A thermal management system, a control method, and an electric vehicle

Abstract

The present invention provides a thermal management system, a control method and an electric vehicle. The thermal management system includes: a heat pump circulation pipeline, a battery circulation pipeline and a motor circulation pipeline. A compressor, a first heat exchanger, a second heat exchanger and a battery heat exchanger are arranged on the heat pump circulation pipeline. The second heat exchanger can be used to heat or cool the vehicle interior or the room interior. A part of the battery heat exchanger is also arranged on the battery circulation pipeline so that heat exchange can be carried out between the heat pump circulation pipeline and the battery circulation pipeline at the battery heat exchanger. A part of the first heat exchanger is also arranged on the motor circulation pipeline so that heat exchange can be carried out between the heat pump circulation pipeline and the motor circulation pipeline at the battery heat exchanger. According to the present invention, the heat pump circulation pipeline, the battery circulation pipeline and the motor circulation pipeline are effectively combined, so that the operating temperatures of the battery system and the motor system are maintained within a reasonable range, realizing the heat management of the whole vehicle and improving the energy utilization rate of the electric vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicles, and in particular to a thermal management system, a control method and an electric vehicle. Background Art

[0002] The single-vehicle fuel consumption of pure electric vehicles is zero, the use cost is low, and the market prospect is good, which is favored by many enterprises. At present, the problem of pure electric vehicles is the short cruising range. The fundamental reason is that the working temperature of the battery affects the charge and discharge capacity and life of the battery. Especially under low temperature conditions, the performance decays severely and cannot output enough power to drive the motor to work normally. At the same time, the temperature of the drive motor cannot be too high. If the internal temperature of the motor is too high, the motor efficiency will decrease. In severe cases, the coil inside the motor will be ablated or even short-circuited, resulting in motor damage. And the automobile air conditioner has the problem of insufficient heating capacity at low temperature. The comparative document CN201910126484.7 does not make full use of the heat dissipated by the motor. The temperature inside the vehicle is relatively low in winter, and a PTC heater is installed in the coolant circuit, resulting in low energy utilization efficiency and complex pipelines. It is necessary to further improve the efficiency of the thermal management system and simplify the system.

[0003] Due to the problems of low battery charge and discharge efficiency under low and high temperatures, insufficient heating capacity of the air conditioner under low temperature conditions and low energy utilization efficiency in the electric vehicles in the prior art, the present invention researches and designs a thermal management system, a control method and an electric vehicle. Summary of the Invention

[0004] Therefore, the technical problem to be solved by the present invention mainly lies in overcoming the defect of low energy utilization efficiency in the electric vehicles in the prior art, so as to provide a thermal management system, a control method and an electric vehicle.

[0005] To solve the above problems, the present invention provides a thermal management system, which includes:

[0006] A heat pump circulation pipeline, a battery circulation pipeline and a motor circulation pipeline. A compressor, a first heat exchanger, a second heat exchanger and a battery heat exchanger are arranged on the heat pump circulation pipeline. The second heat exchanger can be used to heat or cool the inside of the vehicle or room. Part of the battery heat exchanger is also arranged on the battery circulation pipeline, so that the heat pump circulation pipeline and the battery circulation pipeline can exchange heat at the battery heat exchanger. Part of the first heat exchanger is also arranged on the motor circulation pipeline, so that the heat pump circulation pipeline and the motor circulation pipeline can exchange heat at the battery heat exchanger. A battery assembly is arranged on the battery circulation pipeline, and a motor assembly is arranged on the motor circulation pipeline;

[0007] An air-increasing and enthalpy-increasing component is further provided on the heat pump circulation pipeline, at a position between the first heat exchanger and the second heat exchanger or at a position between the first heat exchanger and the second heat exchanger. The air-increasing and enthalpy-increasing component can connect the intermediate air supplement to the air supplement port of the compressor through an air supplement branch;

[0008] It further includes a second four-way valve, which is arranged between the battery circulation pipeline and the motor circulation pipeline, so as to control the battery circulation pipeline and the motor circulation pipeline to be connected or disconnected by switching the second four-way valve;

[0009] It further includes a third four-way valve and a second pump. The third four-way valve and the second pump are both arranged on the motor circulation pipeline, so that the motor circulation pipeline can be switched between a positive cycle and a reverse cycle by switching the third four-way valve. In the positive cycle, the coolant flows in a first direction in the motor circulation pipeline, and in the reverse cycle, the coolant flows in a second direction in the motor circulation pipeline. The first direction is opposite to the second direction.

[0010] Preferably, when the battery circulation pipeline and the motor circulation pipeline are connected, the battery circulation pipeline and the motor circulation pipeline jointly form a loop. When the battery circulation pipeline and the motor circulation pipeline are not connected, the battery circulation pipeline and the motor circulation pipeline respectively form closed loops.

[0011] Preferably, the second four-way valve includes a first end, a second end, a third end and a fourth end. The first end and the second end are respectively connected to the battery circulation pipeline, so that when the first end is connected to the second end and the third end is connected to the fourth end, the battery circulation pipeline forms a loop. When the first end is connected to the fourth end and the second end is connected to the third end, the battery circulation pipeline and the motor circulation pipeline jointly form a loop.

[0012] Preferably, the third four-way valve includes a fifth end, a sixth end, a seventh end and an eighth end. The fifth end is connected to the outlet end of the second pump, the sixth end is connected to the fourth end of the second four-way valve, the seventh end is connected to the inlet end of the second pump, and the eighth end is connected to one end of the motor assembly.

[0013] Preferably, the battery heat exchanger is arranged in parallel with the second heat exchanger; and / or, a first pump is arranged on the battery circulation pipeline; and / or, the motor assembly includes a charger, a motor controller and a motor connected in series; and / or, a first four-way valve is further arranged on the heat pump circulation pipeline at the exhaust end of the compressor; and / or, a gas-liquid separator is further arranged on the heat pump circulation pipeline at the suction end of the compressor.

[0014] Preferably, on the heat pump circulation pipeline, the pipe section where the second heat exchanger is located is the first pipe section, the pipe section where the battery heat exchanger is located on the heat pump circulation pipeline is the second pipe section, the first pipe section and the second pipe section are connected in parallel, and a first throttling device is arranged on the first pipe section, and a second throttling device is arranged on the second pipe section.

[0015] Preferably, the first pump is a water pump; and / or, the second pump is a water pump; and / or, an expansion tank is further arranged on the motor circulation pipeline.

[0016] Preferably, the gas-increasing enthalpy assembly includes a third throttling device and a subcooler. The third throttling device is arranged on the heat pump circulation pipeline and at a position between the first heat exchanger and the subcooler. One end of the gas supplement branch is communicated with the gas supplement port of the compressor, and the other end passes through the subcooler and then is communicated to the heat pump circulation pipeline. A fourth throttling device is further arranged on the gas supplement branch, so that heat exchange is carried out between the heat pump circulation pipeline and the gas supplement branch in the subcooler;

[0017] Alternatively, the gas-increasing enthalpy assembly includes a third throttling device and a flash tank. The third throttling device is arranged on the heat pump circulation pipeline and at a position between the first heat exchanger and the flash tank. One end of the gas supplement branch is communicated with the gas supplement port of the compressor, and the other end is communicated into the flash tank.

[0018] Preferably, a first branch is further arranged in parallel at the pipe section of the motor circulation pipeline and between the second four-way valve and the first heat exchanger. An external vehicle heat exchanger is arranged on the first branch, and a three-way valve is further arranged at the position where the first branch is connected to the motor circulation pipeline.

[0019] The present invention further provides a control method for the heat management system as described in any one of the preceding items, wherein:

[0020] When including the first four-way valve, the second four-way valve, the first throttling device and the second throttling device:

[0021] When the ambient temperature T 环 <T 预设1 , and when the battery assembly needs to be heated and heating is required inside the vehicle or indoors, control the first four-way valve to make the battery heat exchanger communicate with the exhaust end of the compressor, and at the same time control the second four-way valve to make the battery circulation pipeline and the motor circulation pipeline not communicate. The battery circulation pipeline and the motor circulation pipeline respectively form closed loops, and control both the first throttling device and the second throttling device to be opened;

[0022] When the ambient temperature T环 >T 预设2 and when the battery assembly needs to be cooled and heating is required inside the vehicle or indoors, control the first four-way valve to connect the battery heat exchanger to the suction end of the compressor, and at the same time control the second four-way valve to disconnect the battery circulation pipeline and the motor circulation pipeline. The battery circulation pipeline and the motor circulation pipeline respectively form closed circuits, and control both the first throttling device and the second throttling device to be opened;

[0023] When the ambient temperature T 预设1 <T 环 <T 预设2 and when the battery assembly needs to be cooled, control the second four-way valve to connect the battery circulation pipeline and the motor circulation pipeline, so that the battery circulation pipeline and the motor circulation pipeline jointly form a circuit. When an external heat exchanger is included, the coolant in the motor circulation pipeline releases heat in the first heat exchanger and / or in the external heat exchanger, and control the first throttling device to be opened and the second throttling device to be closed;

[0024] When the ambient temperature T 预设1 <T 环 <T 预设2 and when the battery assembly needs to be heated, control the second four-way valve to connect the battery circulation pipeline and the motor circulation pipeline, so that the battery circulation pipeline and the motor circulation pipeline jointly form a circuit. When an external heat exchanger is included, the coolant in the motor circulation pipeline absorbs heat in the first heat exchanger, and / or absorbs heat in the external heat exchanger, and / or absorbs heat in the motor assembly, and control the first throttling device to be opened and the second throttling device to be closed;

[0025] wherein, T 预设1 <T 预设2 .

[0026] Preferably, when the ambient temperature T 预设1 <T 环 <T 预设2 and when the battery assembly needs to be cooled and heating is required inside the vehicle or indoors, further control the first four-way valve to connect the battery heat exchanger to the discharge end of the compressor, so that the refrigerant in the heat pump circulation pipeline absorbs heat at the first heat exchanger and releases heat at the second heat exchanger;

[0027] When the ambient temperature T 预设1 <T 环 <T 预设2, and when the battery assembly needs to be heated and heating is required inside the vehicle or indoors, the first four-way valve is further controlled to connect the battery heat exchanger to the suction end of the compressor, so that the refrigerant in the heat pump circulation pipeline releases heat at the first heat exchanger and absorbs heat at the second heat exchanger.

