereby realizing that the second front-end heat exchanger 22 and the first condenser 121 simultaneously control the refrigerant circuit 1 The cooling function greatly improves summer cooling efficiency, saves energy consumption, and improves summer cooling peak performance.

Among them, the fifth connection mode can be coupled with the third conduction mode of the refrigerant circuit 1 as shown in Figure 6 to achieve simultaneous cooling of the passenger compartment and the battery pack 24. If the ambient temperature is low and the passenger compartment has no cooling demand, it can Coupled with the fifth conduction mode of the refrigerant circuit 1 as shown in Figure 8, individual cooling of the battery pack is achieved, improving the optimal utilization of energy in the electric vehicle thermal management system.

In addition, the two circulation loops in the fifth connection mode can run at the same time or independently. They can be adjusted according to the environment and the actual operating conditions of the vehicle. There are no restrictions here.

In a specific embodiment, as shown in Figure 14, the eight-way valve 21 also includes a sixth communication mode. In the sixth communication mode, the first valve port 211 is connected to the fourth valve port 214, and the second valve port 212 is connected to The third valve port 213 is connected, the fifth valve port 215 is connected with the sixth valve port 216, and the seventh valve port 217 is connected with the eighth valve port 218, so that the third circuit 27c, the second circuit 27b, the first circuit 27a and The fourth loop 27d is connected cyclically in sequence, in which the first evaporator condenser 121 and the second evaporator 142 are in a conductive state.

In this embodiment, in the sixth communication mode, the flow direction of the cooling liquid is as shown by the arrow direction in the cooling water circuit 2 in Figure 14 . The third circuit 27c, the second circuit 27b, the first circuit 27a and the fourth circuit 27d are connected in sequence, the first water pump 25 and the second water pump 26 are started, the third circuit 27c, the second circuit 27b, the first circuit 27a and the fourth circuit 27d are connected in sequence. The loop 27d forms a circulation loop. In this loop, the second front-end heat exchanger 22 is bypassed by controlling the second control valve 29, so that the second front-end heat exchanger 22 is not connected to the third loop 27c, and the coolant passes through The first evaporator 141 transfers heat to the refrigerant circuit 1 to form a low-temperature cooling liquid lower than the ambient temperature. The low-temperature cooling liquid at ambient temperature flows into the first condenser 121 to absorb the heat of the refrigerant circuit 1 to raise the temperature of the cooling water, and the heat transferred by the cooling liquid in the first evaporator 141 and the heat absorbed in the first condenser 121 interact with each other. offset, so when the coolant continues to flow into the battery pack 24, it will not heat the battery pack 24, and the residual temperature generated by the battery pack 24 can be transferred to the coolant circuit 2, and the coolant continues to flow into the powertrain 23 to further absorb the powertrain. The heat generated into 23 then flows back to the first evaporator 141 to transfer the heat to the refrigerant circuit 1. In this cycle, the residual temperature of the battery pack 24 and the powertrain 23 is transferred to the cooling water circuit 2, so that it can be cooled by the refrigerant. Loop 1 absorbs and utilizes.

As shown in Figure 14, the sixth connection mode is suitable for working conditions where neither the powertrain 23 nor the battery pack 24 requires cooling or heat dissipation. It can transfer the residual temperature of the battery pack 24 and the powertrain 23 to the cooling water circuit 2. Through the circulation of the refrigerant circuit 1, the heat is finally transferred to the refrigerant circuit 1 through the first evaporator 141, and is absorbed and utilized by the refrigerant circuit 1, so that the refrigerant medium passing through the first evaporator 141 can be further evaporated, allowing the compressor 11 to return The superheat of the hot-suctioned refrigerant medium is increased, preventing the compressor 11 from adsorbing the liquid-laden refrigerant medium, ensuring reliable operation of the compressor 11 and saving energy consumption.

Among them, the sixth connection mode can be coupled with the third conduction mode of the refrigerant circuit 1 as shown in FIG. 6 to improve the optimal utilization of energy in the electric vehicle thermal management system.

In a specific embodiment, as shown in Figure 15, the eight-way valve 21 also includes a seventh communication mode. In the seventh communication mode, the first valve port 211 is connected to the eighth valve port 218, and the second valve port 212 is connected to The fifth valve port 215 is connected, and the sixth valve port 216 is connected with the seventh valve port 217, so that the second loop 27b, the third loop 27c and the fourth loop 27d are cyclically connected, wherein the first evaporator 141 and the second front end Heat exchanger 22 is in a conductive state.

