Thermal management systems, electric vehicles

Abstract

The present invention provides a thermal management system and an electric vehicle. The thermal management system includes a compartment refrigerant circulation subsystem, a battery refrigerant circulation subsystem, and a motor refrigerant circulation subsystem. The compartment refrigerant circulation subsystem includes a first heat exchanger connected in parallel with pipelines, a second heat exchanger, and a third heat exchanger connected in series with the first heat exchanger and the second heat exchanger, an air replenishment and enthalpy increase compressor, a second four-way valve, a first throttling element, a second throttling element, a third throttling element, and an enthalpy increase component. The battery refrigerant circulation subsystem forms a heat exchange with the compartment refrigerant circulation subsystem through the second heat exchanger, and the motor refrigerant circulation subsystem forms a heat exchange with the compartment refrigerant circulation subsystem through the third heat exchanger. The present invention can make full use of the residual heat of the motor and the battery to compensate for the insufficient heating capacity of the compartment under low temperature conditions, and can also improve the accuracy and speed of battery temperature control, improve battery energy efficiency and reduce battery temperature difference.

Description

Technical Field

[0001] The invention belongs to the technical field of air conditioning manufacturing, and in particular relates to a thermal management system and an electric vehicle. Background Art

[0002] Pure electric vehicles have zero fuel consumption per vehicle, low operating costs, and good market prospects, and are favored by many companies. The current problem with pure electric vehicles is that the driving range is short. The fundamental reason is that the operating temperature of the battery affects the battery's charging and discharging capacity and life. Especially under low temperature conditions, the performance decays seriously 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, it will cause the coil inside the motor to burn or even cause the coil to short-circuit and damage the motor. The car air conditioner has the problem of insufficient heating at low temperatures. Therefore, it is urgent to develop an efficient vehicle thermal management system that integrates the air conditioning system, battery thermal management system, and drive motor cooling system into a vehicle thermal management system to improve energy utilization and increase driving range. Summary of the invention

[0003] Therefore, the technical problem to be solved by the present invention is to provide a thermal management system and an electric vehicle, in which the battery coolant circulation subsystem and the motor coolant circulation subsystem form heat exchange with the vehicle compartment refrigerant circulation subsystem through the second heat exchanger and the third heat exchanger respectively. On the one hand, it can make full use of the waste heat of the motor and the battery to compensate for the insufficient heating capacity of the vehicle compartment under low temperature conditions. On the other hand, it can also improve the accuracy and speed of battery temperature control, improve battery energy efficiency and reduce battery temperature difference.

[0004] In order to solve the above problems, the present invention provides a thermal management system, including a cabin refrigerant circulation subsystem, a battery coolant circulation subsystem, and a motor coolant circulation subsystem, wherein the cabin refrigerant circulation subsystem includes a first heat exchanger and a second heat exchanger connected in parallel with pipelines, and a third heat exchanger connected in series with the first heat exchanger and the second heat exchanger to form a pipeline, an air-supplying and reheat-increasing compressor, a second four-way valve, a first throttling element, a second throttling element, a third throttling element, and an enthalpy-increasing component, so that the cabin refrigerant circulation subsystem is configured as a cooling and heating system with air-supplying and reheat-increasing, the first throttling element and the second throttling element are respectively arranged corresponding to the first heat exchanger and the second heat exchanger, the battery coolant circulation subsystem forms a heat exchange with the cabin refrigerant circulation subsystem through the second heat exchanger, and the motor coolant circulation subsystem forms a heat exchange with the cabin refrigerant circulation subsystem through the third heat exchanger.

[0005] Preferably, the pipelines of the battery coolant circulation subsystem and the motor coolant circulation subsystem are connected through a first four-way valve. When the first four-way valve is in a first switching position, the coolants of the battery coolant circulation subsystem and the motor coolant circulation subsystem flow independently; when the first four-way valve is in a second switching position, the coolants of the battery coolant circulation subsystem and the motor coolant circulation subsystem flow through.