[0028] Preferably, when the second four-way valve includes a first end, a second end, a third end, and a fourth end:

[0029] When the ambient temperature T 环 < T 预设1 , and when the battery assembly needs to be heated and heating is required inside the vehicle or indoors, the first end and the second end of the second four-way valve are controlled to be connected, and at the same time, the third end and the fourth end of the second four-way valve are controlled to be connected;

[0030] When the ambient temperature T 环 > T 预设2 , and when the battery assembly needs to be cooled and cooling is required inside the vehicle or indoors, the first end and the second end of the second four-way valve are controlled to be connected, and at the same time, the third end and the fourth end of the second four-way valve are controlled to be connected;

[0031] When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly needs to be cooled, the first end and the fourth end of the second four-way valve are controlled to be connected, and at the same time, the second end and the third end of the second four-way valve are controlled to be connected;

[0032] When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly needs to be heated, the first end and the fourth end of the second four-way valve are controlled to be connected, and at the same time, the second end and the third end of the second four-way valve are controlled to be connected.

[0033] Preferably, when the ambient temperature T 环 < T 预设1 , and when the battery assembly needs to be heated and heating is required inside the vehicle or indoors, the third four-way valve is further controlled so that the flow direction of the refrigerant in the heat pump circulation pipeline in the first heat exchanger is opposite to the flow direction of the coolant in the motor circulation pipeline;

[0034] When the ambient temperature T 环 > T 预设2 , and when the battery assembly needs to be cooled and cooling is required inside the vehicle or indoors, the third four-way valve is further controlled so that the flow direction of the refrigerant in the heat pump circulation pipeline in the first heat exchanger is opposite to the flow direction of the coolant in the motor circulation pipeline;

[0035] When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly needs to be cooled, the third four-way valve is further controlled so that the flow direction of the refrigerant in the heat pump cycle pipeline in the first heat exchanger is opposite to the flow direction of the coolant in the motor cycle pipeline;

[0036] When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly needs to be heated, the third four-way valve is further controlled so that the flow direction of the refrigerant in the heat pump cycle pipeline in the first heat exchanger is opposite to the flow direction of the coolant in the motor cycle pipeline.

[0037] Preferably, when the third four-way valve includes a fifth end, a sixth end, a seventh end, and an eighth end:

[0038] When the ambient temperature T 环 < T 预设1 , and when the battery assembly needs to be heated and heating is required inside the vehicle or indoors, the fifth end of the third four-way valve is controlled to communicate with the eighth end, and at the same time, the sixth end of the third four-way valve is controlled to communicate with the seventh end;

[0039] When the ambient temperature T 环 > T 预设2 , and when the battery assembly needs to be cooled and cooling is required inside the vehicle or indoors, the fifth end of the third four-way valve is controlled to communicate with the sixth end, and at the same time, the seventh end of the third four-way valve is controlled to communicate with the eighth end;

[0040] When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly needs to be cooled and heating is required inside the vehicle or indoors, the fifth end of the third four-way valve is controlled to communicate with the eighth end, and at the same time, the sixth end of the third four-way valve is controlled to communicate with the seventh end;

[0041] When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly needs to be heated and cooling is required inside the vehicle or indoors, the fifth end of the third four-way valve is controlled to communicate with the sixth end, and at the same time, the seventh end of the third four-way valve is controlled to communicate with the eighth end.

[0042] Preferably, when an external heat exchanger and a three-way valve are further included:

[0043] When the ambient temperature T环 <T 预设1 and when the battery pack needs to be heated and heating is required inside the vehicle or indoors, it also controls the three-way valve to connect the outside vehicle heat exchanger with the first heat exchanger, and the coolant absorbs heat from the outside of the vehicle in the outside vehicle heat exchanger;

[0044] When the ambient temperature T 环 >T 预设2 and when the battery pack needs to be cooled and cooling is required inside the vehicle or indoors, it controls the three-way valve to connect the outside vehicle heat exchanger with the first heat exchanger, and the coolant releases heat to the outside of the vehicle in the outside vehicle heat exchanger;

[0045] When the ambient temperature T 预设1 <T 环 <T 预设2 and when the battery pack needs to be cooled, it controls the three-way valve to connect the outside vehicle heat exchanger with the first heat exchanger, and the coolant releases heat to the outside of the vehicle in the outside vehicle heat exchanger;

[0046] When the ambient temperature T 预设1 <T 环 <T 预设2 and when the battery pack needs to be heated, it controls the three-way valve to connect the outside vehicle heat exchanger with the first heat exchanger, and the coolant absorbs heat from the outside of the vehicle in the outside vehicle heat exchanger.

[0047] The present invention also provides an electric vehicle, which includes the thermal management system described in any one of the preceding items.

[0048] A thermal management system, a control method and an electric vehicle provided by the present invention have the following beneficial effects:

[0049] The present invention effectively combines the heat pump circulation pipeline, the battery circulation pipeline and the motor circulation pipeline. That is, the heat pump circulation pipeline and the battery circulation pipeline are effectively combined through the battery heat exchanger, and the heat pump circulation pipeline and the motor circulation pipeline are effectively combined through the first heat exchanger. The air conditioning system, the battery thermal management system and the drive motor cooling system are integrated, so that the operating temperatures of the battery system and the motor system are maintained within a reasonable range, realizing the heat management of the whole vehicle, and very effectively improving the energy utilization rate of the electric vehicle. Moreover, the air conditioning system, the battery thermal management system and the drive motor cooling system are integrated into a set of vehicle thermal management system to realize the temperature control of the passenger compartment, the battery pack, the motor and the motor controller, and the charger, greatly reducing the cost, weight and occupied volume. The heat pump is used to heat and cool the battery pack, improving the battery temperature control accuracy and speed, effectively solving the problem of insufficient air conditioning cooling capacity in low temperature conditions. The phase change heat exchange mode is used for the battery thermal management in bad weather, improving the battery cooling efficiency or heating efficiency, enhancing the battery charge and discharge efficiency, solving the problem of low battery charge and discharge efficiency in low temperature and high temperature conditions, improving the battery energy efficiency, and reducing the temperature difference of the battery pack. The waste heat of the battery and the motor is recycled to improve the air conditioning heating efficiency and heating comfort. The battery thermal management adopts a double-loop design, and the double reliability ensures the battery safety. And through the setting of the second four-way valve, the battery circulation pipeline and the motor circulation pipeline can be effectively connected or disconnected, so that especially in working conditions such as bad weather (such as low temperature in winter or high temperature in summer), the phase change heat exchange cycle is started, that is, the heat pump circulation pipeline is turned on to effectively heat or cool the battery components. While in working conditions such as transitional seasons outside bad weather or when the heat pump system fails or malfunctions, the non-phase change heat exchange cycle is started, so that the battery circulation pipeline and the motor circulation pipeline are connected, in order to effectively utilize the heat of the motor components, and / or the heat or cold of the first heat exchanger, and / or the heat or cold of the external heat exchanger of the vehicle to heat or cool the battery components. Through the setting of the third four-way valve, the flow direction of the coolant in the motor circulation pipeline can be effectively switched according to the flow direction of the refrigerant in the first heat exchanger in the heat pump circulation pipeline, so as to effectively ensure that the flow direction of the refrigerant in the first heat exchanger is always opposite to the flow direction of the coolant, further effectively improving the heat exchange efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 is the system circulation diagram of the 1a embodiment of the thermal management system of the electric vehicle of the present invention;

[0051] Figure 2 is the system circulation diagram of the 1b embodiment of the thermal management system of the electric vehicle of the present invention;

[0052] Figure 3 is the system circulation diagram of the thermal management system of the electric vehicle of the present invention in the battery thermal management mode cycle 1;

[0053] Figure 4 It is the system cycle diagram of the thermal management system of the electric vehicle of the present invention during the second cycle of the battery thermal management mode;

[0054] Figure 5 It is the system cycle diagram of the thermal management system of the electric vehicle of the present invention during the third cycle of the battery thermal management mode;

[0055] Figure 6 It is the system cycle diagram of the thermal management system of the electric vehicle of the present invention during the fourth cycle of the battery thermal management mode;

[0056] Figure 7 It is the system cycle diagram of the thermal management system of the electric vehicle of the present invention during the fifth cycle of the battery thermal management mode;

[0057] Figure 8 It is the system cycle diagram of the thermal management system of the electric vehicle of the present invention during the sixth cycle of the battery thermal management mode;

[0058] Figure 9 It is the system cycle diagram of the thermal management system of the electric vehicle of the present invention during the seventh cycle of the battery thermal management mode;

[0059] Figure 10 It is the system cycle diagram of the thermal management system of the electric vehicle of the present invention during the eighth cycle of the battery thermal management mode;

[0060] Figure 11 It is the system cycle diagram of the thermal management system of the electric vehicle of the present invention during the ninth cycle of the battery thermal management mode;

[0061] Figure 12 It is the system cycle diagram of the thermal management system of the electric vehicle of the present invention during the tenth cycle of the battery thermal management mode;

[0062] Figure 13 It is the system cycle diagram of the thermal management system of the electric vehicle of the present invention during the eleventh cycle of the battery thermal management mode.

[0063] The reference numerals are shown as:

[0064] 1. External heat exchanger; 2. Expansion tank; 3. First heat exchanger; 4. Compressor; 5. Gas-liquid separator; 6. Second heat exchanger; 7. Battery heat exchanger; 8. Battery assembly; 20. Motor assembly; 9. Charger; 10. Motor controller; 11. Motor; 12a. First pump; 12b. Second pump; 13a. First throttling device; 13b. Second throttling device; 13c. Third throttling device; 13d. Fourth throttling device; 14a. First four-way valve; 14b. Second four-way valve; 14b1. First One end; 14b2, the second end; 14b3, the third end; 14b4, the fourth end; 14c, the third four-way valve; 14c1, the fifth end; 14c2, the sixth end; 14c3, the seventh end; 14c4, the eighth end; 15, the three-way valve; 30, the air-increasing enthalpy-increasing component; 16, the subcooler; 17, the flasher; 401, the first pipe section; 402, the second pipe section; 403, the first branch; 100, the heat pump circulation pipeline; 200, the battery circulation pipeline; 300, the motor circulation pipeline; 400, the air-increasing branch. DETAILED DESCRIPTION

[0065] like Figures 1-13 As shown, the dotted line in the figure represents a blocked branch, the actual line represents a connected air-conditioning refrigerant circuit or a coolant circuit, and the arrow represents the flow direction of the refrigerant or the coolant.

[0066] The present invention provides a thermal management system, which comprises:

[0067] A heat pump circulation pipeline 100, a battery circulation pipeline 200 and a motor circulation pipeline 300. The heat pump circulation pipeline 100 is provided with a compressor 4, a first heat exchanger 3, a second heat exchanger 6 and a battery heat exchanger 7. The second heat exchanger 6 can heat or cool the interior of the vehicle or the room. A portion of the battery heat exchanger 7 is also provided on the battery circulation pipeline 200 so that the heat pump circulation pipeline 100 and the battery circulation pipeline 200 can exchange heat at the battery heat exchanger 7. A portion of the first heat exchanger 3 is also provided on the motor circulation pipeline 300 so that the heat pump circulation pipeline 100 and the motor circulation pipeline 300 can exchange heat at the battery heat exchanger 7. A battery assembly 8 is provided on the battery circulation pipeline 200, and a motor assembly 20 is provided on the motor circulation pipeline 300.

