Battery thermal management systems and electric vehicles

Abstract

The present application provides a battery thermal management system and an electric vehicle, including a refrigerant circuit and a battery coolant circuit. The refrigerant circuit and the battery coolant circuit achieve heat exchange through a battery heat exchanger. The refrigerant circuit includes a compressor, an outdoor heat exchanger, and a first common rail pipeline. The refrigerant inlet of each heat exchanger selectively communicates with the outlet of the compressor or with the outlet throttle of the first common rail pipeline. The refrigerant outlet of each heat exchanger selectively communicates with the inlet of the compressor or with the inlet of the first common rail pipeline. The battery thermal management system has a battery cooling mode and / or a battery heating mode. By achieving heat exchange between the refrigerant circuit and the battery coolant circuit through the battery heat exchanger, the battery coolant circuit can be used to heat or cool the battery pack, thereby achieving thermal management of the battery pack, good energy utilization, low energy consumption, and a simplified system structure.

Description

Technical Field

[0001] The present application relates to the field of thermal management, and more specifically, to a battery thermal management system and an electric vehicle. Background Art

[0002] In the field of new energy vehicles, battery thermal management is often required to ensure normal operation. During this process, dedicated cold sources are required for cooling and dedicated heat sources are required for heating. This prevents the use of the inherent advantages of heat pump systems (the operating temperature range of heat pumps) for battery thermal management, resulting in poor energy utilization and high energy consumption. Summary of the Invention

[0003] The purpose of the embodiments of the present application is to provide a battery thermal management system and an electric vehicle that can improve the problems of poor energy utilization and high energy consumption.

[0004] In order to achieve the above objectives, the embodiments of the present application are implemented in the following manner:

[0005] An embodiment of the present application provides a battery thermal management system, including a refrigerant circuit and a battery coolant circuit, wherein the refrigerant circuit and the battery coolant circuit achieve heat exchange through a battery heat exchanger, wherein the refrigerant circuit includes a compressor, an outdoor heat exchanger, and a first common rail pipeline, wherein the refrigerant inlet of each heat exchanger is selectively connected to the outlet of the compressor or to the outlet throttle of the first common rail pipeline, and the refrigerant outlet of each heat exchanger is selectively connected to the inlet of the compressor or to the inlet of the first common rail pipeline; the battery thermal management system has a battery cooling mode and / or a battery heating mode; in the battery cooling mode, the compressor The outlet is communicated with the refrigerant inlet of the outdoor heat exchanger, the refrigerant outlet of the outdoor heat exchanger is communicated with the inlet of the first common rail pipeline, the outlet of the first common rail pipeline is throttledly communicated with the refrigerant inlet of the battery heat exchanger, and the refrigerant outlet of the battery heat exchanger is communicated with the inlet of the compressor; in the battery heating mode, the outlet of the compressor is communicated with the refrigerant inlet of the battery heat exchanger, the refrigerant outlet of the battery heat exchanger is communicated with the inlet of the first common rail pipeline, the outlet of the first common rail pipeline is throttledly communicated with the refrigerant inlet of the outdoor heat exchanger, and the refrigerant outlet of the outdoor heat exchanger is communicated with the inlet of the compressor.

[0006] In the above-mentioned embodiment, the battery thermal management system can realize heat exchange between the refrigerant circuit and the battery coolant circuit through the battery heat exchanger. In this way, the battery coolant circuit can be used to heat or cool the battery pack, thereby realizing thermal management of the battery pack, having good energy utilization, low energy consumption, and simplifying the structure of the system.

[0007] In some optional embodiments, the battery coolant circuit includes a liquid pump and a battery pack;

[0008] The channel for conveying the coolant in the liquid pump is in communication with the battery coolant circuit;

[0009] The channel for conveying the cooling liquid in the battery pack is in communication with the battery cooling liquid circuit.

[0010] In the above embodiment, the liquid pump can provide circulation power for the coolant in the battery coolant loop, thereby cooling or heating the battery pack.

[0011] In some optional embodiments, the battery coolant loop further includes a heating module for heating the coolant in the battery coolant loop.

[0012] In the above embodiment, the heating module can heat the coolant in the battery coolant circuit, which is beneficial to improving the heating efficiency in the battery heating mode.