[0006] Preferably, the motor coolant circulation subsystem includes a motor component to be cooled and a first water pump, and the first water pump, a first coolant pipeline, a first four-way valve, a second coolant pipeline, a third heat exchanger, a third coolant pipeline, a motor component to be cooled, and a fourth coolant pipeline are connected end to end in sequence to form the motor coolant circulation subsystem; and / or, the battery coolant circulation subsystem includes a battery, a second water pump, the second water pump, a fifth coolant pipeline, a first four-way valve, a sixth coolant pipeline, a second heat exchanger, a seventh coolant pipeline, a battery, and an eighth coolant pipeline are connected end to end in sequence to form the battery coolant circulation subsystem; and or, the cabin refrigerant circulation subsystem also includes a compressor, a second four-way valve, a first throttling element, and a second throttling element, so that the cabin refrigerant circulation subsystem is configured as a cooling and heating system, and the first throttling element and the second throttling element are respectively arranged corresponding to the first heat exchanger and the second heat exchanger.

[0007] Preferably, a gas-liquid separator is provided at the air intake of the compressor.

[0008] Preferably, the motor coolant circulation subsystem also includes a three-way valve and an off-vehicle heat exchanger, and the three-way valve is located on the second coolant pipeline so that the coolant in the motor coolant circulation subsystem can pass through the second coolant pipeline or through the off-vehicle heat exchanger to connect the third heat exchanger with the first four-way valve.

[0009] Preferably, an expansion water tank is further provided on the pipeline between the third heat exchanger and the three-way valve.

[0010] Preferably, the motor components to be cooled include at least one of a drive motor, a motor driver, and a charger.

[0011] Preferably, when the cabin refrigerant circulation subsystem and the battery coolant circulation subsystem are operated simultaneously, when the cabin refrigerant circulation subsystem operates in a heating mode, the refrigerant in the second heat exchanger and the coolant flow in opposite directions; when the cabin refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the second heat exchanger and the coolant flow in the same direction.

[0012] Preferably, when the cabin refrigerant circulation subsystem and the motor coolant circulation subsystem are operated simultaneously, when the cabin refrigerant circulation subsystem operates in a heating mode, the refrigerant in the third heat exchanger and the coolant flow in opposite directions; when the cabin refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the third heat exchanger and the coolant flow in the same direction.

[0013] The present invention also provides an electric vehicle, comprising the above-mentioned thermal management system.

[0014] The present invention provides a thermal management system and an electric vehicle, wherein the battery coolant circulation subsystem and the motor coolant circulation subsystem form heat exchange with the cabin refrigerant circulation subsystem through a second heat exchanger and a third heat exchanger respectively. On the one hand, the residual heat of the motor and the battery can be fully utilized to compensate for the insufficient heating capacity of the cabin under low temperature conditions, thereby improving the heating efficiency and heating comfort of air-conditioning heating (that is, heating in the cabin). On the other hand, in some cases, the battery can be heated or cooled by turning on the cabin refrigerant circulation subsystem, which can improve the accuracy and speed of battery temperature control, improve battery energy efficiency and reduce battery temperature difference. It can be further understood that the thermal management system of the present invention organically integrates the cabin refrigerant circulation subsystem, the battery coolant circulation subsystem and the motor coolant circulation subsystem to achieve thermal coupling (heat exchange), which can greatly reduce cost, weight and occupied volume. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 Schematic diagram of the structure of a thermal management system according to an embodiment of the present invention, in which the enthalpy increasing component is a flash device;

[0016] Figure 2 It is a schematic structural diagram of a thermal management system according to another embodiment of the present invention, in which the enthalpy increasing component is a subcooler;

[0017] Figure 3 A schematic diagram of a circulation flow path of a thermal management system in a first cycle according to an embodiment of the present invention;

[0018] Figure 4 A schematic diagram of a circulation flow path of a thermal management system in a second cycle according to an embodiment of the present invention;

[0019] Figure 5 A schematic diagram of a circulation flow path of a thermal management system in a third cycle according to an embodiment of the present invention;

[0020] Figure 6 A schematic diagram of a circulation flow path of a thermal management system in a fourth cycle according to an embodiment of the present invention;

[0021] Figure 7 A schematic diagram of a circulation flow path of a thermal management system in a fifth cycle according to an embodiment of the present invention;

[0022] Figure 8 A schematic diagram of a circulation flow path of a thermal management system in a sixth cycle according to an embodiment of the present invention;

[0023] Fig. 9 A schematic diagram of a circulation flow path of a thermal management system in an embodiment of the present invention in the seventh cycle;

[0024] Fig.10 A schematic diagram of a circulation flow path of a thermal management system according to an embodiment of the present invention in an eighth cycle;

[0025] Fig.11 Schematic diagram of the circulation flow path of the thermal management system in the ninth cycle according to an embodiment of the present invention.