In this embodiment, in the seventh communication mode, the flow direction of the cooling liquid is as shown by the arrow direction in the cooling water circuit 2 in Figure 15 . The second loop 27b, the third loop 27c and the fourth loop 27d are connected, the first water pump 25 and the second water pump 26 are turned on, and the second loop 27b, the third loop 27c and the fourth loop 27d form a circulation loop. In this circulation loop , the coolant transfers heat to the refrigerant circuit 1 through the first evaporator 141 to form a low-temperature coolant that is lower than the ambient temperature. The low-temperature coolant that is lower than the ambient temperature flows into the second front-end heat exchanger 22 and absorbs heat from the external environment, in sequence. It flows through the power assembly 23 and the battery pack 24, further absorbs the waste heat of the power assembly 23 and the battery pack 24, and then flows back to the first evaporator 141 to transfer the heat to the refrigerant circuit 1, and so on, so as to realize the heat transfer from the external environment. , the residual temperature of the power assembly 23 and the battery pack 24 is transferred to the cooling water circuit 2, so that the heat in the cooling water circuit 2 can be absorbed and utilized by the refrigerant circuit 1.

As shown in Figure 15, the seventh connection mode is suitable for working conditions where neither the powertrain 23 nor the battery pack 24 requires cooling or heat dissipation. The heat of the external environment and the residual temperature of the powertrain 23 and the battery pack 24 are transferred to the cooling water circuit. 2 transfer, through the circulation of the refrigerant circuit 1, the heat is finally transferred to the refrigerant circuit 1 through the first evaporator 141, and is absorbed and utilized by the refrigerant circuit 1, further reducing energy consumption.

Among them, the seventh connection mode can be coupled with the third conduction mode of the refrigerant circuit 1 as shown in FIG. 6 to improve the optimal utilization of energy in the electric vehicle thermal management system.

In a specific embodiment, as shown in Figure 16, the eight-way valve 21 also includes an eighth communication mode. In the eighth communication mode, the first valve port 211 is connected to the second valve port 212, and the third valve port 213 is connected to The sixth valve port 216 is connected, the fourth valve port 214 is connected with the fifth valve port 215, and the seventh valve port 217 is connected with the eighth valve port 218, so that the third loop 27c, the first loop 27a, the second loop 27b and The fourth loop 27d is connected cyclically in sequence, in which the first evaporator 141 and the first condenser 121 are in a conductive state.

In this embodiment, in the eighth communication mode, the flow direction of the cooling liquid is as shown by the arrow direction in the cooling water circuit 2 in Figure 16 . The third circuit 27c, the first circuit 27a, the second circuit 27b and the fourth circuit 27d are connected in sequence. The first water pump 25 and the second water pump 26 are turned on. The third circuit 27c, the first circuit 27a, the second circuit 27b and the fourth circuit 27d are connected in sequence. The loop 27d forms a circulation loop. In this loop, the second front-end heat exchanger 22 is bypassed by controlling the second control valve 29, so that the second front-end heat exchanger 22 is not connected to the third loop 27c, and the coolant passes through The first evaporator 141 transfers heat to the refrigerant circuit 1 to form low-temperature coolant that is lower than the ambient temperature. The low-temperature coolant that is lower than the ambient temperature flows through the battery pack 24 and the power assembly 23 in sequence, absorbing the power assembly 23 and the battery pack. 24, then flows into the first condenser 121 to absorb the heat of the refrigerant circuit 1 to further increase the temperature of the cooling liquid, and finally flows back to the first evaporator 141 to transfer the heat to the refrigerant circuit 1. In this cycle, the first condenser The heat released by the evaporator 121 and the residual temperature of the battery pack 24 and the powertrain 23 are transferred to the cooling water circuit 2 so that they can be utilized by the first evaporator 141 .

As shown in Figure 16, the eighth connection mode is suitable for working conditions where neither the powertrain 23 nor the battery pack 24 requires cooling or heat dissipation. It can combine the heat released by the first condenser 121 and the heat of the battery pack 24 and the powertrain 23. The residual temperature is transferred to the cooling water circuit 2, and through the circulation of the refrigerant circuit 1, the heat is finally transferred to the refrigerant circuit 1 through the first evaporator 141, so that the heat passing through the first evaporator 141 is The refrigerant medium can be further evaporated, which increases the superheat of the refrigerant medium sucked in by the compressor 11 and prevents the compressor 11 from adsorbing the liquid-laden refrigerant medium, ensuring reliable operation of the compressor 11 and saving energy consumption.