[0013] In some optional embodiments, the battery thermal management system further includes a control module and a temperature sensor, wherein the temperature sensor is used to collect temperature data of the battery pack;

[0014] In the battery heating mode, the control module is used to control the heating module to heat when the temperature data is less than or equal to a first preset temperature;

[0015] The control module is further configured to control the heating module to stop heating when the temperature data is greater than or equal to a second preset temperature, where the second preset temperature is greater than the first preset temperature.

[0016] In the above embodiment, the heating module can heat the coolant when the temperature data is less than or equal to the first preset temperature, which is conducive to achieving precise control of heating.

[0017] In some optional embodiments, the battery thermal management system further includes a control module and a temperature sensor, wherein the temperature sensor is used to collect temperature data of the battery pack;

[0018] The control module is configured to control the battery thermal management system to enter the battery heating mode when the temperature data is less than or equal to a third preset temperature;

[0019] Alternatively, the control module is further configured to control the battery thermal management system to enter the battery cooling mode when the temperature data is greater than or equal to a fourth preset temperature, and the fourth preset temperature is greater than the third preset temperature.

[0020] In the above embodiment, the control module can accurately control the battery thermal management system to perform heating or cooling based on the third preset temperature and the fourth preset temperature, thereby avoiding abnormal temperature of the battery pack.

[0021] In some optional embodiments, the battery coolant circuit further includes an expansion container, which is in communication with a channel of the battery coolant circuit and is used to store coolant.

[0022] In the above embodiment, the expansion container can provide a buffer space for the refrigerant in the battery coolant circuit during the heating and expansion process, thereby preventing the coolant from affecting the normal operation of the system due to the volume expansion after heating.

[0023] In some optional embodiments, the refrigerant circuit further includes a plurality of inlet valve assemblies, each of the inlet valve assemblies corresponding to the heat exchanger, each of the inlet valve assemblies including a valve body and a valve core, the valve body having a first inlet, a second inlet, and an outlet, the valve core being disposed within the valve body, and the valve core being configured to control the outlet of the valve body to selectively communicate with the first inlet or with the second inlet through a throttle hole;

[0024] The outlet of each inlet valve assembly is communicated with the refrigerant inlet of the corresponding heat exchanger, the first inlet of each inlet valve assembly is communicated with the outlet of the compressor, and the second inlet of each inlet valve assembly is communicated with the outlet of the first common rail line.

[0025] In some optional embodiments, the refrigerant circuit further includes a plurality of first switching devices and a plurality of second switching devices;

[0026] The first switch device, the second switch device and the heat exchanger correspond one to one;

[0027] The inlet of each first switching device is connected to the refrigerant outlet of the corresponding heat exchanger, and the outlet of each first switching device is connected to the inlet of the first common rail pipeline;

[0028] The inlet of each second switching device is communicated with the refrigerant outlet of the corresponding heat exchanger, and the outlet of each second switching device is communicated with the inlet of the compressor.

[0029] In some optional embodiments, there are multiple outdoor heat exchangers.

[0030] In some optional embodiments, in the battery heating and defrosting mode, the outlet of the compressor is respectively connected to the refrigerant inlet of the battery heat exchanger and the refrigerant inlet of part of the outdoor heat exchanger, the refrigerant outlet of the part of the outdoor heat exchanger and the refrigerant outlet of the battery heat exchanger are connected to the inlet of the first common rail pipeline, the outlet of the first common rail pipeline is throttledly connected to the refrigerant inlet of another part of the outdoor heat exchanger, and the refrigerant outlet of the other part of the outdoor heat exchanger is connected to the inlet of the compressor.

[0031] In the above embodiment, in the case of multiple outdoor heat exchangers, when defrosting is required, some outdoor heat exchangers can be used to circulate high-temperature and high-pressure refrigerant for defrosting, and some outdoor heat exchangers can be used to circulate low-temperature and low-pressure refrigerant after throttling expansion. In this way, the purpose of defrosting without stopping the machine can be achieved.