[0026] The reference numerals are:

[0027] 11. First heat exchanger; 12. Second heat exchanger; 13. Third heat exchanger; 14. Air replenishment and enthalpy increase compressor; 15. Second four-way valve; 16. First throttling element; 17. Second throttling element; 18. Gas-liquid separator; 19. Flasher; 20. Subcooler; 21. Third throttling element; 2. First four-way valve; 31. First water pump; 32. Three-way valve; 33. External heat exchanger; 34. Expansion water tank; 35. Drive motor; 36. Motor driver; 37. Charger; 41. Battery; 42. Second water pump; 301. First refrigerant pipeline; 302. Second refrigerant pipeline; 303. Third refrigerant pipeline; 304. Fourth refrigerant pipeline; 305. Fifth refrigerant pipeline; 306. Sixth refrigerant pipeline; 307. Seventh refrigerant pipeline; 308. Eighth refrigerant pipeline. DETAILED DESCRIPTION

[0028] See also Figures 1 to 11As shown, according to an embodiment of the present invention, a thermal management system is provided, including a cabin refrigerant circulation subsystem (also referred to as an air conditioning operation system), a battery refrigerant circulation subsystem, and a motor refrigerant circulation subsystem, wherein the cabin refrigerant circulation subsystem includes a first heat exchanger 11 and a second heat exchanger 12 connected in parallel with pipelines (when the cabin refrigerant circulation subsystem is in a cooling mode, the first heat exchanger 11 and the second heat exchanger 12 will act as evaporators) and a third heat exchanger 13 connected in series with the first heat exchanger 11 and the second heat exchanger 12 to form a pipeline, an air-supplementing enthalpy-increasing compressor 14, a second four-way valve 15, a first throttling element 16 (for example, an electronic expansion valve), and a third heat exchanger 13 connected in series with the first heat exchanger 11 and the second heat exchanger 12. The second throttling element 17 (for example, an electronic expansion valve), the third throttling element 21 (for example, an electronic expansion valve), and an enthalpy increasing component (the enthalpy increasing component may be, for example, a flash 19 or a subcooler 20) are used to configure the cabin refrigerant circulation subsystem as a refrigeration and heating system with air replenishment and enthalpy increase. The first throttling element 16 and the second throttling element 17 are respectively arranged corresponding to the first heat exchanger 11 and the second heat exchanger 12. The battery coolant circulation subsystem forms a heat exchange with the cabin refrigerant circulation subsystem through the second heat exchanger 12, and the motor coolant circulation subsystem forms a heat exchange with the cabin refrigerant circulation subsystem through the third heat exchanger 13. In this technical solution, the battery coolant circulation subsystem and the motor coolant circulation subsystem form heat exchange with the cabin refrigerant circulation subsystem through the second heat exchanger 12 and the third heat exchanger 13 respectively. On the one hand, it can make full use of the residual heat of the motor and the battery to compensate for the insufficient heating capacity of the cabin under low temperature conditions, thereby improving the heating efficiency and heating comfort of air-conditioning heating (that is, heating in the cabin). On the other hand, in some cases, the battery can be heated or cooled by turning on the cabin refrigerant circulation subsystem, which can improve the accuracy and speed of battery temperature control, improve battery energy efficiency and reduce battery temperature difference. It can be further understood that the thermal management system of the present invention organically integrates the cabin refrigerant circulation subsystem, the battery coolant circulation subsystem and the motor coolant circulation subsystem to achieve thermal coupling (heat exchange), which can greatly reduce cost, weight and occupied volume. In addition, the cabin refrigerant circulation subsystem in the present invention adopts an air-supplementing and reheat-increasing compressor 14, which can improve the output capacity of the heat pump under overload conditions, reduce dependence on compressor displacement, reduce system costs, and improve the operating temperature range and adaptability to working conditions.