[0068] An air supply and enthalpy increase component 30 is also provided on the heat pump circulation pipeline 100, between the first heat exchanger 3 and the second heat exchanger 6 or between the first heat exchanger 3 and the second heat exchanger 6. The air supply and enthalpy increase component 30 can connect the intermediate air supply to the air supply port of the compressor 4 through the air supply branch 400;

[0069] It further includes a second four-way valve 14b, which is arranged between the battery circulation pipeline 200 and the motor circulation pipeline 300, so as to control the battery circulation pipeline 200 and the motor circulation pipeline 300 to be connected or disconnected by switching the second four-way valve 14b;

[0070] It further includes a third four-way valve 14c and a second pump 12b. Both the third four-way valve 14c and the second pump 12b are arranged on the motor circulation pipeline 300, so that the motor circulation pipeline 300 can be switched between a positive cycle and a reverse cycle by switching the third four-way valve 14c. In the positive cycle, the coolant flows in the first direction in the motor circulation pipeline 300, and in the reverse cycle, the coolant flows in the second direction in the motor circulation pipeline 300. The first direction is opposite to the second direction.

[0071] The present invention develops a set of efficient vehicle thermal management systems, integrating the air conditioning system, the battery thermal management system, and the drive motor cooling system into the vehicle thermal management system, meeting the requirement that the working temperatures of the battery system and the motor system are maintained within a reasonable range, realizing the heat management of the whole vehicle, improving the energy utilization rate, and increasing the cruising range.

[0072] The present invention effectively combines a heat pump circulation pipeline, a battery circulation pipeline, and a motor circulation pipeline. That is, the heat pump circulation pipeline and the battery circulation pipeline are effectively combined through a battery heat exchanger, and the heat pump circulation pipeline and the motor circulation pipeline are effectively combined through a first heat exchanger, integrating an air conditioning system, a battery thermal management system, and a drive motor cooling system to keep the operating temperatures of the battery system and the motor system within a reasonable range, realizing the heat management of the whole vehicle, and very effectively improving the energy utilization rate of the electric vehicle. Moreover, the air conditioning system, the battery thermal management system, and the drive motor cooling system are integrated into a set of vehicle thermal management system to realize temperature control of the passenger compartment, the battery pack, the motor, the motor controller, and the charger, greatly reducing the cost, weight, and occupied volume. The heat pump is used to heat and cool the battery pack, improving the battery temperature control accuracy and speed, effectively solving the problem of insufficient air conditioning cooling capacity in low-temperature conditions. The phase change heat exchange mode is used for battery thermal management in bad weather, improving the battery cooling efficiency or heating efficiency, enhancing the battery charge and discharge efficiency, solving the problem of low battery charge and discharge efficiency in low-temperature and high-temperature conditions, improving the battery energy efficiency, and reducing the temperature difference of the battery pack. The waste heat of the battery and the motor is recycled to improve the air conditioning heating efficiency and heating comfort. The waste heat of the battery and the motor is recycled to improve the air conditioning heating efficiency and heating comfort. The battery thermal management adopts a dual-loop design, and the double reliability ensures the safety of the battery. The two-stage compression ejector-enthalpy-increasing system is adopted to improve the capacity output of the heat pump under overload conditions, reduce the dependence on the compressor displacement, and while reducing the system cost, improve the operating temperature range and operating condition adaptability. And through the setting of the second four-way valve, the battery circulation pipeline and the motor circulation pipeline can be effectively connected or disconnected, so that especially in bad weather (such as low temperature in winter or high temperature in summer and other conditions), the phase change heat exchange cycle is started, that is, the heat pump circulation pipeline is opened to effectively heat or cool the battery assembly. And in conditions such as transition seasons outside bad weather or when the heat pump system fails or malfunctions, the non-phase change heat exchange cycle is started, making the battery circulation pipeline and the motor circulation pipeline connected to effectively utilize the heat of the motor assembly, and / or the heat or cold of the first heat exchanger, and / or the heat or cold of the outside vehicle heat exchanger to heat or cool the battery assembly. Through the setting of the third four-way valve, the flow direction of the coolant in the motor circulation pipeline can be effectively switched according to the flow direction of the refrigerant in the first heat exchanger in the heat pump circulation pipeline to effectively ensure that the flow direction of the refrigerant in the first heat exchanger is always opposite to the flow direction of the coolant, further effectively improving the heat exchange efficiency.

[0073] The present invention designs a comprehensive thermal management system for temperature control of the passenger compartment, the battery, the motor and its electronic control, and the charger, with a total of 11 circulation loops, covering the whole vehicle's annual operation thermal management mode, and achieving the goals of waste heat utilization, precise temperature control, and improving the efficiency of the vehicle thermal management system. As Figure 1The circulation diagram of the thermal management system is mainly divided into two parts: the air-conditioning refrigerant circuit and the secondary refrigerant circuit. The secondary refrigerant circuit is further divided into two modes, namely the first battery thermal management mode and the second battery thermal management mode. The first battery thermal management mode is phase change heat exchange. The secondary refrigerant in the battery branch exchanges heat with the air-conditioning refrigerant to cool and heat the battery, that is, the battery branch and the motor system branch are not connected; the second battery thermal management mode is non-phase change heat exchange. The secondary refrigerant in the battery branch and the secondary refrigerant in the motor system branch are connected in series. The secondary refrigerant exchanges heat in the air-conditioning condenser or the external heat exchanger of the vehicle to adjust the temperature of the secondary refrigerant, and further adjusts the temperatures of the battery and the motor system.

[0074] 1. The air-conditioning refrigerant circuit adopts a two-stage compression jet enthalpy increase system. Only one evaporator is arranged in the vehicle compartment, and the heat exchange medium is refrigerant - cabin air. One condenser is arranged outside the vehicle compartment, and the heat exchange medium is refrigerant - secondary refrigerant. A four-way valve is set to switch the refrigeration and heating modes;

[0075] 2. The secondary refrigerant circuit is provided with a double four-way valve and a three-way valve to switch the operation mode of the secondary refrigerant, that is, the first battery thermal management mode - phase change heat exchange and the second battery thermal management mode - non-phase change heat exchange. Phase change heat exchange mode: The secondary refrigerant in the battery branch exchanges heat with the air-conditioning refrigerant to cool and heat the battery, that is, the battery branch and the motor system branch are not connected; Non-phase change heat exchange mode: The secondary refrigerant in the battery branch and the secondary refrigerant in the motor system branch are connected in series. The secondary refrigerant exchanges heat in the air-conditioning condenser or the external heat exchanger of the vehicle to adjust the temperature of the secondary refrigerant, and further adjusts the temperatures of the battery and the motor system. The phase change heat exchange mode is used for the battery thermal management in bad weather, improves the battery cooling efficiency or heating efficiency, and enhances the battery charge and discharge efficiency; At the same time, if the phase change cooling system fails in bad weather, the non-phase change heat exchange cycle is started to maintain the battery temperature within a reasonable range and improve the safety and reliability of the battery; In addition, the non-phase change heat exchange mode is used for the battery thermal management in the transitional season;

[0076] 3. The air-conditioning refrigerant circuit and the secondary refrigerant circuit cooperate with each other, and there are a total of 11 circulation circuits, covering the thermal management modes of the whole vehicle throughout the year. It not only realizes the dual management of battery thermal management, but also can make full use of the heat dissipation of the heat source motor system to heat the battery and the vehicle compartment when heating the vehicle compartment in winter, reducing the power consumption of the air-conditioning system; When the battery generates a large amount of heat, the heat dissipation of the battery can also be fully utilized to heat the vehicle compartment;

[0077] 4. When heating the battery in the phase change heat exchange mode (the first battery thermal management mode), the flow directions of the two sides of the medium in the battery heat exchanger are countercurrent, increasing the heat exchange efficiency;

[0078] 5. When the refrigerant circuit operates in the refrigeration and heating modes, the flow directions of the heat exchange media on both sides of the air-conditioning condenser are countercurrent, increasing the heat exchange efficiency.

[0079] Figure 1 and Figure 2This is the diagram of the integrated automotive thermal management system of the present invention, which is mainly divided into two parts: the air-conditioning refrigerant circuit and the secondary refrigerant circuit. The air-conditioning refrigerant circuit adopts a two-stage compression jet enthalpy-increasing system. Figure 1 and Figure 2 The difference lies in the different two-stage compression methods. Figure 1 Adopts a subcooler, that is, one-stage throttling and intermediate gas injection two-stage compression. Figure 2 Adopts a flash tank, that is, two-stage throttling and intermediate gas injection two-stage compression. In addition, the air-conditioning refrigerant circuit uses a first four-way valve 14a, a second heat exchanger 6 inside the vehicle compartment, with the heat exchange medium being refrigerant and the air inside the vehicle compartment, and a first heat exchanger 3 outside the vehicle compartment, with the heat exchange medium being refrigerant and secondary refrigerant. The secondary refrigerant circuit is divided into two modes, namely the phase change heat exchange mode and the non-phase change mode. The phase change mode means that the secondary refrigerant in the battery branch and the air-conditioning refrigerant exchange heat through the battery heat exchanger 7, and then the secondary refrigerant cools and heats the battery, that is, the battery branch and the motor system branch are not connected; the non-phase change heat exchange mode is to connect the secondary refrigerant in the battery branch and the secondary refrigerant in the motor assembly 20 (including the charger 9, the motor controller 10, and the motor 11) branch in series through the second four-way valve 14b and the third four-way valve 14c, and the secondary refrigerant exchanges heat in the air-conditioning condenser or the external heat exchanger of the vehicle to adjust the temperature of the secondary refrigerant, and further adjust the temperature of the battery and the motor system.

[0080] Taking Figure 1 the system as an example, 11 kinds of cycle circuit diagrams are expanded, such as Figure 3 — Figure 13 .

[0081] Refrigeration mode of the air-conditioning refrigerant circuit:

[0082] Starting from the suction port of the compressor, the refrigerant flow direction is: compressor 4 → four-way valve 14a → air-conditioning condenser 3 → electronic expansion valve 13c → (electronic expansion valve 13d → subcooler 16 → air intake of compressor 4) subcooler 16 → electronic expansion valves 13a and 13b → heat exchangers 6 and 7 → four-way valve 14a → gas-liquid separator 5 → air intake of compressor 4. (As Figure 3 )

[0083] Starting from the suction port of the compressor, the refrigerant flow direction in the refrigeration mode is: compressor 4 → first four-way valve 14a → first heat exchanger 3 → third throttling device 13c (preferably an electronic expansion valve) → (fourth throttling device 13d (preferably an electronic expansion valve) → subcooler 16 → air intake of compressor 4) → subcooler 16 → first throttling device 13a and second throttling device 13b (both preferably electronic expansion valves) → second heat exchanger 6 and battery heat exchanger 7 → first four-way valve 14a → gas-liquid separator 5 → compressor 4.