[0032] In some optional embodiments, the refrigerant circuit further includes an indoor heat exchanger;

[0033] In the indoor cooling mode, the outlet of the compressor is connected to the refrigerant inlet of the outdoor heat exchanger, the refrigerant outlet of the outdoor heat exchanger is connected to the inlet of the first common rail pipeline, the outlet of the first common rail pipeline is connected to the refrigerant inlet of the indoor heat exchanger in a throttling manner, and the refrigerant outlet of the indoor heat exchanger is connected to the inlet of the compressor;

[0034] In the indoor heating mode, the outlet of the compressor is connected to the refrigerant inlet of the indoor heat exchanger, the refrigerant outlet of the indoor heat exchanger is connected to the inlet of the first common rail pipeline, the outlet of the first common rail pipeline is throttledly connected to the refrigerant inlet of the outdoor heat exchanger, and the refrigerant outlet of the outdoor heat exchanger is connected to the inlet of the compressor.

[0035] In the above embodiment, the indoor heat exchanger and the battery heat exchanger reuse the outdoor heat exchanger. This is beneficial for cooling the battery / indoor when a common heat source is used, and for heating the battery / indoor when a common heat source is used, thereby simplifying the system structure and reducing costs.

[0036] In some optional embodiments, the battery coolant circuit includes a liquid pump and a coolant pipeline; a channel for conveying coolant in the liquid pump is connected to the coolant pipeline, and the coolant pipeline is used to contact a target object requiring thermal management.

[0037] The present application also provides an electric vehicle, comprising a vehicle body and the above-mentioned battery thermal management system, wherein the battery thermal management system is arranged in the vehicle body. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0039] Figure 1 This is one of the structural diagrams of the battery thermal management system provided in an embodiment of the present application.

[0040] Figure 2 A schematic diagram of the refrigerant flow in the battery thermal management system provided in an embodiment of the present application in battery cooling mode.

[0041] Figure 3 A schematic diagram of the refrigerant flow in the battery thermal management system provided in an embodiment of the present application in battery heating mode.

[0042] Figure 4 This is the second structural diagram of the battery thermal management system provided in an embodiment of the present application.

[0043] Figure 5 This is the third structural diagram of the battery thermal management system provided in an embodiment of the present application.

[0044] Figure 6 This is the fourth structural diagram of the battery thermal management system provided in an embodiment of the present application.

[0045] Figure 7A A schematic structural diagram of an inlet valve assembly with a valve core in a first position provided in an embodiment of the present application.

[0046] Figure 7B A schematic structural diagram of an inlet valve assembly with a valve core in a second position provided in an embodiment of the present application.

[0047] Figure 8A A schematic structural diagram of an outlet valve assembly with a valve core in a first position provided in an embodiment of the present application.

[0048] Figure 8B A schematic structural diagram of an outlet valve assembly with a valve core in a second position provided in an embodiment of the present application.

[0049] Icons: 10-battery thermal management system; 20-compressor; 31-second common rail pipeline; 33-first common rail pipeline; 34-third common rail pipeline; 41-regenerator; 42-high-pressure tank; 43-low-pressure tank; 44-pressure regulating valve; 45-constant pressure valve; 46-check valve; 50-battery heat exchange assembly; 51-first battery heat exchanger; 52-second battery heat exchanger; 60-outdoor heat exchange assembly; 61-first outdoor heat exchanger; 62-second outdoor heat exchanger; 7 1-outdoor fan; 72-indoor fan; 81-liquid pump; 82-battery pack; 83-heating module; 84-expansion vessel; 90-indoor heat exchange assembly; 91-first indoor heat exchanger; 110-first inlet valve assembly; 111-first inlet; 112-second inlet; 113-outlet; 120-second inlet valve assembly; 121-first inlet; 122-second inlet; 123-outlet; 130-third inlet valve assembly; 131-first inlet Inlet; 132-second inlet; 133-outlet; 140-fourth inlet valve assembly; 141-first inlet; 142-second inlet; 143-outlet; 210-first outlet valve assembly; 211-inlet; 212-first outlet; 213-second outlet; 220-second outlet valve assembly; 221-inlet; 222-first outlet; 223-second outlet; 230-third outlet valve assembly; 231-inlet; 232-first outlet; 2 33-second outlet; 240-fourth outlet valve assembly; 241-inlet; 242-first outlet; 243-second outlet; 460-inlet valve assembly; 461-valve body; 4610-throttle hole; 4611-second inlet; 4612-first inlet; 4613-outlet; 462-valve core; 480-outlet valve assembly; 481-valve body; 4811-first outlet; 4812-second outlet; 4813-inlet; 482-valve core. DETAILED DESCRIPTION

[0050] The following describes the technical solutions in the embodiments of the present application in conjunction with the accompanying drawings. It should be noted that the terms "first" and "second" are used only to distinguish descriptions and should not be understood as indicating or implying relative importance. The following embodiments and features in the embodiments may be combined with each other unless there is a conflict.

