Automotive thermal management system

Abstract

The present invention discloses a thermal management system for an automobile, comprising a battery module, a motor heat dissipation module, and an air conditioning module; the battery module comprises a battery and a battery cooling plate, the battery cooling plate comprising a first flow channel cavity and a second flow channel cavity that are not interconnected, a first inlet and a first outlet that are connected to the first flow channel cavity, and a second inlet and a second outlet that are connected to the second flow channel cavity; the first inlet and the first outlet are connected to the motor heat dissipation module to form a first circuit, and the second inlet and the second outlet are connected to the air conditioning module to form a second circuit, the first circuit contains a single-phase working fluid, and the second circuit contains a two-phase working fluid. By adopting this solution, the number of pumps, liquid reservoirs, etc. in the thermal management system can be reduced, and the waste heat of the motor assembly can be fully utilized to heat the battery. When the air conditioning is equipped with a heat pump function, the heat pump function of the air conditioning can be fully utilized to recover the waste heat of the battery and the waste heat of the motor assembly. Therefore, not only is the structure simple, but the thermal efficiency is also high.

Description

Technical Field

[0001] The present invention relates to the technical field of automobiles, and in particular to a thermal management system for an automobile. Background Art

[0002] The charge / discharge power and lifespan of batteries in electric and hybrid vehicles are significantly affected by temperature. During operation, the batteries need to be cooled or heated to maintain them within the appropriate temperature range. Furthermore, the vehicle's motor components and engine also require cooling. Furthermore, to meet cabin cooling or heating needs, the vehicle is also equipped with air conditioning. All of these components involve heat transfer during operation.

[0003] Traditionally, battery cooling has been achieved by connecting the battery, pump, fluid storage tank, battery cooler, and battery heater into a separate circuit. This circuit contains a single-phase fluid (usually antifreeze) and connects the battery cooler to the vehicle's air conditioner. When the battery temperature is high, the antifreeze in the circuit exchanges heat with the air conditioner and is cooled, thereby cooling the battery. When the battery temperature is low, the battery heater is activated to heat the antifreeze, thereby warming the battery.

[0004] The vehicle thermal management system using the above-mentioned battery cooling method has many components (at least two pumps and two reservoirs are required) and has low thermal efficiency. However, those skilled in the art would like a vehicle thermal management system with fewer components and higher thermal efficiency.

[0005] Therefore, we can start by changing the battery cooling method, simplifying the structure of the thermal management system and improving the thermal efficiency of the thermal management system. Summary of the Invention

[0006] To achieve the above object, the present invention provides a thermal management system for an automobile, wherein the thermal management system includes a battery module, a motor heat dissipation module, and an air conditioning module;

[0007] The battery module includes a battery and a battery cooling plate, wherein the battery cooling plate includes a first flow channel cavity and a second flow channel cavity that are not connected to each other, a first inlet and a first outlet that are connected to the first flow channel cavity, and a second inlet and a second outlet that are connected to the second flow channel cavity;

[0008] The first inlet and the first outlet are connected to the motor heat dissipation module to form a first circuit, and the second inlet and the second outlet are connected to the air conditioning module to form a second circuit. The working fluid in the first circuit is a single-phase working fluid, and the working fluid in the second circuit is a two-phase working fluid.

[0009] In one embodiment, the motor heat dissipation module includes a motor assembly and a radiator in circular communication; the battery module further includes a first communication component, the first inlet and the first outlet being in communication with the motor heat dissipation module via the first communication component; the first communication component includes a three-way valve, a four-way valve, a radiator bypass line, and a first communication line;

[0010] The two valve ports of the three-way valve are connected in series between the outlet of the radiator and the inlet of the motor assembly, and the other valve port of the three-way valve is connected to the first outlet of the battery cooling plate; the two valve ports of the four-way valve are connected in series between the outlet of the radiator and the three-way valve, the inlet of the radiator bypass line is connected to the inlet side of the radiator, the outlet of the radiator bypass line is connected to the other valve port of the four-way valve, and another valve port of the four-way valve is connected to the first inlet of the battery cooling plate through the first connecting line.