[0084] Heating mode of the air-conditioning refrigerant circuit:

[0085] Starting from the compressor suction port, the refrigerant flow direction is: compressor 4 → first four-way valve 14a → second heat exchanger 6 and battery heat exchanger 7 → first throttling device 13a and second throttling device 13b → subcooler 16 → (fourth throttling device 13d → subcooler 16 → compressor 4 gas replenishment port) → third throttling device 13c (preferably an electronic expansion valve) → first heat exchanger 3 → first four-way valve 14a → gas-liquid separator 5 → compressor 4. (Here, in the refrigeration mode and heating mode, by controlling the opening degrees of the first throttling device 13a and the second throttling device 13b, the second heat exchanger 6 and the battery heat exchanger 7 can operate non-simultaneously).

[0086] Figure 5 , the air-conditioning refrigerant circuit is still in the refrigeration mode. At this time, the opening degree of the first throttling device 13a is zero, the second heat exchanger 6 does not work, and the battery heat exchanger 7 works.

[0087] Figure 8 and Figure 9 、 Figure 10 、 Figure 11 , the air-conditioning refrigerant circuit is still in the heating mode. By controlling the opening degrees of the first throttling device 13a and the second throttling device 13b, the second heat exchanger 6 and the battery heat exchanger 7 can operate non-simultaneously.

[0088] Figure 4 and Figure 12 , the air-conditioning refrigerant circuit stops, that is, there is no heat exchange in the second heat exchanger 6, the battery heat exchanger 7, and the first heat exchanger 3.

[0089] Phase change heat exchange mode of the secondary coolant circuit: (i.e., the first battery thermal management mode)

[0090] It is further divided into 2 circuits, namely the inner circulation and the outer circulation. The inner circulation conducts thermal management for the battery module 8. Starting from the inlet of the first pump 12a, the secondary coolant flow direction is: first pump 12a → second four-way valve 14b → battery heat exchanger 7 → battery module 8 → first pump 12a. The outer circulation conducts thermal management for the motor module 20 (including the charger 9, motor controller 10, and motor 11). According to different flow directions, the third four-way valve 14c changes its direction and is further divided into 2 circuits, namely the positive circulation and the reverse circulation. Reverse circulation (such as Figure 6 , Figure 7 , Figure 10 , Figure 11 ): Starting from the inlet of the second pump 12b, the secondary coolant flow direction is: second pump 12b → third four-way valve 14c → charger 9 → motor controller 10 → motor 11 → first heat exchanger 3 → expansion tank 2 → three-way valve 15 → external heat exchanger 1 (or bypass) → second four-way valve 14b → third four-way valve 14c → second pump 12b. Positive circulation (such as Figure 3 and Figure 5 , Figure 13):Starting from the inlet of the second pump 12b, the flow direction of the secondary refrigerant is: the second pump 12b → the third four-way valve 14c → the second four-way valve 14b → the vehicle exterior heat exchanger 1 (or bypass) → the three-way valve 15 → the expansion tank 2 → the first heat exchanger 3 → the motor 11 → the motor controller 10 → the on-board charger 9 → the third four-way valve 14c → the second pump 12b.

[0091] The non-phase change heat exchange mode of the secondary refrigerant circuit: (i.e., the second battery thermal management mode)

[0092] The non-phase change heat exchange mode connects the battery and motor systems in series. That is, the battery heat exchanger 7 does not work, and the second four-way valve 14b changes its direction. Starting from the inlet of the first pump 12a, the flow direction of the secondary refrigerant is: the first pump 12a → the second four-way valve 14b → the third four-way valve 14c → the second pump 12b → the third four-way valve 14c → the on-board charger 9 → the motor controller 10 → the motor 11 → the first heat exchanger 3 → the expansion tank 2 → the three-way valve 15 → the vehicle exterior heat exchanger 1 (or bypass) → the second four-way valve 14b → the battery heat exchanger 7 → the battery pack 8 → the first pump 12a. (Such as Figure 4 , Figure 8 , Figure 9 and Figure 12 ).

[0093] The air-conditioning refrigerant circuit and the secondary refrigerant circuit cooperate with each other, and there are a total of 11 circulation circuits, covering the whole vehicle's annual operation thermal management modes. The following table gives Figure 3 — Figure 13 the corresponding 11 whole vehicle thermal management modes applicable to the circulation circuits.

[0094] Table 1 Temperature control modes of the thermal management system for pure electric vehicles

[0095]

[0096]

[0097] — represents not working, no refrigeration or heating requirement; H represents heating requirement; C represents cooling requirement.

[0098] Some thermal management modes in the table correspond to two or more circulation solutions. For example, in the transitional season - CC, it corresponds to Figure 4 Circulation solution 2 and Figure 5 Circulation solution 3. The switching standard is based on whether the heat dissipation of the battery and motor systems can be completely dissipated by the vehicle exterior heat exchanger. For example, if the heat dissipation of the battery and motor systems can be completely dissipated only by the vehicle exterior heat exchanger 1, then select Figure 4 Circulation solution 2; if not, then select Figure 5 Circulation solution 3, where the refrigerant cools the secondary refrigerant, and the secondary refrigerant further cools the battery, while the heat dissipation of the motor system and the air-conditioning condenser is dissipated by the vehicle exterior heat exchanger 1.

[0099] In addition, some of the circulation schemes in the table correspond to two or more heat management modes. For example, Figure 6 Circulation 4 corresponds to the heat management mode of winter heating HHC and the heat management mode of winter preheating HH-. The difference between the two heat management modes is that the motor system does not work and there is no refrigeration demand. For the heat management mode of winter heating HHC, the heat source of the air-conditioning refrigerant circuit is the external heat exchanger of the vehicle and the heat dissipation of the motor system. That is, the refrigerant of the first heat exchanger 3 absorbs the heat absorbed by the coolant from the external heat exchanger 1 and the motor system, and the waste heat is recovered. After being compressed by the compressor, etc., it is used to heat the compartment and the battery to meet the heating capacity demand. For the heat management mode of winter preheating HH-, the heat source of the air-conditioning refrigerant circuit is only the external heat exchanger of the vehicle. That is, the refrigerant of the first heat exchanger 3 absorbs the heat absorbed by the coolant from the external heat exchanger 1, and after being compressed by the compressor, etc., it is used to heat the compartment and the battery to meet the heating capacity demand.

[0100] No other examples will be given.

[0101] Preferably, when the battery circulation pipeline 200 and the motor circulation pipeline 300 are connected, the battery circulation pipeline 200 and the motor circulation pipeline 300 jointly form a loop. When the battery circulation pipeline 200 and the motor circulation pipeline 300 are not connected, the battery circulation pipeline 200 and the motor circulation pipeline 300 respectively form closed loops. This is the preferred form of the two battery heat management modes of the battery circulation pipeline of the present invention. That is, the first battery heat management mode is that the battery circulation pipeline 200 and the motor circulation pipeline 300 are not connected, and the battery circulation pipeline 200 and the motor circulation pipeline 300 respectively form closed loops. This connection method is applicable to working conditions under high loads (such as low temperature in winter or high temperature in summer). Heat exchange is carried out between the battery circulation pipeline and the heat pump circulation pipeline, and the battery assembly is heated or cooled by the heat pump system; the second battery heat management mode is that the battery circulation pipeline 200 and the motor circulation pipeline 300 are connected, and the battery circulation pipeline 200 and the motor circulation pipeline 300 jointly form a loop. This connection method is applicable to working conditions under low loads (such as transitional seasons, such as spring and autumn, or when the heat pump system fails and cannot work normally). By connecting the battery circulation pipeline in series with the motor circulation pipeline, at least one of the motor assembly, the first heat exchanger, and the external heat exchanger is used to heat or cool the battery assembly through the series connection of the coolant.

[0102] Preferably, the second four-way valve 14b includes a first end 14b1, a second end 14b2, a third end 14b3, and a fourth end 14b4. The first end and the second end are respectively connected to the battery circulation pipeline 200. When the first end is connected to the second end and the third end is connected to the fourth end, the battery circulation pipeline 200 forms a loop. When the first end is connected to the fourth end and the second end is connected to the third end, the battery circulation pipeline 200 and the motor circulation pipeline 300 together form a loop. This is a further preferred structural form of the second four-way valve of the present invention. That is, the connection of the first end and the second end can enable the battery circulation pipeline to form a closed loop, realizing the first battery thermal management mode. The connection of the first end and the fourth end and the connection of the second end and the third end can effectively connect the battery circulation pipeline and the motor circulation pipeline to form a large loop, and through the large loop, the motor assembly can be effectively cooled, and the battery assembly can be cooled or heated.

[0103] Preferably, the third four-way valve 14c includes a fifth end 14c1, a sixth end 14c2, a seventh end 14c3, and an eighth end 14c4. The fifth end 14c1 is connected to the outlet end of the second pump 12b. The sixth end 14c2 is connected to the fourth end 14b4 of the second four-way valve 14b. The seventh end 14c3 is connected to the inlet end of the second pump 12b. The eighth end 14c4 is connected to one end of the motor assembly 20. This is a further preferred structural form of the third four-way valve of the present invention. That is, when the fifth end is connected to the sixth end and the seventh end is connected to the eighth end, the motor circulation pipeline can flow in the positive circulation as shown in Figures 4-5 (clockwise in the figure). This control method is applicable to the mode in which the first heat exchanger 3 in the heat pump circulation pipeline releases heat (i.e., the vehicle interior heat exchanger or the second heat exchanger 6 is in the refrigeration mode), so that the refrigerant in the heat pump circulation pipeline and the coolant in the motor circulation pipeline flow in opposite directions (i.e., countercurrent) in the first heat exchanger, effectively improving the heat exchange efficiency. When the fifth end is connected to the eighth end and the sixth end is connected to the seventh end, the motor circulation pipeline can flow in the reverse circulation as shown in Figures 2-3 and 6-7 (counterclockwise in the figure). This control method is applicable to the mode in which the first heat exchanger 3 in the heat pump circulation pipeline absorbs heat (i.e., the vehicle interior heat exchanger or the second heat exchanger 6 is in the heating mode), so that the refrigerant in the heat pump circulation pipeline and the coolant in the motor circulation pipeline flow in opposite directions (i.e., countercurrent) in the first heat exchanger, effectively improving the heat exchange efficiency.