[0029] Furthermore, the pipelines of the battery coolant circulation subsystem and the motor coolant circulation subsystem are connected through the first four-way valve 2. When the first four-way valve 2 is in the first switching position, the coolants of the battery coolant circulation subsystem and the motor coolant circulation subsystem flow independently; when the first four-way valve 2 is in the second switching position, the coolants of the battery coolant circulation subsystem and the motor coolant circulation subsystem flow in a connected manner. In this technical solution, the design of the first four-way valve 2 enables the battery coolant circulation subsystem to form different settings with the motor coolant circulation subsystem, such as being independent of each other or interlinked, so that the cooling or heating of the battery forms a dual-circuit design, which can significantly ensure the safety of the battery. It can be further understood that the dual-circuit design in this technical solution can adapt to different cooling requirements or working conditions to a greater extent. For example, in transitional seasons, the car body may not have cooling or heating requirements. At this time, the first four-way valve 2 is controlled to be in the second switching position, so that the large circulation of the refrigerant can be used to effectively control the temperature of the battery. In winter or summer, the car body needs heating or cooling. At this time, the first four-way valve 2 is controlled to be in the first switching position, so that the refrigerant can be used to effectively control the temperature of the battery.

[0030] For details, see Figure 1As shown, the motor coolant circulation subsystem includes a motor component to be cooled, a first water pump 31, the first water pump 31, the first coolant pipeline 301, the first four-way valve 2, the second coolant pipeline 302, the third heat exchanger 13, the third coolant pipeline 303, the motor component to be cooled, and the fourth coolant pipeline 304 are connected end to end in sequence to form the motor coolant circulation subsystem; and / or, the battery coolant circulation subsystem includes a battery 41, a second water pump 42, the second water pump 42, the fifth coolant pipeline 305, the first four-way valve 2, the sixth coolant pipeline 306, the second heat exchanger 12, the seventh coolant pipeline 307, the battery 41, and the eighth coolant pipeline 308 are connected end to end in sequence to form the battery coolant circulation subsystem. The second four-way valve 15 switches between cooling and heating of the cabin refrigerant circulation subsystem by switching different flow paths, and the first throttling element 16 and the second throttling element 17 are respectively arranged corresponding to the first heat exchanger 11 and the second heat exchanger 12, so that the refrigerant in the first heat exchanger 11 and the second heat exchanger 12 can be effectively controlled. For example, when the cabin temperature does not need to be adjusted but the battery temperature needs to be adjusted, the air replenishment and reheat increasing compressor 14 can be operated, and the opening of the first throttling element 16 can be reduced to 0, so that only the air replenishment and reheat increasing compressor 14 is used. The heat or cold of the air-supply and re-enthalpy-increasing compressor 14 is heat-exchanged with the refrigerant in the battery refrigerant circulation subsystem to achieve efficient temperature control of the battery. Similarly, when the cabin temperature needs to be adjusted but the battery temperature does not need to be adjusted, the air-supply and re-enthalpy-increasing compressor 14 can be operated, and the opening of the second throttling element 17 can be reduced to 0, so that the heat or cold of the air-supply and re-enthalpy-increasing compressor 14 is no longer utilized for heat exchange with the refrigerant in the battery refrigerant circulation subsystem, and only the temperature control effect of the refrigerant in the battery refrigerant circulation subsystem is utilized.

[0031] In order to prevent the air intake of the air-supplying and re-enthalpy-increasing compressor 14 from being filled with liquid, preferably, a gas-liquid separator 18 is provided at the air intake of the air-supplying and re-enthalpy-increasing compressor 14 .

[0032] Furthermore, the motor coolant circulation subsystem further includes a three-way valve 32 and an off-vehicle heat exchanger 33. The three-way valve 32 is located on the second coolant pipeline 302, so that the coolant in the motor coolant circulation subsystem can pass through the second coolant pipeline 302 or through the off-vehicle heat exchanger 33 to connect the third heat exchanger 13 with the first four-way valve 2. In this technical solution, by providing the off-vehicle heat exchanger 33 and switching the three-way valve 32, the thermal management system can choose whether to use the off-vehicle heat exchanger 33 to release heat or absorb heat from the coolant in the system according to actual needs.