[0011] In one embodiment, the battery module further includes a heater connected to the first connecting pipe.

[0012] In one embodiment, the air conditioning module includes an in-vehicle evaporator; the battery module further includes a second connecting component, and the second inlet and the second outlet are connected to the air conditioning module through the second connecting component;

[0013] The second connecting component includes a second connecting pipe, a third connecting pipe and a first expansion valve. The second inlet and the second outlet of the battery cooling plate are connected to the inlet side and the outlet side of the vehicle evaporator through the second connecting pipe and the third connecting pipe respectively, so that the battery cooling plate and the vehicle evaporator are connected in parallel. The first expansion valve is connected to the second connecting pipe.

[0014] In one embodiment, the air conditioning module further includes an in-vehicle condenser, the outlet of the in-vehicle condenser is connected to the second connecting pipe, and the inlet of the in-vehicle condenser is connected to the outlet side of the compressor of the air conditioning module.

[0015] In one embodiment, the second communication module further includes a regenerator, which is connected to the second communication pipeline and also connected to the inlet side of the first expansion valve of the third communication pipeline.

[0016] In one embodiment, the second communication module further includes a first solenoid valve and a first one-way valve, the first solenoid valve is connected to the inlet side of the regenerator on the second communication pipeline, and the first one-way valve is connected to the outlet side of the regenerator on the third communication pipeline.

[0017] In one embodiment, the thermal management system further includes an engine cooling module, and the battery cooling plate further includes a third flow channel cavity, a third inlet and a third outlet connected to the third flow channel cavity, and the third flow channel cavity is not connected to the first flow channel cavity and the second flow channel cavity; the third inlet and the third outlet are connected to the engine cooling module to form a third circuit.

[0018] In one embodiment, the battery cooling plate includes a first plate layer, a second plate layer and a third plate layer stacked layer by layer, and the first plate layer and the second plate layer are both provided with a convex portion, the first flow channel cavity is formed by the convex portion of the first plate layer and the second plate layer, and the second flow channel cavity is formed by the convex portion of the third plate layer and the second plate layer.

[0019] In one embodiment, the protrusions of the first board layer and the protrusions of the second board layer have opposite protrusion directions.

[0020] In one embodiment, all inlets and outlets of the battery cooling plate are arranged on the same side of the battery cooling plate.

[0021] In one embodiment, the battery is in close contact with a side of the battery cooling plate where the first flow channel cavity is located.

[0022] This solution forms a first circuit by connecting the first flow channel cavity of the battery cooling plate with the motor heat dissipation module, allowing a single-phase medium to flow in the first circuit, and at the same time connects the second flow channel cavity of the battery cooling plate with the air-conditioning module to form a second circuit, allowing a two-phase medium to flow in the second circuit. In this way, the number of pumps, liquid reservoirs, etc. in the thermal management system can be reduced, thereby simplifying the system structure. Moreover, the waste heat of the motor can be fully utilized to heat the battery. If the air conditioner is equipped with a heat pump function, the heat pump function of the air conditioner can be fully utilized to recover the waste heat of the battery and the waste heat of the motor. Therefore, this thermal management system is not only simple in structure but also has high thermal efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A schematic diagram of a module of a first embodiment of a thermal management system for an automobile provided by the present invention;

[0024] Figure 2 A schematic diagram of a module of a second embodiment of a thermal management system for an automobile provided by the present invention;

[0025] Figure 3 A schematic diagram of a third embodiment of the automotive thermal management system provided by the present invention;

[0026] Figure 4 for Figure 3 Schematic diagram in #1 mode;

[0027] Figure 5for Figure 3 Schematic diagram in #2 mode;

[0028] Figure 6 for Figure 3 Schematic diagram in #3 mode;

[0029] Figure 7 for Figure 3 Schematic diagram in #4 mode;

[0030] Figure 8 for Figure 3 Schematic diagram in #5 mode;

[0031] Figure 9 A schematic diagram of an embodiment of a battery cooling plate;

[0032] Figure 10 for Figure 9 Exploded view of;

[0033] Figure 11 for Figure 9 Schematic cross-section diagram.