[0104] Preferably, the battery heat exchanger 7 is arranged in parallel with the second heat exchanger 6; and / or, a first pump 12a is arranged on the battery circulation pipeline 200; and / or, the motor assembly 20 includes a charger 9, a motor controller 10 and a motor 11 which are connected in series; and / or, a first four-way valve 14a is further arranged at the exhaust end of the compressor 4 on the heat pump circulation pipeline 100; and / or, a gas-liquid separator 5 is further arranged at the suction end of the compressor 4 on the heat pump circulation pipeline 100.

[0105] By arranging the battery heat exchanger and the second heat exchanger in parallel, it is possible to heat or cool the battery heat exchanger simultaneously while the second heat exchanger (in-vehicle or indoor heat exchanger) heats or cools the inside of the vehicle or the room, forming a first battery thermal management mode; the first pump can effectively drive the cooling fluid to flow in the battery circulation pipeline, receive heat or cold in the battery heat exchanger, and then heat or cool the battery assembly. The charger, the motor controller and the motor will all generate heat. Therefore, the coolant in the motor circulation pipeline can effectively absorb the heat of the three and cool them down, and make reasonable and effective use of its heat; the first four-way valve can effectively adjust and control the refrigerant flow direction of the heat pump circulation pipeline, so as to effectively switch between cooling and heating of the second heat exchanger for the inside of the vehicle or the room; the gas-liquid separator is used to separate the liquid in the intake air.

[0106] Preferably, on the heat pump circulation pipeline 100, the pipe section where the second heat exchanger 6 is located is the first pipe section 401, and the pipe section where the battery heat exchanger 7 is located is the second pipe section 402. The first pipe section 401 and the second pipe section 402 are connected in parallel, and a first throttling device 13a is arranged on the first pipe section 401, and a second throttling device 13b is arranged on the second pipe section 402. This is the preferred structural form between the second heat exchanger and the battery heat exchanger on the heat pump circulation pipeline of the present invention. Two pipe sections effectively form parallel branches, and the first throttling device is used to adjust the refrigerant flow rate flowing through the second heat exchanger 6 or control the opening and closing, and the second throttling device is used to adjust the refrigerant flow rate flowing through the battery heat exchanger 7 or control the opening and closing.

[0107] Preferably, the first pump 12a is a water pump; and / or, the second pump 12b is a water pump; and / or, an expansion tank 2 is further arranged on the motor circulation pipeline 300. The first pump and the second pump are respectively or simultaneously water pumps, which can effectively form a double-loop design, use water to exchange heat with the battery assembly or the motor assembly, prevent refrigerant leakage, and have double reliability, ensuring the safety of the battery and the motor assembly.

[0108] Preferably, as Figure 1, the air-supplementing enthalpy-increasing component 30 includes a third throttling device 13c and a subcooler 16, the third throttling device 13c is arranged on the heat pump circulation pipeline 100 and is located between the first heat exchanger 3 and the subcooler 16, one end of the air-supplementing branch 400 is connected to the air-supplementing port of the compressor 4, and the other end passes through the subcooler 16 and is connected to the heat pump circulation pipeline 100, and the air-supplementing branch 400 is also provided with a fourth throttling device 13d, so that the heat pump circulation pipeline 100 and the air-supplementing branch 400 exchange heat in the subcooler 16;

[0109] Or, if Figure 2 The air-supplying and enthalpy-increasing component 30 includes a third throttling device 13c and a flasher 17. The third throttling device 13c is arranged on the heat pump circulation pipeline 100 and is located between the first heat exchanger 3 and the flasher 17. One end of the air-supplying branch 400 is connected to the air-supplying port of the compressor 4, and the other end is connected to the flasher 17.

[0110] This is the preferred structural form of the air-increasing enthalpy-increasing component of the present invention. Through the two different structural forms of the flash unit or the subcooler (i.e., the intermediate heat exchanger), it can effectively increase the low-temperature enthalpy of the heat pump circulation system and perform the function of medium-pressure air replenishment, thereby improving the heating capacity of the heat pump system, especially under low-temperature conditions, and meeting actual needs.

[0111] Preferably, a first branch 403 is also provided in parallel on the motor circulation pipeline 300 and at the pipe section between the second four-way valve 14b and the first heat exchanger 3, an off-vehicle heat exchanger 1 is provided on the first branch 403, and a three-way valve 15 is also provided at the position where the first branch 403 is connected to the motor circulation pipeline 300. By providing the first branch and the off-vehicle heat exchanger on the motor circulation pipeline, the three-way valve can be opened as needed to connect the off-vehicle heat exchanger, thereby effectively absorbing heat or cold from outside the vehicle to dissipate heat, cool or heat the battery assembly and / or the motor assembly, so that energy is effectively and reasonably utilized, and energy utilization is further improved.

[0112] The present invention also provides a control method for a thermal management system as described in any of the preceding items, wherein:

[0113] When the first four-way valve 14a, the second four-way valve 14b, the first throttling device 13a and the second throttling device 13b are included:

[0114] When the ambient temperature T 环 <T 预设1(Preferably in winter), and when the battery assembly 8 needs to be heated and heating is required inside the vehicle or indoors, control the first four-way valve 14a so that the battery heat exchanger 7 is communicated with the exhaust end of the compressor 4. At the same time, control the second four-way valve 14b so that the battery circulation pipeline 200 and the motor circulation pipeline 300 are not communicated. The battery circulation pipeline 200 and the motor circulation pipeline 300 respectively form closed circuits, and control both the first throttling device 13a and the second throttling device 13b to be opened; where T 预设1 can be a value or a numerical range;

[0115] When the ambient temperature T 环 >T 预设2 (Preferably in summer), and when the battery assembly 8 needs to be cooled and cooling is required inside the vehicle or indoors, control the first four-way valve 14a so that the battery heat exchanger 7 is communicated with the suction end of the compressor 4. At the same time, control the second four-way valve 14b so that the battery circulation pipeline 200 and the motor circulation pipeline 300 are not communicated. The battery circulation pipeline 200 and the motor circulation pipeline 300 respectively form closed circuits, and control both the first throttling device 13a and the second throttling device 13b to be opened; where T 预设2 can be a value or a numerical range;

[0116] When the ambient temperature T 预设1 <T 环 <T 预设2 (Preferably in transitional seasons, such as spring and autumn), and when the battery assembly 8 needs to be cooled, control the second four-way valve 14b so that the battery circulation pipeline 200 and the motor circulation pipeline 300 are communicated, so that the battery circulation pipeline 200 and the motor circulation pipeline 300 jointly form a circuit. And when the first heat exchanger 3 is included, the coolant in the motor circulation pipeline releases heat in the first heat exchanger 3 and / or in the vehicle exterior heat exchanger 1, and control the first throttling device 13a to be opened and control the second throttling device 13b to be closed;

[0117] When the ambient temperature T 预设1 <T 环 <T 预设2(Preferably in the transitional seasons, such as spring and autumn), and when the battery module 8 needs to be heated, control the second four-way valve 14b to connect the battery circulation pipeline 200 and the motor circulation pipeline 300, so that the battery circulation pipeline 200 and the motor circulation pipeline 300 jointly form a loop. And when the vehicle external heat exchanger 1 is included, the coolant in the motor circulation pipeline absorbs heat in the first heat exchanger 3, and / or absorbs heat in the vehicle external heat exchanger 1, and / or absorbs heat in the motor module 20, and control the first throttling device 13a to open and control the second throttling device 13b to close.

[0118] These are the control forms of two different battery thermal management modes of the present invention under four working conditions where the battery module needs to be heated or cooled. It effectively realizes the effect of cooling the battery module through the heat pump circulation pipeline in the first battery thermal management mode, realizes the effect of heating the battery module through the heat pump circulation pipeline in the first battery thermal management mode, realizes the effect of cooling the battery module through the motor circulation pipeline in the second battery thermal management mode, realizes the effect of heating the battery module through the motor circulation pipeline in the second battery thermal management mode, can perform targeted control for working conditions such as low temperature in winter, high temperature in summer, transitional seasons or heat pump system failures, etc., realize effective cooling or heating of the battery module, and effective cooling of the motor module, ensure the normal, safe and efficient operation of the electric vehicle, and achieve the highest energy utilization rate.

[0119] Preferably, when the ambient temperature T 预设1 <T 环 <T 预设2 , and when the battery module 8 needs to be cooled and heating is required inside the vehicle or indoors, also control the first four-way valve 14a to connect the battery heat exchanger 7 to the exhaust end of the compressor 4, so that the refrigerant in the heat pump circulation pipeline 100 absorbs heat at the first heat exchanger 3 and releases heat at the second heat exchanger 6;

[0120] When the ambient temperature T 预设1 <T 环 <T 预设2 , and when the battery module 8 needs to be heated and heating is required inside the vehicle or indoors, also control the first four-way valve 14a to connect the battery heat exchanger 7 to the suction end of the compressor 4, so that the refrigerant in the heat pump circulation pipeline 100 releases heat at the first heat exchanger 3 and absorbs heat at the second heat exchanger 6.

[0121] This is a further preferred control mode for the electric vehicle of the present invention operating in an external environment during the transitional season (the temperature is not very high or very low, such as spring and autumn). By controlling the first four-way valve, the flow direction of the refrigerant in the heat pump circulation pipeline can be controlled. At this time, the cooling or heating of the battery assembly is achieved through the secondary refrigerant pipeline. However, by adjusting the flow direction of the refrigerant in the heat pump circulation pipeline, it is possible to control whether the refrigerant in the first heat exchanger absorbs or releases heat, thereby improving the heat absorption and release efficiency of the battery assembly using the heat pump according to the heat absorption and release requirements of the battery assembly. For example, when the battery assembly needs to be cooled, controlling the first four-way valve causes the refrigerant to absorb heat at the first heat exchanger, which can effectively reduce the temperature of the secondary refrigerant, and then effectively improve the heat dissipation and cooling efficiency of the battery assembly; when the battery assembly needs to be heated, controlling the first four-way valve causes the refrigerant to release heat at the first heat exchanger, which can effectively increase the temperature of the secondary refrigerant, and then effectively improve the heating efficiency of the battery assembly.

[0122] Preferably, when the second four-way valve 14b includes a first end 14b1, a second end 14b2, a third end 14b3, and a fourth end 14b4:

[0123] When the ambient temperature T 环 < T 预设1 (winter), and when the battery assembly 8 needs to be heated and heating is required inside the vehicle or indoors, control the second four-way valve 14b so that the first end 14b1 is communicated with the second end 14b2, and at the same time control the third end 14b3 of the second four-way valve 14b to be communicated with the fourth end 14b4;

[0124] When the ambient temperature T 环 > T 预设2 (summer), and when the battery assembly 8 needs to be cooled and cooling is required inside the vehicle or indoors, control the second four-way valve 14b so that the first end 14b1 is communicated with the second end 14b2, and at the same time control the third end 14b3 of the second four-way valve 14b to be communicated with the fourth end 14b4;

[0125] When the ambient temperature T 预设1 < T 环 < T 预设2 (transitional season, such as spring and autumn), and when the battery assembly 8 needs to be cooled, control the second four-way valve 14b so that the first end 14b1 is communicated with the fourth end 14b4, and at the same time control the second end 14b2 of the second four-way valve 14b to be communicated with the third end 14b3;

[0126] When the ambient temperature T 预设1 < T 环 < T 预设2(During transitional seasons such as spring and autumn), and when the battery assembly 8 needs to be heated, control the first end 14b1 and the fourth end 14b4 of the second four-way valve 14b to communicate, and at the same time control the second end 14b2 and the third end 14b3 of the second four-way valve 14b to communicate.