[0033] An expansion water tank 34 is also provided on the pipeline between the third heat exchanger 13 and the three-way valve 32, which can provide expansion space when the coolant temperature in the motor coolant circulation subsystem is high, thereby preventing the coolant pressure in the coolant pipeline from being too high and causing damage to the components along the way.

[0034] The motor components to be cooled include at least one of a drive motor 35 , a motor driver 36 , and a charger 37 .

[0035] Preferably, when the cabin refrigerant circulation subsystem and the battery coolant circulation subsystem are operated simultaneously, when the cabin refrigerant circulation subsystem is operated in heating mode, the refrigerant in the second heat exchanger 12 and the coolant flow in opposite directions; when the cabin refrigerant circulation subsystem is operated in cooling mode, the refrigerant in the second heat exchanger 12 and the coolant flow in the same direction; when the cabin refrigerant circulation subsystem and the motor coolant circulation subsystem are operated simultaneously, when the cabin refrigerant circulation subsystem is operated in heating mode, the refrigerant in the third heat exchanger 13 and the coolant flow in opposite directions; when the cabin refrigerant circulation subsystem is operated in cooling mode, the refrigerant in the third heat exchanger 13 and the coolant flow in the same direction. That is, when the cabin refrigerant circulation subsystem is operated in heating mode, countercurrent heat exchange is formed at both the second heat exchanger 12 and the third heat exchanger 13, thereby improving the heat exchange efficiency between the coolant and the refrigerant.

[0036] By adopting the above technical solution of the present invention, the operation modes of the thermal management system are extremely diverse. The following takes the corresponding thermal management system in which the enthalpy increasing component adopts the flash device 19 as an example to further introduce the technical solution of the present invention in combination with the accompanying drawings.

[0037] Attached Figure 3 The figure shows the circulation flow path of the thermal management system of the present invention in the first cycle, wherein the cabin refrigerant circulation subsystem is not running, that is, the cabin is neither cooled nor heated, while the battery coolant circulation subsystem and the motor coolant circulation subsystem are connected through the first four-way valve 2 (the first four-way valve 2 is in the second switching position at this time), thereby achieving the cooling effect of the coolant, that is, the coolant circulation exchanges heat with the external environment through the external heat exchanger 33 outside the vehicle, and cools the battery 41 and / or the motor parts to be cooled. This cycle condition is suitable for the transition season or summer battery charging condition, and the details can be seen in Table 1.

[0038] Attached Figure 4The figure shows the circulation flow path of the thermal management system of the present invention in the second cycle, wherein the cabin refrigerant circulation subsystem operates in the cooling mode, the first four-way valve 2 is in the first switching position, the battery 41 is cooled separately by heat exchange at the second heat exchanger 12 with the cabin refrigerant circulation subsystem through the battery refrigerant circulation subsystem, and the motor parts to be cooled are cooled separately (or not cooled) by heat exchange at the third heat exchanger 13 and the external heat exchanger 33 through the motor refrigerant circulation subsystem. This circulation condition is suitable for full cooling in summer or parking waiting conditions in summer. For details, please refer to Table 1.

[0039] Attached Figure 5 The figure shows the circulation flow path of the thermal management system of the present invention in the third cycle, wherein the cabin refrigerant circulation subsystem operates in the heating mode, the first four-way valve 2 is in the first switching position, the battery 41 is heated separately by the battery refrigerant circulation subsystem and the cabin refrigerant circulation subsystem at the second heat exchanger 12, and the motor parts to be cooled are heat exchanged at the third heat exchanger 13 (realizing the recovery of heat of the motor refrigerant circulation subsystem by heating in the cabin) and the external heat exchanger 33 through the motor refrigerant circulation subsystem, thereby realizing separate cooling (or no cooling) of the motor parts to be cooled. This cycle condition is suitable for winter heating or winter waste heat conditions, and the details can be seen in Table 1.