[0034] The accompanying drawings are described as follows:

[0035] 10 battery modules;

[0036] 101 battery;

[0037] 102 battery cooling plate, 1021 first plate layer, 1022 second plate layer, 1023 third plate layer, a1 protrusion, a2 recess, b1 first flow channel cavity, b2 second flow channel cavity, c1 first inlet, c2 first outlet, d1 second inlet, d2 second outlet, e1 third inlet, e2 third outlet;

[0038] 103 first connecting component, 1031 radiator bypass pipe, 1032 first connecting pipe, 1033 three-way valve, 1034 four-way valve;

[0039] 104 second connecting assembly, 1041 second connecting pipeline, 1042 third connecting pipeline, 1043 first expansion valve, 1044 first solenoid valve, 1045 first one-way valve;

[0040] 105 heater;

[0041] 106 regenerator;

[0042] 20 motor cooling module;

[0043] 201 motor assembly, 202 radiator, 203 reservoir, 204 pump;

[0044] 30 air conditioning modules,

[0045] 301 compressor, 302 liquid storage tank, 303 external heat exchanger, 304 internal evaporator, 305 internal condenser, 306a second solenoid valve, 306b third solenoid valve, 306c fourth solenoid valve, 306d fifth solenoid valve, 306e sixth solenoid valve, 307a second expansion valve, 307b third expansion valve, 308a second one-way valve, 308b third one-way valve;

[0046] 40 engine cooling module. DETAILED DESCRIPTION

[0047] In order to enable those skilled in the art to better understand the technical solution of the present invention, the technical solution of the present invention is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0048] like Figure 1 The thermal management system of the automobile includes: a battery module 10, a motor heat dissipation module 20 and an air conditioning module 30.

[0049] The battery module 10 includes batteries 101 and a battery cooling plate 102. The battery cooling plate 102 is positioned in close proximity to the batteries 101. The battery cooling plate 102 includes a first flow channel cavity b1 and a second flow channel cavity b2, which are not interconnected. It also includes a first inlet c1 and a first outlet c2 communicating with the first flow channel cavity b1, and a second inlet d1 and a second outlet d2 communicating with the second flow channel cavity b2.

[0050] The first flow channel cavity b1 is connected to the motor cooling module 20 via the first inlet c1 and the first outlet c2, forming a first circuit. The working fluid in the first circuit is a single-phase working fluid, such as antifreeze. The second flow channel cavity b2 is connected to the air conditioning module 30 via the second inlet d1 and the second outlet d2, forming a second circuit. The working fluid in the second circuit is a two-phase working fluid, such as R134a.

[0051] By connecting the first flow channel cavity b1 of the battery cooling plate 102 with the motor heat dissipation module 20 to form a first circuit, a single-phase medium is allowed to flow in the first circuit, and at the same time connecting the second flow channel cavity b2 of the battery cooling plate 102 with the air-conditioning module 30 to form a second circuit, a two-phase medium is allowed to flow in the second circuit. In this way, the number of pumps 204, liquid reservoirs 203, etc. in the thermal management system can be reduced, thereby simplifying the system structure. Moreover, the waste heat of the motor can be fully utilized to heat the battery 101. If the air-conditioning is equipped with a heat pump function, the heat pump function of the air-conditioning can be fully utilized to recover the waste heat of the battery 101 and the waste heat of the motor. Therefore, this thermal management system is not only simple in structure but also has high thermal efficiency.