[0127] These are further preferred control forms of two different battery thermal management modes of the present invention under four working conditions where the battery assembly needs to be heated or cooled, that is, mainly through effective switching connections of the four ends of the second four-way valve, effectively achieving the effect of cooling the battery assembly through the heat pump circulation pipeline in the first battery thermal management mode, achieving the effect of heating the battery assembly through the heat pump circulation pipeline in the first battery thermal management mode, achieving the effect of cooling the battery assembly through the motor circulation pipeline in the second battery thermal management mode, achieving the effect of heating the battery assembly through the motor circulation pipeline in the second battery thermal management mode, and being able to perform targeted control for working conditions such as low temperature in winter, high temperature in summer, transitional seasons or heat pump system failures, etc., realizing effective cooling or heating of the battery assembly, as well as effective cooling of the motor assembly, ensuring the normal, safe and efficient operation of the electric vehicle, and achieving the highest energy utilization rate.

[0128] Preferably, when the ambient temperature T 环 < T 预设1 , and when the battery assembly 8 needs to be heated and heating is required inside the vehicle or indoors, further control the third four-way valve 14c so that the flow direction of the refrigerant in the heat pump circulation pipeline 100 in the first heat exchanger 3 is opposite to the flow direction of the coolant in the motor circulation pipeline 300;

[0129] When the ambient temperature T 环 > T 预设2 , and when the battery assembly 8 needs to be cooled and cooling is required inside the vehicle or indoors, further control the third four-way valve 14c so that the flow direction of the refrigerant in the heat pump circulation pipeline 100 in the first heat exchanger 3 is opposite to the flow direction of the coolant in the motor circulation pipeline 300;

[0130] When the ambient temperature T 预设1 < T 环 < T 预设2 (During transitional seasons such as spring and autumn), and when the battery assembly 8 needs to be cooled, further control the third four-way valve 14c so that the flow direction of the refrigerant in the heat pump circulation pipeline 100 in the first heat exchanger 3 is opposite to the flow direction of the coolant in the motor circulation pipeline 300;

[0131] When the ambient temperature T 预设1 < T 环 < T 预设2During transitional seasons, such as spring and autumn, and when the battery assembly 8 needs to be heated, the third four-way valve 14c is further controlled such that the flow direction of the refrigerant in the heat pump circulation pipeline 100 in the first heat exchanger 3 is opposite to the flow direction of the coolant in the motor circulation pipeline 300.

[0132] These are further preferred control forms of the two different battery thermal management modes of the present invention under four working conditions where the battery assembly needs heating or cooling. It effectively realizes the effect of forming countercurrent heat exchange between the heat pump circulation pipeline and the motor circulation pipeline at the first heat exchanger while cooling the battery assembly in the first battery thermal management mode, improving the heat exchange efficiency. It effectively realizes the effect of forming countercurrent heat exchange between the heat pump circulation pipeline and the motor circulation pipeline at the first heat exchanger while heating the battery assembly in the first battery thermal management mode, improving the heat exchange efficiency. It effectively realizes the effect of forming countercurrent heat exchange between the heat pump circulation pipeline and the motor circulation pipeline at the first heat exchanger while cooling the battery assembly in the second battery thermal management mode, improving the heat exchange efficiency. It effectively realizes the effect of forming countercurrent heat exchange between the heat pump circulation pipeline and the motor circulation pipeline at the first heat exchanger while heating the battery assembly in the second battery thermal management mode, improving the heat exchange efficiency. It can perform targeted control for working conditions such as low temperature in winter, high temperature in summer, transitional seasons, or heat pump system failures, etc., to achieve effective cooling or heating of the battery assembly, as well as effective cooling of the motor assembly, ensure the normal, safe, and efficient operation of the electric vehicle, and maximize the energy utilization rate.

[0133] Preferably, when the third four-way valve 14c includes a fifth end 14c1, a sixth end 14c2, a seventh end 14c3, and an eighth end 14c4:

[0134] When the ambient temperature T 环 < T 预设1 , and when the battery assembly 8 needs to be heated and heating is required inside the vehicle or indoors, the fifth end 14c1 of the third four-way valve 14c is controlled to communicate with the eighth end 14c4, and at the same time, the sixth end 14c2 of the third four-way valve 14c is controlled to communicate with the seventh end 14c3;

[0135] When the ambient temperature T 环 > T 预设2 , and when the battery assembly 8 needs to be cooled and cooling is required inside the vehicle or indoors, the fifth end 14c1 of the third four-way valve 14c is controlled to communicate with the sixth end 14c2, and at the same time, the seventh end 14c3 of the third four-way valve 14c is controlled to communicate with the eighth end 14c4;

[0136] When the ambient temperature T 预设1 < T 环 < T 预设2During the transitional seasons, such as spring and autumn, and when the battery module 8 needs to be cooled and heating is required inside the vehicle or indoors, control the fifth end 14c1 of the third four-way valve 14c to communicate with the eighth end 14c4, and simultaneously control the sixth end 14c2 of the third four-way valve 14c to communicate with the seventh end 14c3;

[0137] When the ambient temperature T 预设1 < T 环 < T 预设2 During the transitional seasons, such as spring and autumn, and when the battery module 8 needs to be heated and cooling is required inside the vehicle or indoors, control the fifth end 14c1 of the third four-way valve 14c to communicate with the sixth end 14c2, and simultaneously control the seventh end 14c3 of the third four-way valve 14c to communicate with the eighth end 14c4.

[0138] These are further preferred control forms of two different battery thermal management modes of the present invention under four working conditions where the battery module needs to be heated or cooled, that is, mainly through effective switching connections of the four ends of the third four-way valve, effectively achieving the effect of forming countercurrent heat exchange between the heat pump circulation pipeline and the motor circulation pipeline at the first heat exchanger while cooling the battery module in the first battery thermal management mode, improving the heat exchange efficiency, effectively achieving the effect of forming countercurrent heat exchange between the heat pump circulation pipeline and the motor circulation pipeline at the first heat exchanger while heating the battery module in the first battery thermal management mode, improving the heat exchange efficiency, effectively achieving the effect of forming countercurrent heat exchange between the heat pump circulation pipeline and the motor circulation pipeline at the first heat exchanger while cooling the battery module in the second battery thermal management mode, improving the heat exchange efficiency, and effectively achieving the effect of forming countercurrent heat exchange between the heat pump circulation pipeline and the motor circulation pipeline at the first heat exchanger while heating the battery module in the second battery thermal management mode, improving the heat exchange efficiency.

[0139] Preferably, when an external heat exchanger 1 and a three-way valve 15 are further included:

[0140] When the ambient temperature T 环 < T 预设1 and when the battery module 8 needs to be heated and heating is required inside the vehicle or indoors, further control the three-way valve 15 to be opened so that the external heat exchanger 1 communicates with the first heat exchanger 3, and the coolant absorbs heat from the outside of the vehicle in the external heat exchanger 1;

[0141] When the ambient temperature T 环 > T 预设2 and when the battery module 8 needs to be cooled and cooling is required inside the vehicle or indoors, control the three-way valve 15 so that the external heat exchanger 1 communicates with the first heat exchanger 3, and the coolant releases heat to the outside of the vehicle in the external heat exchanger 1;

[0142] When the ambient temperature T 预设1 <T 环 <T 预设2 (During the transitional seasons, such as spring and autumn), and when the battery module 8 needs to be cooled, control the three-way valve 15 to connect the outside vehicle heat exchanger 1 with the first heat exchanger 3, and the coolant releases heat to the outside of the vehicle in the outside vehicle heat exchanger 1;

[0143] When the ambient temperature T 预设1 <T 环 <T 预设2 (During the transitional seasons, such as spring and autumn), and when the battery module 8 needs to be heated, control the three-way valve 15 to connect the outside vehicle heat exchanger 1 with the first heat exchanger 3, and the coolant absorbs heat from the outside of the vehicle in the outside vehicle heat exchanger 1.

[0144] These are further preferred control forms of two different battery thermal management modes of the present invention under four working conditions where the battery module needs to be heated or cooled, that is, mainly through the effective switching connection of the three-way valve, effectively realizing the effective low inhalation or release of heat by using the outside vehicle heat exchanger while cooling the battery module in the first battery thermal management mode, effectively and reasonably utilizing energy, and further improving the energy utilization rate; effectively realizing the effective low inhalation or release of heat by using the outside vehicle heat exchanger while heating the battery module in the first battery thermal management mode, effectively and reasonably utilizing energy, and further improving the energy utilization rate; effectively realizing the effective low inhalation or release of heat by using the outside vehicle heat exchanger while cooling the battery module in the second battery thermal management mode, effectively and reasonably utilizing energy, and further improving the energy utilization rate; effectively realizing the effective low inhalation or release of heat by using the outside vehicle heat exchanger while heating the battery module in the second battery thermal management mode, effectively and reasonably utilizing energy, and further improving the energy utilization rate.

[0145] The present invention also provides an electric vehicle, which includes the thermal management system described in any one of the preceding items.

[0146] The first battery thermal management mode (such as Figure 6 、 10 , cycle 4, 8) - phase change heat transfer:

[0147] The thermal management of the battery assembly 8 is achieved by heat exchange between the secondary coolant and the air-conditioning refrigerant, so as to keep the battery temperature within a reasonable range. When the temperature of the inner-loop battery is lower than the lower limit of the normal operating temperature, the air conditioner operates in the heating mode. The flow directions of the two media on both sides in the battery heat exchanger 7 are countercurrent (the design purpose is to achieve countercurrent flow to enhance heat exchange). By controlling the opening degree of the second throttling device 13b and the frequency of the first pump 12a, the flow rates of the refrigerant and the secondary coolant are adjusted respectively, so that the temperature of the secondary coolant rises to the target value to heat the battery. At this time, the outer-loop secondary coolant transfers the heat dissipated by the motor system and the heat from the external heat source to the air conditioner to cool the first heat exchanger 3, for waste heat utilization.