[0051] First embodiment

[0052] Please refer to Figure 1The present application provides a battery thermal management system 10, which can be used in a device or tool having a battery pack 82 to regulate the temperature of the battery pack 82. For example, the battery thermal management system 10 can be used in vehicles such as electric vehicles and electric ships that have a battery pack 82. The working modes of the battery thermal management system 10 may include but are not limited to a battery cooling mode, a battery heating mode, etc. It should be noted that the battery thermal management system 10 can also be used in other scenarios to regulate the temperature of objects or equipment that require thermal management. The application scenarios of the battery thermal management system 10 are not specifically limited here.

[0053] The battery pack 82 may include one or more single cells. Multiple cells may be connected in series or in parallel, or a combination of these, to form a package structure. The number and connection relationship of the single cells included in the battery pack 82 can be flexibly configured and are not specifically limited herein. Furthermore, the single cells may be, but are not limited to, lithium-ion batteries, and the model and type of the single cells are not specifically limited herein.

[0054] In this embodiment, the battery thermal management system 10 may include a refrigerant circuit and a battery coolant circuit, and the refrigerant circuit and the battery coolant circuit realize heat exchange through a battery heat exchanger. The battery heat exchanger may include a first battery heat exchanger 51 and a second battery heat exchanger 52. The first battery heat exchanger 51 is arranged in the refrigerant circuit for circulating refrigerant. The second battery heat exchanger 52 is arranged in the battery coolant circuit for circulating coolant. In addition, the first battery heat exchanger 51 and the second battery heat exchanger 52 may exist independently or in the form of components. For example, the first battery heat exchanger 51 and the second battery heat exchanger 52 are combined to form an integral component, namely the battery heat exchange assembly 50.

[0055] Understandably, in the first battery heat exchanger 51, the inlet of the first battery heat exchanger 51 is the refrigerant inlet, and the outlet of the first battery heat exchanger 51 is the refrigerant outlet. In the second battery heat exchanger 52, the inlet of the second battery heat exchanger 52 is the coolant inlet, and the outlet of the second battery heat exchanger 52 is the coolant outlet. The refrigerant and coolant can be flexibly selected based on actual conditions. For example, the coolant can be, but is not limited to, water, cooling oil, etc.

[0056] The refrigerant circuit may include a compressor 20, an outdoor heat exchange assembly 60, and a first common rail line 33. The outdoor heat exchange assembly 60 may include one or more outdoor heat exchangers. The refrigerant circuit may further include a second common rail line 31 and a third common rail line 34.

[0057] In the outdoor heat exchanger and the battery heat exchanger, the refrigerant inlet of each heat exchanger is selectively connected to the outlet of the compressor 20 or the outlet throttle of the first common rail line 33, and the refrigerant outlet of each heat exchanger is selectively connected to the inlet of the compressor 20 or the inlet of the first common rail line 33.

[0058] The refrigerant circuit may further include multiple first switching devices, multiple second switching devices, and multiple throttling devices. The number of first switching devices, second switching devices, and throttling devices can be flexibly set and is not specifically limited here. In addition, the first switching devices, second switching devices, and throttling devices can be controlled by the control module to open or close the valve channel.

[0059] The first switching device may be, but is not limited to, a one-way stop valve, which is a one-way flow stop valve used to prevent the refrigerant from flowing back. The second switching device may be, but is not limited to, a stop valve, which can be used to control the opening or closing of a channel. The throttling device may be, but is not limited to, an expansion valve or an injection valve. Among them, the injection valve can deliver the refrigerant in a pulsed injection manner. The control module can adjust the cumulative time of the injection valve spraying the refrigerant within a preset time period to achieve flow rate / flow rate adjustment. The flow rate is the average flow rate of the refrigerant delivered within the preset time period, and the flow rate is the total flow rate of the refrigerant delivered within the preset time period. The preset time period can be flexibly determined according to actual conditions. In this embodiment, the use of an injection valve to deliver the refrigerant is conducive to the precise adjustment of the refrigerant flow rate / flow rate.