Different from the sixth connection mode in which the coolant first flows through the first evaporator 141 to transfer heat, and then flows into the first condenser 121 to absorb heat, so that the heat transferred and absorbed by the coolant is offset, in the eighth connection mode the coolant can first The heat absorbed by flowing through the first condenser 121 and then flowing into the first evaporator 141 can transfer more heat to the refrigerant circuit through the first evaporator 141, further reducing energy consumption. The liquid can flow into the battery pack 24 to cool the battery pack 24 and improve the optimal utilization of energy in the electric vehicle thermal management system.

The eighth connection mode may be coupled with the third conduction mode of the refrigerant circuit 1 as shown in FIG. 6 or with the fifth conduction mode of the refrigerant circuit 1 as shown in FIG. 8 .

It should be noted that the above-mentioned conduction modes and connection modes in the refrigerant circuit 1 and the cooling water circuit 2, as well as the circulation loops in each connection mode of the cooling water circuit 2, are not completely independent and can be coupled as needed. In order to form different working modes, the specific working mode needs to be determined according to the environment and the actual operating conditions of the vehicle.

It should be noted that part of this patent application document contains content protected by copyright. The copyright owner retains copyright except in making copies of the contents of the patent document or records in the Patent Office.

Claims

An electric vehicle thermal management system, characterized by including a compressor, a condensing device, a reversing throttling device, an evaporation device and an air duct;

The compressor, the condensing device, the reversing throttling device and the evaporation device are connected in sequence to form a refrigerant circuit, and the wind in the air duct can absorb the heat of the condensing device in the refrigerant circuit, so as to To achieve heating of the passenger compartment, the wind in the air duct can transfer heat to the evaporation device in the refrigerant circuit to achieve cooling of the passenger compartment;

Wherein, the outlet of the compressor is connected to the condensing device, and the reversing throttling device is disposed between the condensing device and the evaporation device.
The electric vehicle thermal management system according to claim 1, characterized in that the electric vehicle thermal management system further includes a cooling water loop, the condensation device includes a first condenser and a second condenser, the first condensation device The device includes a first refrigerant flow path and a first cooling water flow path, the first refrigerant flow path is connected to the refrigerant circuit, and the first cooling water flow path is connected to the cooling water loop;

The first refrigerant flow path and the second condenser can condense the refrigerant medium in the refrigerant circuit;

The first cooling water passage enables heat exchange between the refrigerant circuit and the cooling water circuit to increase the temperature of the cooling liquid in the cooling water circuit.
The electric vehicle thermal management system according to claim 2, wherein the first condenser and the second condenser are connected in series;

Alternatively, the first condenser and the second condenser are connected in parallel;

Alternatively, the first condenser and the second condenser are connected in series, and both ends of the first condenser are connected to bypass valves.
The electric vehicle thermal management system according to claim 2, wherein the evaporation device includes a first evaporator and a second evaporator, and the first evaporator includes a second refrigerant flow path and a second cooling water flow path. , the second refrigerant flow path is connected to the refrigerant circuit, and the second cooling water flow path is connected to the cooling water circuit;

The second refrigerant flow path and the second evaporator can evaporate the refrigerant medium in the refrigerant circuit;

The second cooling water passage enables heat exchange between the refrigerant circuit and the cooling water circuit, so that the temperature of the cooling liquid in the cooling water circuit is lowered.
The electric vehicle thermal management system according to claim 4, characterized in that the electric vehicle thermal management system further includes a damper and an air volume distribution mechanism, and the damper includes a first damper and a second damper;

The second condenser and the second evaporator are located in the air duct, the second condenser can heat the wind in the air duct, and the second evaporator can heat the wind in the air duct. To cool down;

When the first damper is opened and the second damper is closed, the air volume distribution mechanism can send the wind into the air duct and enter the passenger cabin through the second condenser to realize heating of the passenger cabin;

When the first damper is closed and the second damper is opened, the air volume distribution mechanism can send the wind into the air duct and into the passenger cabin through the second evaporator to achieve cooling of the passenger cabin.
The electric vehicle thermal management system according to claim 4, characterized in that the refrigerant circuit includes a first branch, a second branch, a third branch and a fourth branch, and the reversing throttling device has First interface, second interface, third interface and fourth interface, the electric vehicle thermal management system also includes a first front-end heat exchanger, the first front-end heat exchanger can exchange heat with the atmospheric environment;

The compressor and the condensing device are provided in the first branch, the evaporation device is provided in the second branch, and the first front-end heat exchanger is provided in the fourth branch;