[0148] The first battery thermal management mode (such as Figure 7 、 11 、13, cycle 5, 9, 11) - phase change heat transfer:

[0149] The difference between the battery thermal management mode 1b and the battery thermal management mode 1a lies in the reversal of the three-way valve, that is, the outer-loop secondary coolant does not pass through the external heat exchanger 1 after coming out of the three-way valve 15, but bypasses to the second four-way valve 14b and enters the motor system branch. This cycle is applicable to the situation where the heating requirements of the carriage and the battery heating amount are small, that is, the waste heat recovery of the motor system meets the heating requirements of the carriage and the battery heating amount, and there is no need to extract heat from the environment. This mode is the heating mode for the carriage at low outdoor temperature.

[0150] The first battery thermal management mode (such as Figure 3 、 5 , cycle 1 and 3) - phase change heat transfer:

[0151] When the temperature of the inner-loop battery exceeds the upper limit of the normal operating temperature, the air conditioner operates in the cooling mode. The flow directions of the two media on both sides in the battery heat exchanger 7 are concurrent. By controlling the opening degree of the second throttling device 13b and the frequency of the first pump 12a, the flow rates of the refrigerant and the secondary coolant are adjusted respectively, so that the temperature of the secondary coolant drops to the target value to cool the battery. At this time, the outer-loop secondary coolant releases heat through the external heat exchanger 1 and then cools the first heat exchanger 3, and then flows through the motor system to cool the motor system.

[0152] The second battery thermal management mode: such as Figure 4 、 8 、9、12, cycle 2, 6, 7 and 10, the secondary coolant loop connects the battery circulation system and the motor circulation system in series, that is, the battery heat exchanger 7 does not work, the second four-way valve 14b reverses, starting from the inlet of the first pump 12a, the flow direction of the secondary coolant is the first pump 12a → the second four-way valve 14b → the third four-way valve 14c → the second pump 12b → the third four-way valve 14c → the charger 9 → the motor controller 10 → the motor 11 → the first heat exchanger 3 → the expansion tank 2 → the three-way valve 15 → the external heat exchanger 1 (or bypass) → the second four-way valve 14b → the battery heat exchanger 7 → the battery assembly 8 → the first pump 12a.

[0153] The second battery thermal management mode (such as Figure 8 and 9 ) - non-phase change heat transfer:

[0154] The thermal management of the battery assembly 8 and the motor system is in series. The coolant exchanges heat with the refrigerant only at the first heat exchanger 3 to maintain the normal temperature of the battery and the motor system. If the battery temperature exceeds the upper limit of the normal operating temperature, the battery needs to be cooled, and the coolant flow direction is as described above. The second battery thermal management mode transfers the heat generated by the battery and the heat from the external environment heat source to the first heat exchanger 3 to increase the heating capacity in the passenger compartment for heat recovery; additionally, if the motor is operating, the second battery thermal management mode transfers the heat generated by the battery, the heat dissipated by the motor system, and the heat from the external environment heat source to the first heat exchanger 3 to further increase the heating capacity in the passenger compartment. This situation applies to the transitional season. The heat generated by the battery can also be transferred to the external heat exchanger, that is, the first heat exchanger 3 does not work (such as Figure 4 ), and this situation applies to summer charging (when the battery is charged in summer and the battery temperature is too high and needs to be cooled); additionally, if the motor is operating, the heat generated by the battery and the heat dissipated by the motor system are transferred to the external heat exchanger, that is, the first heat exchanger 3 does not work, and this situation applies to the transitional season.

[0155] Such as Figure 12 , if the battery temperature is lower than the lower limit of the normal operating temperature, the battery needs to be heated, and the coolant flow direction is as described above. The coolant absorbs heat from the motor system and then releases heat through the first heat exchanger 3, then absorbs environmental heat at the external heat exchanger 1, and then enters the battery branch through the second four-way valve 14b to heat the battery.

[0156] The second battery thermal management mode (such as Figure 9 and 12 ) - non-phase change heat transfer:

[0157] The difference from the above is the commutation of the three-way valve, that is, the external circulation coolant does not pass through the external heat exchanger 1 after coming out of the three-way valve 15, but bypasses to the second four-way valve 14b and enters the battery branch. If the battery needs to be cooled, this mode transfers the heat generated by the battery and the heat dissipated by the motor system to the first heat exchanger 3 to further increase the heating capacity in the passenger compartment. This situation applies to the case where the heating capacity requirement in the passenger compartment is small, that is, the waste heat recovery of the battery and the motor system meets the heating capacity in the passenger compartment, and there is no need to extract heat from the environment anymore.

[0158] If the battery needs to be heated, the coolant absorbs heat from the motor system and then enters the battery branch through a series of components and the second four-way valve 14b to heat the battery. At this time, the first heat exchanger 3 does not work. This situation applies to the case where the heat dissipated by the motor system meets the heating amount of the battery and is applied to the initial stage of starting a pure electric vehicle in winter.

[0159] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention. The above is only the preferred implementation manner of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the technical principle of the present invention, several improvements and modifications can still be made, and these improvements and modifications should also be regarded as within the protection scope of the present invention.

Claims

1. A thermal management system, characterized in that: Comprising: A heat pump circulation pipeline (100), a battery circulation pipeline (200), and a motor circulation pipeline (300). A compressor (4), a first heat exchanger (3), a second heat exchanger (6), and a battery heat exchanger (7) are provided on the heat pump circulation pipeline (100). Heating or cooling of the vehicle interior or indoor can be performed through the second heat exchanger (6). A part of the battery heat exchanger (7) is also provided on the battery circulation pipeline (200) so that heat exchange can occur between the heat pump circulation pipeline (100) and the battery circulation pipeline (200) at the battery heat exchanger (7). A part of the first heat exchanger (3) is also provided on the motor circulation pipeline (300) so that heat exchange can occur between the heat pump circulation pipeline (100) and the motor circulation pipeline (300) at the battery heat exchanger (7). A battery assembly (8) is provided on the battery circulation pipeline (200), and a motor assembly (20) is provided on the motor circulation pipeline (300); An air-increasing and enthalpy-increasing assembly (30) is further provided on the heat pump circulation pipeline (100) at a position between the first heat exchanger (3) and the second heat exchanger (6) or at a position between the first heat exchanger (3) and the second heat exchanger (6). The air-increasing and enthalpy-increasing assembly (30) can connect intermediate air supply to the air supply port of the compressor (4) through an air supply branch (400); A second four-way valve (14b) is further included. The second four-way valve (14b) is provided between the battery circulation pipeline (200) and the motor circulation pipeline (300) so that connection or disconnection between the battery circulation pipeline (200) and the motor circulation pipeline (300) can be controlled by switching the second four-way valve (14b); A third four-way valve (14c) and a second pump (12b) are further included. Both the third four-way valve (14c) and the second pump (12b) are provided on the motor circulation pipeline (300). By switching the third four-way valve (14c), the motor circulation pipeline (300) can be switched between a positive cycle and a reverse cycle. In the positive cycle, the refrigerant flows in a first direction in the motor circulation pipeline (300), and in the reverse cycle, the refrigerant flows in a second direction in the motor circulation pipeline (300). The first direction is opposite to the second direction; A first four-way valve (14a) is further provided at the exhaust end of the compressor (4) on the heat pump circulation pipeline (100). On the heat pump circulation pipeline (100), the pipe section where the second heat exchanger (6) is located is a first pipe section (401), and the pipe section where the battery heat exchanger (7) is located is a second pipe section (402). The first pipe section (401) and the second pipe section (402) are connected in parallel. A first throttling device (13a) is provided on the first pipe section (401), and a second throttling device (13b) is provided on the second pipe section (402); When the ambient temperature T 环 < T 预设1 , and when the battery assembly (8) needs to be heated and heating is required inside the vehicle or indoors, control the first four-way valve (14a) to connect the battery heat exchanger (7) to the exhaust end of the compressor (4), and at the same time control the second four-way valve (14b) to disconnect the battery circulation pipeline (200) from the motor circulation pipeline (300). The battery circulation pipeline (200) and the motor circulation pipeline (300) each form a closed loop, and control both the first throttling device (13a) and the second throttling device (13b) to be opened; When the ambient temperature T 环 > T 预设2 , and when the battery assembly (8) needs to be cooled and cooling is required inside the vehicle or indoors, control the first four-way valve (14a) so that the battery heat exchanger (7) communicates with the suction end of the compressor (4), and at the same time control the second four-way valve (14b) so that the battery circulation pipeline (200) and the motor circulation pipeline (300) are not communicated. The battery circulation pipeline (200) and the motor circulation pipeline (300) each form a closed loop, and control both the first throttling device (13a) and the second throttling device (13b) to be opened; When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly (8) needs to be cooled, control the second four-way valve (14b) to connect the battery circulation pipeline (200) and the motor circulation pipeline (300), so that the battery circulation pipeline (200) and the motor circulation pipeline (300) jointly form a loop, and when including the outside vehicle heat exchanger (1), the coolant in the motor circulation pipeline releases heat in the first heat exchanger (3) and / or in the outside vehicle heat exchanger (1), and control the first throttling device (13a) to open and control the second throttling device (13b) to close; When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly (8) needs to be heated, control the second four-way valve (14b) so that the battery circulation pipeline (200) and the motor circulation pipeline (300) are connected, so that the battery circulation pipeline (200) and the motor circulation pipeline (300) jointly form a loop, and when the outside vehicle heat exchanger (1) is included, the coolant in the motor circulation pipeline absorbs heat in the first heat exchanger (3), and / or absorbs heat in the outside vehicle heat exchanger (1), and / or absorbs heat in the motor assembly (20), and control the first throttling device (13a) to open and control the second throttling device (13b) to close.

2. The thermal management system according to claim 1, wherein: When the battery circulation pipeline (200) and the motor circulation pipeline (300) are in communication, the battery circulation pipeline (200) and the motor circulation pipeline (300) jointly form a loop. When the battery circulation pipeline (200) and the motor circulation pipeline (300) are not in communication, the battery circulation pipeline (200) and the motor circulation pipeline (300) respectively form closed loops.

3. The thermal management system according to claim 2, wherein: The second four-way valve (14b) includes a first end (14b1), a second end (14b2), a third end (14b3) and a fourth end (14b4). The first end and the second end are respectively connected to the battery circulation pipeline (200). When the first end is connected to the second end, and the third end is connected to the fourth end, the battery circulation pipeline (200) forms a loop. When the first end is connected to the fourth end, and the second end is connected to the third end, the battery circulation pipeline (200) and the motor circulation pipeline (300) jointly form a loop.

4. The thermal management system according to claim 3, wherein: The third four-way valve (14c) includes a fifth end (14c1), a sixth end (14c2), a seventh end (14c3) and an eighth end (14c4). The fifth end (14c1) is connected to the outlet end of the second pump (12b). The sixth end (14c2) is connected to the fourth end (14b4) of the second four-way valve (14b). The seventh end (14c3) is connected to the inlet end of the second pump (12b). The eighth end (14c4) is connected to one end of the motor assembly (20).