[0060] The second switch device and the throttling device can exist independently or be combined into an inlet valve assembly. The first switch device and the second switch device can exist independently or be combined into an outlet valve assembly.

[0061] For example, the structure of the inlet valve assembly can be seen in Figure 7A and Figure 7B In the inlet valve assembly 460, the valve body 461 is provided with a second inlet 4611, a first inlet 4612 and an outlet 4613. The valve core 462 is movably disposed in the valve body 461 and has a first position and a second position.

[0062] When the valve core 462 is in the first position, Figure 7A As shown, the second inlet 4611 is connected to the outlet 4613 through the throttle hole 4610, and the first inlet 4612 and the outlet 4613 are separated by the valve core 462. When the valve core 462 is in the second position, as shown in FIG. Figure 7B As shown, the first inlet 4612 is connected to the outlet 4613 , and the second inlet 4611 is separated from the outlet 4613 by the valve core 462 .

[0063] For example, the structure of the outlet valve assembly can be seen in Figure 8A and Figure 8B In the outlet valve assembly 480, the valve body 481 is provided with a first outlet 4811, a second outlet 4812 and an inlet 4813. The valve core 482 is movably provided in the valve body 481 and has a first position and a second position.

[0064] When the valve core 482 is in the first position, as shown in FIG. Figure 8A As shown, the first outlet 4811 is connected to the inlet 4813, and the second outlet 4812 is separated from the inlet 4813 by the valve core 482. When the valve core 482 is in the second position, as shown in FIG. Figure 8B As shown, the second outlet 4812 is connected to the inlet 4813 , and the first outlet 4811 and the inlet 4813 are separated by the valve core 482 .

[0065] In each heat exchanger of the first battery heat exchanger 51 and the outdoor heat exchange assembly 60 , each heat exchanger corresponds to one inlet valve assembly and one outlet valve assembly.

[0066] In each inlet valve assembly, the inlet of the second switching device communicates with the outlet of the second common rail line 31, and the outlet of the second switching device communicates with the inlet of the corresponding heat exchanger. The inlet of the throttling device communicates with the outlet of the first common rail line 33, and the outlet of the throttling device communicates with the inlet of the corresponding heat exchanger.

[0067] In each outlet valve assembly, the inlet of the first switching device is connected to the refrigerant outlet of the corresponding heat exchanger, and the outlet of the first switching device is connected to the inlet of the first common rail line 33. The inlet of the second switching device is connected to the refrigerant outlet of the corresponding heat exchanger, and the outlet of the second switching device is connected to the inlet of the compressor 20.

[0068] The battery coolant circuit may include a liquid pump 81 and a battery pack 82. The outlet of the liquid pump 81 is connected to the coolant inlet of the battery heat exchange assembly 50, and the coolant outlet of the battery heat exchange assembly 50 is connected to the inlet of the liquid pump 81.

[0069] The battery pack 82 is connected between the outlet of the liquid pump 81 and the coolant inlet of the battery heat exchange assembly 50, or between the coolant outlet of the battery heat exchange assembly 50 and the inlet of the liquid pump 81. It can be understood that the battery pack 82 has a coolant pipe, which is part of the pipeline in the battery coolant circuit. The coolant pipe serves as a channel for circulating coolant, and the channel is connected to the channel for circulating coolant in the liquid pump. The coolant in the battery coolant circuit can undergo heat exchange in the battery heat exchanger, and the coolant that completes the heat exchange can circulate in the circuit driven by the liquid pump 81 to heat or cool the single cells in the battery pack 82.

[0070] In order to facilitate understanding of the connection relationship between the compressor 20, the valve assembly, the heat exchanger and the common rail pipeline, for example, please refer to Figure 1 In the battery thermal management system 10, the battery heat exchange assembly 50 includes a first battery heat exchanger 51 and a second battery heat exchanger 52. The outdoor heat exchange assembly 60 includes a first outdoor heat exchange assembly 60. The refrigerant circuit also includes a first inlet valve assembly 110, a first outlet valve assembly 210, a second inlet valve assembly 120, and a second outlet valve assembly 220.

[0071] The outlet of the compressor 20 is connected to the inlet of the second common rail pipeline 31, the first inlet 111 of the first inlet valve assembly 110 and the first inlet 121 of the second inlet valve assembly 120 are both connected to the second common rail pipeline 31, and the second inlet 112 of the first inlet valve assembly 110 and the second inlet 132 of the second inlet valve assembly 120 are both connected to the first common rail pipeline 33.