[0040] Attached Figure 6 The figure shows the circulation flow path of the thermal management system of the present invention in the fourth cycle, wherein the cabin refrigerant circulation subsystem operates in the heating mode, the first four-way valve 2 is in the first switching position, the battery 41 is individually heated by the battery coolant circulation subsystem and the cabin refrigerant circulation subsystem at the second heat exchanger 12, and the motor parts to be cooled are heat-exchanged with the third heat exchanger 13 through the motor coolant circulation subsystem, thereby realizing the recovery of heat of the motor coolant circulation subsystem for heating in the cabin and realizing the individual cooling of the motor parts to be cooled. This cycle condition is suitable for winter heating conditions, and the details can be seen in Table 1. It is worth mentioning that the difference between the fourth cycle and the third cycle is that the second coolant pipeline 302 is used in the fourth cycle to bypass the external heat exchanger 33, which means that the thermal management system at this time does not need to absorb heat from the external environment to realize the reasonable utilization of heat in the system.

[0041] Attached Figure 7The figure shows the circulation flow path of the thermal management system of the present invention in the fifth cycle, wherein the cabin refrigerant circulation subsystem operates in the heating mode, the first four-way valve 2 is in the second switching position, the battery 41 is connected with the motor refrigerant circulation subsystem through the battery refrigerant circulation subsystem, and the cabin refrigerant circulation subsystem operates in the heating mode to heat the cabin, and the opening of the second throttling element 17 is adjusted to 0, thereby eliminating the heat exchange between the battery refrigerant circulation subsystem and the cabin refrigerant circulation subsystem at the second heat exchanger 12, realizing the recovery of heat from the motor refrigerant circulation subsystem for cabin heating, and at the same time will not affect the cooling effect on the battery 41. This cycle condition is suitable for winter heating, transition seasons and winter waste heat recovery conditions. For details, please refer to Table 1.

[0042] Attached Figure 8 The figure shows the circulation flow path of the thermal management system of the present invention in the sixth cycle, wherein the cabin refrigerant circulation subsystem operates in the heating mode, the first four-way valve 2 is in the second switching position, the battery 41 is connected with the motor refrigerant circulation subsystem through the battery refrigerant circulation subsystem, and the cabin refrigerant circulation subsystem operates in the heating mode to heat the cabin, and the opening of the second throttling element 17 is adjusted to 0, thereby preventing the heat exchange between the battery refrigerant circulation subsystem and the cabin refrigerant circulation subsystem at the second heat exchanger 12, thereby realizing the recovery and utilization of the heat of the motor refrigerant circulation subsystem for heating the cabin, and at the same time will not affect the cooling effect on the battery 41. This cycle condition is suitable for transition seasons and winter waste heat recovery conditions. For details, please refer to Table 1. It is worth mentioning that the difference between the sixth cycle and the fifth cycle at this time is that the external heat exchanger 33 is bypassed through the second refrigerant pipeline 302 in the sixth cycle, which means that the thermal management system at this time does not need to absorb heat from the external environment to achieve reasonable utilization of heat in the system.

[0043] Attached Fig. 9 The figure shows the circulation flow path of the thermal management system of the present invention in the seventh cycle, wherein the cabin refrigerant circulation subsystem operates in the heating mode, the first four-way valve 2 is in the first switching position, and the cabin refrigerant circulation subsystem forms a heat exchange with the battery coolant circulation subsystem through the second heat exchanger 12, thereby heating the battery 41, and at the same time, the opening of the first throttling element 16 is 0 to keep the temperature in the cabin unchanged (no heating is required in the cabin), and the motor coolant circulation subsystem independently cools or does not cool the motor parts to be cooled. This circulation condition is suitable for the initial start-up in winter and the charging conditions in winter. For details, please refer to Table 1.

[0044] Attached Fig.10The figure shows the circulation flow path of the thermal management system of the present invention in the eighth cycle, wherein the cabin refrigerant circulation subsystem operates in the heating mode, the first four-way valve 2 is in the first switching position, and the cabin refrigerant circulation subsystem forms a heat exchange with the battery coolant circulation subsystem through the second heat exchanger 12, thereby heating the battery 41, and at the same time, the opening of the first throttling element 16 is 0 to keep the temperature in the cabin unchanged (no heating is required in the cabin), and the motor coolant circulation subsystem independently cools the motor parts to be cooled. This cycle condition is suitable for the initial start-up condition in winter, and the details can be seen in Table 1.