[0052] In addition, if Figure 2As shown, a third flow channel cavity can also be provided on the battery cooling plate 102. The third flow channel cavity is not connected to the first flow channel cavity b1 and the second flow channel cavity b2. At the same time, a third inlet e1 and a third outlet e2 connected to the third flow channel cavity are provided. The third flow channel cavity is connected to the engine cooling module 40 of the vehicle through the third inlet e1 and the third outlet e2 to form a third loop, thereby connecting the engine cooling module 40 to the thermal management system. In this way, the waste heat of the engine can be further utilized to heat the battery 101, thereby further improving the thermal efficiency. Of course, it can also be as follows Figure 1 In the illustrated embodiment, the engine cooling module 40 is not integrated into the thermal management system.

[0053] Specifically, such as Figure 3 As shown, the first inlet c1 and the first outlet c2 of the battery cooling plate 102 can communicate with the motor heat dissipation module through the first communication component 103 , and the second inlet d1 and the second outlet d2 of the battery cooling plate 102 can communicate with the air conditioning module 30 through the second communication component 104 .

[0054] Detailed, Figure 3 In the illustrated embodiment, the motor cooling module 20 includes a motor assembly 201, a fluid reservoir 203, a pump 204, a radiator 202, and other components. These components are interconnected in a circular fashion to form a motor cooling circuit. The motor assembly 201 includes a motor, an inverter, an onboard charger, and other components. The first connecting component 103 includes a three-way valve 1033, a four-way valve 1034, a radiator bypass line 1031, and a first connecting line 1032.

[0055] Two ports of three-way valve 1033 (ports ① and ② in the figure) are connected in series to the motor cooling circuit, specifically between the outlet of radiator 202 and the inlet of motor assembly 201. The other port of three-way valve 1033 (port ③ in the figure) communicates with the first outlet c2 of battery cooling plate 102.

[0056] Among them, the two valve ports of the four-way valve 1034 (valve port ① and valve port ② in the figure) are connected in series to the motor heat dissipation circuit, specifically between the outlet of the radiator 202 and a valve port of the three-way valve 1033 (valve port ② in the figure).

[0057] The inlet of the radiator bypass line 1031 is connected to the inlet side of the radiator 202 , and the outlet is connected to another valve port (valve port No. ④ in the figure) of the four-way valve 1034 .

[0058] The inlet of the first connecting line 1032 is connected to another valve port (valve port ③ in the figure) of the four-way valve 1034 , and the outlet is connected to the first inlet c1 of the battery cooling plate 102 .

[0059] In addition, a heater 105 may be optionally provided to heat the battery 101 , and the heater 105 is connected to the first connecting pipe 1032 .

[0060] The air conditioning module 30 can be a cooling-only air conditioning module or an air conditioning module with a heat pump function. Figure 3 The air conditioning module 30 in the illustrated embodiment is an air conditioning module having a heat pump function.

[0061] Detailed, Figure 3 In the illustrated embodiment, the air conditioning module 30 includes a compressor 301, a liquid storage tank 302, an external heat exchanger 303, an internal evaporator 304, an internal condenser 305, a second solenoid valve 306a, a third solenoid valve 306b, a fourth solenoid valve 306c, a fifth solenoid valve 306d, a sixth solenoid valve 306e, a second expansion valve 307a, a third expansion valve 307b, a second check valve 308a, and a third check valve. The second connecting assembly 104 includes a second connecting line 1041, a third connecting line 1042, and a first expansion valve 1043.

[0062] Among them, the compressor 301, the second solenoid valve 306a, the external heat exchanger 303, the third solenoid valve 306b, the fourth solenoid valve 306c, the second expansion valve 307a, the internal evaporator 304, the second one-way valve 308a, and the liquid storage tank 302 are connected in sequence to form a first air-conditioning circuit.

[0063] Among them, the compressor 301, the fifth solenoid valve 306d, the in-vehicle condenser 305, the third one-way valve, the third solenoid valve 306b, the out-vehicle heat exchanger 303, the sixth solenoid valve 306e, and the liquid storage tank 302 are connected in sequence to form a second air-conditioning circuit.