5. The thermal management system according to claim 1, wherein: The battery heat exchanger (7) is arranged in parallel with the second heat exchanger (6); and / or, a first pump (12a) is arranged on the battery circulation pipeline (200); and / or, the motor assembly (20) includes a charger (9), a motor controller (10) and a motor (11) arranged in series; and / or, a gas-liquid separator (5) is further arranged at the suction end of the compressor (4) on the heat pump circulation pipeline (100).

6. The thermal management system according to claim 5, wherein: The first pump (12a) is a water pump; and / or, the second pump (12b) is a water pump; and / or, an expansion tank (2) is further arranged on the motor circulation pipeline (300).

7. The thermal management system according to claim 1, wherein: The air-increasing and enthalpy-increasing component (30) includes a third throttling device (13c) and a subcooler (16). The third throttling device (13c) is disposed on the heat pump circulation pipeline (100) and is located between the first heat exchanger (3) and the subcooler (16). One end of the air supplement branch (400) is communicated with the air supplement port of the compressor (4), and the other end passes through the subcooler (16) and then is communicated to the heat pump circulation pipeline (100). A fourth throttling device (13d) is further disposed on the air supplement branch (400) so that heat exchange occurs between the heat pump circulation pipeline (100) and the air supplement branch (400) in the subcooler (16). Alternatively, the air-increasing and enthalpy-increasing component (30) includes a third throttling device (13c) and a flash tank (17). The third throttling device (13c) is disposed on the heat pump circulation pipeline (100) and is located between the first heat exchanger (3) and the flash tank (17). One end of the air supplement branch (400) is communicated with the air supplement port of the compressor (4), and the other end is communicated into the flash tank (17).

8. The thermal management system according to any one of claims 1-7, characterized in that: A first branch (403) is further disposed in parallel at a pipe section of the motor circulation pipeline (300) and located between the second four-way valve (14b) and the first heat exchanger (3). An external vehicle heat exchanger (1) is disposed on the first branch (403). A three-way valve (15) is further disposed at a position where the first branch (403) is connected to the motor circulation pipeline (300).

9. A control method for a thermal management system according to any one of claims 1-8, characterized in that: When the ambient temperature T 环 < T 预设1 , and when the battery assembly (8) needs to be heated and heating is required inside the vehicle or indoors, control the first four-way valve (14a) so that the battery heat exchanger (7) communicates with the exhaust end of the compressor (4), and at the same time control the second four-way valve (14b) so that the battery circulation pipeline (200) and the motor circulation pipeline (300) are not communicated. The battery circulation pipeline (200) and the motor circulation pipeline (300) each form a closed loop, and control both the first throttling device (13a) and the second throttling device (13b) to be opened; When the ambient temperature T 环 > T 预设2 , and when the battery pack (8) needs to be cooled and the vehicle interior or indoor space needs to be refrigerated, control the first four-way valve (14a) so that the battery heat exchanger (7) communicates with the suction end of the compressor (4). At the same time, control the second four-way valve (14b) so that the battery circulation pipeline (200) and the motor circulation pipeline (300) are not in communication. The battery circulation pipeline (200) and the motor circulation pipeline (300) each form a closed loop, and control both the first throttling device (13a) and the second throttling device (13b) to be open; When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly (8) needs to be cooled, control the second four-way valve (14b) to connect the battery circulation pipeline (200) and the motor circulation pipeline (300), so that the battery circulation pipeline (200) and the motor circulation pipeline (300) jointly form a loop, and when the vehicle external heat exchanger (1) is included, the coolant in the motor circulation pipeline releases heat in the first heat exchanger (3) and / or in the vehicle external heat exchanger (1), and control the first throttling device (13a) to open and control the second throttling device (13b) to close; When the ambient temperature T 预设1 <T 环 <T 预设2 , and when the battery assembly (8) needs to be heated, control the second four-way valve (14b) to connect the battery circulation pipeline (200) and the motor circulation pipeline (300), so that the battery circulation pipeline (200) and the motor circulation pipeline (300) jointly form a loop, and when including the out-of-vehicle heat exchanger (1), the coolant in the motor circulation pipeline absorbs heat in the first heat exchanger (3), and / or absorbs heat in the out-of-vehicle heat exchanger (1), and / or absorbs heat in the motor assembly (20), and control the first throttling device (13a) to open and control the second throttling device (13b) to close.

10. The control method according to claim 9, characterized in that: When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly (8) needs to be cooled and heating is required inside the vehicle or indoors, the first four-way valve (14a) is further controlled to connect the battery heat exchanger (7) to the exhaust end of the compressor (4), so that the refrigerant in the heat pump circulation pipeline (100) absorbs heat at the first heat exchanger (3) and releases heat at the second heat exchanger (6); When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly (8) needs to be heated and heating is required inside the vehicle or indoors, the first four-way valve (14a) is further controlled to connect the battery heat exchanger (7) to the suction end of the compressor (4), so that the refrigerant in the heat pump circulation pipeline (100) releases heat at the first heat exchanger (3) and absorbs heat at the second heat exchanger (6).

11. The control method according to claim 9, characterized in that: When the second four-way valve (14b) includes a first end (14b1), a second end (14b2), a third end (14b3), and a fourth end (14b4): When the ambient temperature T 环 < T 预设1 , and when the battery pack (8) needs to be heated and heating is required inside the vehicle or indoors, control the first end (14b1) of the second four-way valve (14b) to communicate with the second end (14b2), and at the same time control the third end (14b3) of the second four-way valve (14b) to communicate with the fourth end (14b4); When the ambient temperature T 环 > T 预设2 , and when the battery assembly (8) needs to be cooled and cooling is required inside the vehicle or indoors, control the first end (14b1) of the second four-way valve (14b) to communicate with the second end (14b2), and at the same time control the third end (14b3) of the second four-way valve (14b) to communicate with the fourth end (14b4); When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly (8) needs to be cooled, control the first end (14b1) of the second four-way valve (14b) to communicate with the fourth end (14b4), and at the same time control the second end (14b2) of the second four-way valve (14b) to communicate with the third end (14b3); When the ambient temperature T 预设1 <T 环 <T 预设2 , and when the battery assembly (8) needs to be heated, control the first end (14b1) of the second four-way valve (14b) to communicate with the fourth end (14b4), and at the same time control the second end (14b2) of the second four-way valve (14b) to communicate with the third end (14b3).

12. The control method according to claim 9, characterized in that: When the ambient temperature T 环 < T 预设1 , and when the battery pack (8) needs to be heated and heating is required inside the vehicle or indoors, the third four-way valve (14c) is further controlled such that the flow direction of the refrigerant in the heat pump cycle pipeline (100) in the first heat exchanger (3) is opposite to the flow direction of the coolant in the motor cycle pipeline (300); When the ambient temperature T 环 >T 预设2 , and when the battery assembly (8) needs to be cooled and refrigeration is required inside the vehicle or indoors, the third four-way valve (14c) is further controlled so that the flow direction of the refrigerant in the heat pump circulation pipeline (100) in the first heat exchanger (3) is opposite to the flow direction of the coolant in the motor circulation pipeline (300); When the ambient temperature T 预设1 <T 环 <T 预设2 , and when the battery assembly (8) needs to be cooled, the third four-way valve (14c) is further controlled such that the flow direction of the refrigerant in the heat pump cycle pipeline (100) in the first heat exchanger (3) is opposite to the flow direction of the coolant in the motor cycle pipeline (300); When the ambient temperature T 预设1 <T 环 <T 预设2 , and when the battery assembly (8) needs to be heated, the third four-way valve (14c) is further controlled so that the flow direction of the refrigerant in the heat pump cycle pipeline (100) in the first heat exchanger (3) is opposite to the flow direction of the coolant in the motor cycle pipeline (300).

13. The control method according to claim 12, characterized in that: When the third four-way valve (14c) includes a fifth end (14c1), a sixth end (14c2), a seventh end (14c3), and an eighth end (14c4): When the ambient temperature T 环 < T 预设1 , and when the battery assembly (8) needs to be heated and heating is required inside the vehicle or indoors, control the fifth end (14c1) of the third four-way valve (14c) to communicate with the eighth end (14c4), and at the same time control the sixth end (14c2) of the third four-way valve (14c) to communicate with the seventh end (14c3); When the ambient temperature T 环 > T 预设2 , and when the battery assembly (8) needs to be cooled and the vehicle interior or the indoor environment needs to be refrigerated, control the fifth end (14c1) of the third four-way valve (14c) to communicate with the sixth end (14c2), and at the same time control the seventh end (14c3) of the third four-way valve (14c) to communicate with the eighth end (14c4); When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery pack (8) needs to be cooled and heating is required inside the vehicle or room, control the fifth end (14c1) of the third four-way valve (14c) to communicate with the eighth end (14c4), and at the same time control the sixth end (14c2) of the third four-way valve (14c) to communicate with the seventh end (14c3); When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery assembly (8) needs to be heated and the vehicle interior or indoor needs to be cooled, control the fifth end (14c1) of the third four-way valve (14c) to communicate with the sixth end (14c2), and at the same time control the seventh end (14c3) of the third four-way valve (14c) to communicate with the eighth end (14c4).

14. The control method according to any one of claims 9-13, characterized in that: When an external vehicle heat exchanger (1) and a three-way valve (15) are further included: When the ambient temperature T 环 < T 预设1 , and when the battery pack (8) needs to be heated and heating is required inside the vehicle or indoors, the three-way valve (15) is also controlled to be opened so that the outdoor heat exchanger (1) communicates with the first heat exchanger (3), and the coolant absorbs heat from the outside of the vehicle in the outdoor heat exchanger (1); When the ambient temperature T 环 > T 预设2 , and when the battery pack (8) needs to be cooled and cooling is required inside the vehicle or indoors, control the three-way valve (15) such that the outside vehicle heat exchanger (1) communicates with the first heat exchanger (3), and the coolant releases heat to the outside of the vehicle in the outside vehicle heat exchanger (1); When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery pack (8) needs to be cooled, control the three-way valve (15) to connect the outside vehicle heat exchanger (1) with the first heat exchanger (3), and the coolant releases heat to the outside of the vehicle in the outside vehicle heat exchanger (1); When the ambient temperature T 预设1 < T 环 < T 预设2 , and when the battery pack (8) needs to be heated, control the three-way valve (15) to connect the outside vehicle heat exchanger (1) with the first heat exchanger (3), so that the coolant absorbs heat from outside the vehicle in the outside vehicle heat exchanger (1).

15. An electric vehicle, characterized in that: It includes the thermal management system according to any one of claims 1-8.

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