One end of the first branch is connected to the first interface, and the other end is connected to the second branch and the third branch;

One end of the second branch away from the first branch is connected to the second interface, and one end of the third branch away from the first branch is connected to the third interface;

One end of the fourth branch is connected to the fourth interface, and the other end is connected to the pipeline between the first evaporator and the second evaporator;

The reversing throttling device can control on-off between the first interface, the second interface, the third interface and the fourth interface, so as to Switch the on-off state between the first branch, the second branch, the third branch or the fourth branch.
The electric vehicle thermal management system according to claim 6, characterized in that the electric vehicle thermal management system further includes a first electronic expansion valve and a second electronic expansion valve;

The first electronic expansion valve is used to control the connection between the second branch and the first evaporator and the first branch;

The second electronic expansion valve is used to control the connection between the fourth branch and the second branch.
The electric vehicle thermal management system according to claim 7, wherein the refrigerant circuit includes a first conduction mode;

In the first conduction mode, the reversing throttling device controls the first interface to communicate with the second interface, and the third interface to communicate with the fourth interface, so that the first interface The branch road, the second branch road, the fourth branch road and the third branch road are connected in a circular manner;

Wherein, the first electronic expansion valve is in a closed state, and the second electronic expansion valve is in a throttling state.
The electric vehicle thermal management system according to claim 7, wherein the refrigerant circuit further includes a second conduction mode;

In the second conduction mode, the reversing throttling device controls the first interface to communicate with the second interface so that the first branch and the second branch are cyclically connected;

Wherein, the first electronic expansion valve is in a throttling state, and the second electronic expansion valve is in a closed state.
The electric vehicle thermal management system according to claim 7, wherein the refrigerant circuit further includes a third conduction mode;

In the third conduction mode, the reversing throttling device controls the first interface to communicate with the fourth interface, and the second interface to communicate with the third interface, so that the first interface The branch, the second branch, the third branch and the fourth branch are cyclically connected;

Wherein, the first electronic expansion valve and the second electronic expansion valve are both in a throttling state.
The electric vehicle thermal management system according to claim 7, wherein the refrigerant circuit further includes a fourth conduction mode;

In the fourth conduction mode, the reversing throttling device controls the first interface to communicate with the fourth interface, and the second interface to communicate with the third interface, so that the first interface The branch road, the fourth branch road, the second branch road and the third branch road are cyclically connected in sequence;

Wherein, the first electronic expansion valve is in a closed state, and the second electronic expansion valve is in a throttling state.
The electric vehicle thermal management system according to claim 7, wherein the refrigerant circuit further includes a fifth conduction mode;

In the fifth conduction mode, the reversing throttling device controls the first interface and the fourth interface to connect, so that the first branch, the fourth branch, the second branch The branches are connected cyclically in turn;

Wherein, the first electronic expansion valve and the second electronic expansion valve are both in a throttling state.
The electric vehicle thermal management system according to any one of claims 6 to 12, characterized in that the reversing throttle device includes a first throttle valve, a second throttle valve, a third throttle valve and a fourth throttle valve. throttle valve;

The first throttle valve is disposed between the first interface and the second interface;

The second throttle valve is disposed between the second interface and the third interface;

The third throttle valve is disposed between the third interface and the fourth interface;

The fourth throttle valve is disposed between the fourth interface and the third interface.
The electric vehicle thermal management system according to any one of claims 2 to 12, characterized in that the electric vehicle thermal management system further includes an eight-way valve, a second front-end heat exchanger, a power assembly, a battery pack, a third a first water pump and a second water pump;

The eight-way valve is provided with a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port, a seventh valve port and an eighth valve port, and the cooling The water circuit includes the first circuit, the second circuit, the third circuit and the fourth circuit;

The first condenser is provided in the first loop, one end of the first loop is connected to the third valve port, and the other end is connected to the fourth valve port;

The first evaporator is provided in the second loop, one end of the second loop is connected to the first valve port, and the other end is connected to the first valve port. The sixth valve port connection;

The power assembly, the second front-end heat exchanger and the first water pump are arranged in the third circuit. One end of the third circuit is connected to the fifth valve port, and the other end is connected to the third valve port. Eight valve port connection;

The battery pack and the second water pump are provided in the fourth circuit, one end of the fourth circuit is connected to the second valve port, and the other end is connected to the seventh valve port;