[0064] Among them, the second inlet d1 of the battery cooling plate 102 is connected to the inlet side of the in-vehicle evaporator 304 through the second connecting pipe 1041, and the second outlet d2 of the battery cooling plate 102 is connected to the outlet side of the in-vehicle evaporator 304 through the third connecting pipe 1042, so that the battery cooling plate 102 and the in-vehicle evaporator 304 are connected in parallel.

[0065] The outlet of the in-vehicle condenser 305 is connected to the second connecting pipe 1041 , and the inlet of the in-vehicle condenser is connected to the outlet side of the compressor 301 .

[0066] The first expansion valve 1043 is connected to the second connecting pipe 1041 .

[0067] In addition, a regenerator 106 may be optionally provided to adjust the overheating at the outlet of the battery cooling plate 102 to ensure the temperature uniformity of the battery 101 and prevent the battery 101 from overheating. The regenerator 106 is connected to the second connecting pipe 1041 and the third connecting pipe 1042.

[0068] A first electromagnetic valve 1044 and a first check valve 1045 may be optionally provided. The first electromagnetic valve 1044 is connected to the inlet side of the regenerator 106 on the second connecting line 1041 , and the first check valve is connected to the outlet side of the regenerator 106 on the third connecting line 1042 .

[0069] Figure 3 The embodiment shown can realize multiple modes by opening and closing different valves. Figure 4-Figure 8 Five of these modes are listed as examples, and the operation processes of these five modes are described in detail below.

[0070] #1 Mode (refer to Figure 4 )

[0071] In this mode, ports 3 and 4 of four-way valve 1034 are closed, leaving ports 1 and 2 open. Port 1 of three-way valve 1033 is closed, leaving ports 2 and 3 open. The fifth and sixth solenoid valves 306d and 306e are closed.

[0072] In this mode, the air conditioner operates in a non-heat pump mode. The single-phase refrigerant flows through the motor assembly 201, cooling it, without flowing through the battery cooling plate 102. Instead, the two-phase refrigerant flows through the in-vehicle evaporator 304 of the air conditioning module 30 and then through the battery cooling plate 102. The battery cooling plate 102 acts as an evaporator, efficiently absorbing heat from the battery 101. In this mode, the battery 101 cools down by exchanging heat with the two-phase refrigerant.

[0073] This mode is suitable for situations where the ambient temperature is high (such as >25°C), the battery temperature is high (such as >40°C), and the motor components need cooling.

[0074] #2 Mode (refer to Figure 5 )

[0075] In this mode, ports ② and ④ of four-way valve 1034 are closed, leaving ports 1 and 3 open. Port ② of three-way valve 1033 is closed, leaving ports 1 and 3 open. The first solenoid valve 1044, the fifth solenoid valve 306d, and the sixth solenoid valve 306e are closed.

[0076] In this mode, the air conditioner operates in a non-heat pump mode. The single-phase refrigerant flows through the motor assembly 201, cooling it. The refrigerant then dissipates heat through the radiator 202 before flowing into the battery cooling plate 102. The two-phase refrigerant flows only through the air conditioning module 30 and does not flow through the battery cooling plate 102. In this mode, the battery 101 exchanges heat with the single-phase refrigerant.

[0077] This mode is suitable for situations where the ambient temperature is low (such as <25°C), the battery temperature is moderate (such as 20-40°C), the motor components need cooling, and the battery inlet temperature monitoring shows that the working fluid temperature is low (such as <30°C).

[0078] #3 Mode (refer to Figure 6 )

[0079] In this mode, valve ports ③ and ④ of the four-way valve 1034 are closed, leaving valve ports ① and ② of the four-way valve 1034 in conduction. Valve port ① of the three-way valve 1033 is closed, leaving valve ports ② and ③ of the three-way valve 1033 in conduction. The first solenoid valve 1044, the fifth solenoid valve 306d, and the sixth solenoid valve 306e are closed.