[0045] Attached Fig.11 The figure shows the circulation flow path of the thermal management system of the present invention in the ninth cycle, wherein the cabin refrigerant circulation subsystem is not running, that is, the cabin is neither cooled nor heated, while the battery coolant circulation subsystem and the motor coolant circulation subsystem are connected through the first four-way valve 2 (the first four-way valve 2 is in the second switching position at this time), thereby realizing the heating effect of the battery 41 by utilizing the residual heat of the motor (cooling the motor parts to be cooled). This cycle condition is suitable for the initial conditions of winter startup. For details, please refer to Table 1. It is worth mentioning that the core difference between the ninth cycle and the first cycle is whether the external heat exchanger 33 is bypassed in the motor coolant circulation subsystem.

[0046] Table 1 Temperature control mode of thermal management system of pure electric vehicle

[0047]

[0048] In the above table, - means not working, the corresponding component has no cooling or heating demand, H represents heating demand, and C represents cooling demand. Some thermal management modes in the table correspond to two or more cycle solutions, such as in the early stage of winter startup - HC corresponds to Fig. 9 The seventh cycle Fig.10 The eighth cycle Fig.11 The ninth cycle is switched according to the battery heating demand. Specifically, if the battery heating demand is large and the air conditioning refrigerant circuit needs to be turned on for heating, the seventh and eighth cycles are selected to recover the residual heat of the motor system; further, if the heat dissipation of the motor system is large, the air conditioning refrigerant circuit can meet the heating of the battery by the motor system heat source alone, and the eighth cycle is selected; if the motor system heat source alone cannot meet the battery heating demand, the seventh cycle is selected to supplement the heat source of the external heat exchanger 33. If the battery heating demand is small, the ninth cycle is selected without turning on the air conditioning refrigerant circuit, that is, the heat dissipation of the motor system is directly heated by the coolant.

[0049] In addition, some cycle schemes in the table correspond to two or more thermal management modes, such as Figure 5The third cycle corresponds to the thermal management mode winter heating HHC and the thermal management mode winter preheating HH—. The difference between the two thermal management modes is that the motor system does not work and there is no cooling demand. For the thermal management mode winter heating HHC, the heat source of the air-conditioning refrigerant circuit is the heat dissipation of the outdoor heat exchanger 33 and the motor system, that is, the refrigerant in the third heat exchanger 13 absorbs the heat absorbed by the coolant from the outdoor heat exchanger 33 and the motor system, recovers the waste heat, and heats the car and the battery through compression by the compressor to meet the heating demand; for the thermal management mode winter preheating HH—, the heat source of the air-conditioning refrigerant circuit is only the outdoor heat exchanger 33, that is, the refrigerant in the third heat exchanger 13 absorbs the heat absorbed by the coolant from the outdoor heat exchanger 33, and heats the car and the battery through compression by the compressor to meet the heating demand.

[0050] According to an embodiment of the present invention, there is also provided an electric vehicle, comprising the above-mentioned thermal management system.

[0051] It is easy for those skilled in the art to understand that, under the premise of no conflict, the above-mentioned advantageous methods can be freely combined and superimposed.

[0052] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention shall be included in the protection scope of the present invention. The above are only preferred embodiments of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and variations can be made without departing from the technical principles of the present invention, and these improvements and variations should also be regarded as the protection scope of the present invention.