The eight-way valve can control the first valve port, the second valve port, the third valve port, the fourth valve port, the fifth valve port, the sixth valve port, all The seventh valve port and the eighth valve port are on and off to switch on and off states between the first circuit, the second circuit, the third circuit and the fourth circuit.
The electric vehicle thermal management system according to claim 14, wherein the eight-way valve includes a valve core, and rotating the valve core can control the first valve port, the second valve port, and the third valve port. The connection between the three valve ports, the fourth valve port, the fifth valve port, the sixth valve port, the seventh valve port and the eighth valve port.
The electric vehicle thermal management system according to claim 14, characterized in that the electric vehicle thermal management system further includes a first control valve and a second control valve;

The first control valve is provided in the first circuit and is used to control the connection between the first condenser and the cooling water circuit;

The second control valve is provided in the third circuit and is used to control the connection between the second front-end heat exchanger and the cooling water circuit.
The electric vehicle thermal management system according to claim 14, wherein the eight-way valve includes a first communication mode;

In the first communication mode, the second valve port is connected to the third valve port, and the fourth valve port is connected to the seventh valve port, so that the first circuit and the fourth valve port are connected. Loops are cyclically connected;

The first valve port is connected to the eighth valve port, and the fifth valve port is connected to the sixth valve port, so that the second circuit and the third circuit are cyclically connected;

Wherein, the first evaporator, the first condenser and the second front-end heat exchanger are in a conductive state.
The electric vehicle thermal management system according to claim 14, wherein the eight-way valve further includes a second communication mode;

In the second communication mode, the first valve port is connected to the second valve port, and the sixth valve port is connected to the seventh valve port, so that the second circuit and the fourth circuit are connected. Loops are cyclically connected;

The fifth valve port is connected to the eighth valve port so that the third circuit is cyclically connected;

Wherein, the first evaporator and the second front-end heat exchanger are in a conductive state.
The electric vehicle thermal management system according to claim 14, wherein the eight-way valve further includes a third communication mode;

In the third communication mode, the second valve port is connected to the third valve port, the fourth valve port is connected to the fifth valve port, and the seventh valve port is connected to the eighth valve port. The ports are connected so that the first loop, the third loop and the fourth loop are cyclically connected;

Wherein, the first condenser and the second front-end heat exchanger are in a conductive state.
The electric vehicle thermal management system according to claim 14, wherein the eight-way valve further includes a fourth communication mode;

In the fourth communication mode, the first valve port is connected to the eighth valve port, and the fifth valve port is connected to the sixth valve port, so that the second circuit and the third circuit are connected. Loops are cyclically connected;

The second valve port is connected to the seventh valve port to make the fourth circuit cyclically connected;

Wherein, the first evaporator and the second front-end heat exchanger are in a conductive state.
The electric vehicle thermal management system according to claim 14, wherein the eight-way valve further includes a fifth communication mode;

In the fifth communication mode, the first valve port is connected to the second valve port, and the sixth valve port is connected to the seventh valve port, so that the second circuit and the fourth circuit are connected. Loops are cyclically connected;

The third valve port is connected to the eighth valve port, and the fourth valve port is connected to the fifth valve port, so that the first circuit cyclically connected with the third loop;

Wherein, the first evaporator, the first condenser and the second front-end heat exchanger are in a conductive state.
The electric vehicle thermal management system according to claim 14, wherein the eight-way valve further includes a sixth communication mode;

In the sixth communication mode, the first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, and the fifth valve port is connected to the sixth valve port. The seventh valve port is connected with the eighth valve port, so that the third circuit, the second circuit, the first circuit and the fourth circuit are connected in sequence;

Wherein, the first condenser and the second evaporator are in a conductive state.
The electric vehicle thermal management system according to claim 14, wherein the eight-way valve further includes a seventh communication mode;

In the seventh communication mode, the first valve port is connected to the eighth valve port, the second valve port is connected to the fifth valve port, and the sixth valve port is connected to the seventh valve port. The ports are connected so that the second loop, the third loop and the fourth loop are cyclically connected;

Wherein, the first evaporator and the second front-end heat exchanger are in a conductive state.
The electric vehicle thermal management system according to claim 14, wherein the eight-way valve further includes an eighth communication mode;

In the eighth communication mode, the first valve port is connected to the second valve port, the third valve port is connected to the sixth valve port, and the fourth valve port is connected to the fifth valve port. The seventh valve port is connected with the eighth valve port, so that the third circuit, the first circuit, the second circuit and the fourth circuit are connected in sequence;

Wherein, the first evaporator and the first condenser are in a conductive state.