[0080] In this mode, the air conditioner operates in a non-heat pump mode. The single-phase refrigerant flows through the motor assembly 201, cooling it, but does not flow through the battery cooling plate 102. The two-phase refrigerant flows only through the air conditioning module 30 and does not flow through the battery cooling plate 102. In this mode, the battery cooling plate 102 does not exchange heat with either the single-phase or two-phase refrigerant.

[0081] This mode is suitable for situations where the battery 101 temperature is moderate (e.g., 20-40°C), but the temperature of the single-phase working medium in the first circuit is relatively high (e.g., >35°C). In this case, the battery does not have a strong cooling demand, and the single-phase working medium in the first circuit does not have the conditions to cool the battery.

[0082] #4 Mode (refer to Figure 7 )

[0083] In this mode, ports 1 and 2 of the four-way valve 1034 are closed, leaving ports 3 and 4 open. Port 2 of the three-way valve 1033 is closed, leaving ports 1 and 3 open. The first solenoid valve 1044 and the third solenoid valve 306b are closed, and the heater 105 can be turned on.

[0084] In this mode, the air conditioner operates as a heat pump. The single-phase refrigerant flows through the motor assembly 201, absorbing excess heat. It then optionally absorbs heat in the heater 105 before flowing through the battery cooling plate 102 to warm the battery 101. The two-phase refrigerant flows only through the air conditioning module 30 and not through the battery cooling plate 102. In this mode, the battery 101 heats up by exchanging heat with the single-phase refrigerant.

[0085] If the vehicle is in driving mode, the waste heat of the motor or inverter in the motor assembly 201 can be utilized by the battery 101; if the vehicle is in fast charging mode, there may be no waste heat in the motor assembly 201, and the battery 101 is mainly heated by the heater 105; if the vehicle is in slow charging mode, the waste heat of the on-board charger in the motor assembly 201 can be utilized by the battery 101.

[0086] This mode is suitable for situations where the ambient temperature is low (eg, <15° C.), the temperature of the battery 101 is low (eg, <15° C.), and the motor assembly needs to be cooled.

[0087] #5 Mode (refer to Figure 8 )

[0088] In this mode, ports 1 and 2 of the four-way valve 1034 are closed, leaving ports 3 and 4 open. Port 2 of the three-way valve 1033 is closed, leaving ports 1 and 3 open. The third solenoid valve 306b is closed, and the heater 105 can be turned on.

[0089] In this mode, the air conditioner is in heat pump operation. The single-phase working fluid flows through the motor assembly 201, absorbs the waste heat of the motor assembly 201, and then flows through the battery cooling plate 102. The two-phase working fluid flows through the battery cooling plate 102, absorbs the waste heat of the battery 101 and the waste heat of the single-phase working fluid in the battery cooling plate 102, and finally flows into the air conditioning module 30, thereby increasing the efficiency of the heat pump operation of the air conditioner and reducing the heating energy consumption of the passenger compartment.

[0090] This mode is suitable for situations where there is a heating request in the passenger compartment and the ambient temperature is low (such as <15°C), especially when the ambient temperature is so low that the heating efficiency of the air conditioner is close to 1 (such as <-10°C), and the battery temperature is relatively high (such as >28°C). Generally, the battery will reach a relatively high temperature area in a low temperature environment only after fast charging or during intense driving.