Claims

1. A thermal management system, characterized in that: The invention comprises a vehicle compartment refrigerant circulation subsystem, a battery refrigerant circulation subsystem, and a motor refrigerant circulation subsystem, wherein the vehicle compartment refrigerant circulation subsystem comprises a first heat exchanger (11) and a second heat exchanger (12) connected in parallel by pipelines, a third heat exchanger (13) connected in series by pipelines with the first heat exchanger (11) and the second heat exchanger (12), an air-supplementing enthalpy-increasing compressor (14), a second four-way valve (15), a first throttling element (16), a second throttling element (17), a third throttling element (21), and an enthalpy-increasing component, so that the vehicle compartment refrigerant circulation subsystem is configured as a cooling and heating system with an air-supplementing enthalpy-increasing system, wherein the first throttling element (16) and the second throttling element (17) The first heat exchanger (11) and the second heat exchanger (12) are respectively arranged to correspond to each other, the battery coolant circulation subsystem forms a heat exchange with the vehicle compartment refrigerant circulation subsystem through the second heat exchanger (12), and the motor coolant circulation subsystem forms a heat exchange with the vehicle compartment refrigerant circulation subsystem through the third heat exchanger (13); the pipelines of the battery coolant circulation subsystem and the motor coolant circulation subsystem are connected to each other through the first four-way valve (2); when the first four-way valve (2) is in the first switching position, the coolants of the battery coolant circulation subsystem and the motor coolant circulation subsystem flow independently; when the first four-way valve (2) is in the first switching position, the coolants of the battery coolant circulation subsystem and the motor coolant circulation subsystem flow independently; when the first four-way valve (2 ) is in the second switching position, the coolant of the battery coolant circulation subsystem and the coolant of the motor coolant circulation subsystem flow through each other; the motor coolant circulation subsystem comprises a motor component to be cooled, a first water pump (31), the first water pump (31), a first coolant pipeline (301), a first four-way valve (2), a second coolant pipeline (302), a third heat exchanger (13), a third coolant pipeline (303), a motor component to be cooled, and a fourth coolant pipeline (304), which are connected end to end in sequence to form the motor coolant circulation subsystem; and / or the battery coolant circulation subsystem comprises a battery (41), a second water pump (42), the second water pump (42), a first four-way valve (2), a second coolant pipeline (304), a third heat exchanger (13), a third coolant pipeline (303), a motor component to be cooled, and a fourth coolant pipeline (304), which are connected end to end in sequence to form the motor coolant circulation subsystem. The fifth coolant pipeline (305), the first four-way valve (2), the sixth coolant pipeline (306), the second heat exchanger (12), the seventh coolant pipeline (307), the battery (41), and the eighth coolant pipeline (308) are connected end to end in sequence to form the battery coolant circulation subsystem; the motor coolant circulation subsystem also includes a three-way valve (32) and an off-vehicle heat exchanger (33), the three-way valve (32) being located on the second coolant pipeline (302) so that the coolant in the motor coolant circulation subsystem can pass through the second coolant pipeline (302) or through the off-vehicle heat exchanger (33) to connect the third heat exchanger (13) and the first four-way valve (2);When the cabin refrigerant circulation subsystem operates in a cooling mode, the third heat exchanger (13) serves as a condenser of the cabin refrigerant circulation subsystem and the refrigerant therein exchanges heat with the secondary refrigerant circulating in the motor secondary refrigerant circulation subsystem. ; 2. The thermal management system according to claim 1, characterized in that: A gas-liquid separator (18) is provided at the air intake of the air-supplementing and heat-increasing compressor (14).

3. The thermal management system according to claim 1, characterized in that: An expansion water tank (34) is also provided on the pipeline between the third heat exchanger (13) and the three-way valve (32).

4. The thermal management system according to claim 1, characterized in that: The motor components to be cooled include at least one of a drive motor (35), a motor driver (36), and a charger (37).

5. The thermal management system according to claim 1, characterized in that: When the cabin refrigerant circulation subsystem and the battery coolant circulation subsystem are operated simultaneously, when the cabin refrigerant circulation subsystem operates in a heating mode, the refrigerant in the second heat exchanger (12) and the coolant flow in opposite directions; when the cabin refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the second heat exchanger (12) and the coolant flow in the same direction.

6. The thermal management system according to claim 1, characterized in that: When the cabin refrigerant circulation subsystem and the motor coolant circulation subsystem are operated simultaneously, when the cabin refrigerant circulation subsystem operates in a heating mode, the refrigerant in the third heat exchanger (13) and the coolant flow in opposite directions; when the cabin refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the third heat exchanger (13) and the coolant flow in the same direction.

7. An electric vehicle, comprising a thermal management system, characterized in that: The thermal management system is the thermal management system according to any one of claims 1 to 6.

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