[0091] Specifically, such as Figure 8 and Figure 9As shown, the battery cooling plate 102 can be configured as a multi-layer structure, utilizing this multi-layer structure to form mutually exclusive flow channels. In other words, mutually exclusive flow channels are formed between different layers. This method results in a battery cooling plate 102 with a small overall size and excellent heat exchange performance. The figure shows a first plate layer 1021, a second plate layer 1022, and a third plate layer 1023. The second plate layer 1022 is stacked and fixed between the first plate layer 1021 and the second plate layer 1022. Both the first plate layer 1021 and the second plate layer 1022 are provided with a protrusion a1. A first flow channel b1 is formed between the first plate layer 1021 and the second plate layer 1022, enclosed by the protrusion a1 on the first plate layer 1021 and the second plate layer 1022. A second flow channel b2 is formed between the second plate layer 1022 and the third plate layer 1023, enclosed by the protrusion a1 on the third plate layer 1023 and the second plate layer 1022.

[0092] The protruding directions of the protrusion a1 of the first plate layer 1021 and the protrusion a1 of the third plate layer 1023 may be the same or opposite. Figure 10 In the figure, the convex portion a1 of the first plate layer 1021 and the convex portion a1 of the second plate layer 1022 both protrude away from the second plate layer 1022 , and the protruding directions of the two are opposite. In comparison, the opposite protruding directions are more conducive to improving the structural strength and heat exchange effect of the battery cooling plate 102 .

[0093] In addition, a plurality of pits a2 recessed into the flow channel cavity may be provided on the convex portion a1 of the first plate layer 1021 and the convex portion a1 of the second plate layer 1022 , so as to play a role in flow disturbance, thereby further enhancing the heat exchange effect of the battery cooling plate 102 .

[0094] Preferably, all inlets and outlets of the battery cooling plate 102 are arranged on the same side of the battery cooling plate 102. Figure 8 In the embodiment, the first inlet c1 , the second inlet d1 , the first outlet c2 and the second outlet d2 are all disposed on the same side of the battery cooling plate 102 .

[0095] Preferably, the battery 101 is in close contact with the battery cooling plate 102 to obtain a better heat exchange effect. More preferably, the battery 101 is in close contact with the side of the battery cooling plate 102 where the first flow channel cavity b1 is located, so that the heat exchange effect is better.

[0096] The above describes in detail the automotive thermal management system provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above examples is intended only to facilitate understanding of the method and core concepts of the present invention. It should be noted that those skilled in the art will be able to make various improvements and modifications to the present invention without departing from the principles of the present invention, and such improvements and modifications are also within the scope of protection of the claims of the present invention.

Claims

1. A thermal management system for an automobile, characterized in that: The thermal management system comprises a battery module (10), a motor heat dissipation module (20), and an air conditioning module (30); The battery module (10) comprises a battery (101) and a battery cooling plate (102); the battery cooling plate (102) comprises a first flow channel cavity (b1) and a second flow channel cavity (b2) which are not communicated with each other, a first inlet (c1) and a first outlet (c2) which are communicated with the first flow channel cavity (b1), and a second inlet (d1) and a second outlet (d2) which are communicated with the second flow channel cavity (b2); The first inlet (c1) and the first outlet (c2) are connected to the motor heat dissipation module (20) to form a first circuit, and the second inlet (d1) and the second outlet (d2) are connected to the air conditioning module (30) to form a second circuit. The working medium in the first circuit is a single-phase working medium, and the working medium in the second circuit is a two-phase working medium.

2. The automotive thermal management system according to claim 1, characterized in that: The motor heat dissipation module (20) comprises a motor assembly (201) and a radiator (202) in a cyclical communication; the battery module (10) further comprises a first communication assembly (103), the first inlet (c1) and the first outlet (c2) being in communication with the motor heat dissipation module (20) via the first communication assembly (103); the first communication assembly (103) comprises a three-way valve (1033), a four-way valve (1034), a radiator bypass pipeline (1031), and a first communication pipeline (1032); The two valve ports of the three-way valve (1033) are connected in series between the outlet of the radiator (202) and the inlet of the motor assembly (201), and the other valve port of the three-way valve (1033) is connected to the first outlet (c2) of the battery cooling plate (102); the two valve ports of the four-way valve (1034) are connected in series between the outlet of the radiator (202) and the three-way valve (1033), the inlet of the radiator bypass pipeline (1031) is connected to the inlet side of the radiator (202), the outlet of the radiator bypass pipeline (1031) is connected to the other valve port of the four-way valve (1034), and the other valve port of the four-way valve (1034) is connected to the first inlet (c1) of the battery cooling plate (102) through the first connecting pipeline (1032).

3. The automotive thermal management system according to claim 2, characterized in that: The battery module (10) further includes a heater (105), and the heater (105) is connected to the first connecting pipe (1032).

4. The automotive thermal management system according to any one of claims 1 to 3, characterized in that: The air conditioning module (30) includes an in-vehicle evaporator (304); the battery module (10) further includes a second communication component (104), and the second inlet (d1) and the second outlet (d2) are connected to the air conditioning module (30) via the second communication component (104); The second connecting component (104) includes a second connecting pipe (1041), a third connecting pipe (1042) and a first expansion valve (1043). The second inlet (d1) and the second outlet (d2) of the battery cooling plate (102) are connected to the inlet side and the outlet side of the in-vehicle evaporator (304) through the second connecting pipe (1041) and the third connecting pipe (1042), respectively, so that the battery cooling plate (102) and the in-vehicle evaporator (304) are connected in parallel. The first expansion valve (1043) is connected to the second connecting pipe (1041).

5. The automotive thermal management system according to claim 4, characterized in that: The air conditioning module (30) further comprises an in-vehicle condenser (305), the outlet of the in-vehicle condenser (305) being connected to the second connecting pipe (1041), and the inlet of the in-vehicle condenser being connected to the outlet side of the compressor (301) of the air conditioning module (30).

6. The automotive thermal management system according to claim 5, characterized in that: The second communication module further comprises a regenerator (106), wherein the regenerator (106) is connected to the second communication pipeline (1041) and is also connected to the inlet side of the first expansion valve (1043) on the third communication pipeline (1042).

7. The automotive thermal management system according to claim 6, characterized in that: The second communication module further comprises a first solenoid valve (1044) and a first one-way valve (1045), wherein the first solenoid valve (1044) is connected to the inlet side of the regenerator (106) on the second communication pipeline (1041), and the first one-way valve (1045) is connected to the outlet side of the regenerator (106) on the third communication pipeline (1042).

8. The automotive thermal management system according to any one of claims 1 to 3, characterized in that: The thermal management system further includes an engine cooling module (40), and the battery cooling plate (102) further includes a third flow channel cavity, a third inlet (e1) and a third outlet (e2) connected to the third flow channel cavity, the third flow channel cavity being disconnected from the first flow channel cavity (b1) and the second flow channel cavity (b2); the third inlet (e1) and the third outlet (e2) are connected to the engine cooling module (40) to form a third circuit.

9. The automotive thermal management system according to any one of claims 1 to 3, characterized in that: The battery cooling plate (102) includes a first plate layer (1021), a second plate layer (1022) and a third plate layer (1023) stacked in sequence, wherein the first plate layer (1021) and the second plate layer (1022) are both provided with a convex portion (a1), the first flow channel cavity (b1) is formed by the convex portion (a1) of the first plate layer (1021) and the second plate layer (1022), and the second flow channel cavity (b2) is formed by the convex portion (a1) of the third plate layer (1023) and the second plate layer (1022).

10. The automotive thermal management system according to claim 9, characterized in that: The protruding directions of the convex portion (a1) of the first plate layer (1021) and the convex portion (a1) of the second plate layer (1022) are opposite.

11. The automotive thermal management system according to any one of claims 1 to 3, characterized in that: All inlets and outlets of the battery cooling plate (102) are arranged on the same side of the battery cooling plate (102).

12. The automotive thermal management system according to any one of claims 1 to 3, characterized in that: The battery (101) is in close contact with a side of the battery cooling plate (102) where the first flow channel cavity (b1) is located.

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