[0072] The outlet 113 of the first inlet valve assembly 110 communicates with the refrigerant inlet of the first battery heat exchanger 51. The outlet of the first battery heat exchanger 51 communicates with the inlet 211 of the first outlet valve assembly 210. The first outlet 212 of the first outlet valve assembly 210 communicates with the first common rail line 33. The second outlet 213 of the first outlet valve assembly 210 communicates with the third common rail line 34. The outlet of the third common rail line 34 communicates with the inlet of the compressor 20.

[0073] The outlet 123 of the second inlet valve assembly 120 is connected to the inlet of the first outdoor heat exchanger 61, the outlet of the first outdoor heat exchanger 61 is connected to the inlet 221 of the second outlet valve assembly 220, the first outlet 222 of the second outlet valve assembly 220 is connected to the first common rail pipeline 33, and the second outlet 223 of the second outlet valve assembly 220 is connected to the third common rail pipeline 34.

[0074] The second switching device (e.g., a stop valve) is provided between the first inlet 111 and the outlet 113 of the first inlet valve assembly 110 to control the opening or closing of the passage between the first inlet 111 and the outlet 113. The throttling device (e.g., an expansion valve or an injection valve) is provided between the second inlet 112 and the outlet 113 of the first inlet valve assembly 110.

[0075] The first switching device (e.g., a one-way stop valve) is provided between the inlet 211 and the first outlet 212 of the first outlet valve assembly 210 to control the opening or closing of the passage between the inlet 211 and the first outlet 212. The second switching device (e.g., a stop valve) is provided between the inlet 211 and the second outlet 213 of the first outlet valve assembly 210.

[0076] The second switch device is provided between the first inlet 121 and the outlet 123 of the second inlet valve assembly 120 to control the opening or closing of the passage between the first inlet 121 and the outlet 123. The throttling device is provided between the second inlet 122 and the outlet 123 of the second inlet valve assembly 120.

[0077] The first switch device is provided between the inlet 221 and the first outlet 222 of the second outlet valve assembly 220 to control the opening or closing of the passage between the inlet 221 and the first outlet 222. The second switch device is provided between the inlet 221 and the second outlet 223 of the second outlet valve assembly 220.

[0078] In the battery cooling mode, the outlet of the compressor 20 is connected to the refrigerant inlet of the outdoor heat exchanger, the refrigerant outlet of the outdoor heat exchanger is connected to the inlet of the first common rail pipeline 33, the outlet of the first common rail pipeline 33 is throttledly connected to the refrigerant inlet of the battery heat exchange assembly 50, and the refrigerant outlet of the battery heat exchange assembly 50 is connected to the inlet of the compressor 20.

[0079] For example, please refer to Figure 2 In cooling mode, the control module can control various valve components to be in the state corresponding to the cooling mode. The direction indicated by the arrow in the refrigerant circuit is the direction of refrigerant flow.

[0080] For example, in the first inlet valve assembly 110 , the second switching device between the first inlet 111 and the outlet 113 closes the passage, and the throttling device between the second inlet 112 and the outlet 113 is in an open state.

[0081] In the first outlet valve assembly 210, the first switch device between the inlet 211 and the first outlet 212 is in a closed state to close the passage between the inlet 211 and the first outlet 212. The second switch device between the inlet 211 and the second outlet 213 is in an open state to open the passage between the inlet 211 and the second outlet 213.

[0082] In the second inlet valve assembly 120 , the second switch device between the first inlet 121 and the outlet 123 opens the channel, and the throttling device between the second inlet 122 and the outlet 123 is in a closed state.

[0083] In the second outlet valve assembly 220, the first switch device between the inlet 221 and the first outlet 222 is in an open state to open the passage between the inlet 221 and the first outlet 222. The second switch device between the inlet 221 and the second outlet 223 is in a closed state to close the passage between the inlet 221 and the second outlet 223.

[0084] Please refer again Figure 2 In the battery cooling process of the battery thermal management system 10, the process of implementing the refrigeration cycle is:

[0085] In the refrigerant circuit, low-temperature, low-pressure refrigerant enters the inlet of compressor 20 and, after being compressed by compressor 20, becomes high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant flows from the outlet of compressor 20 into the second common rail line 31. It is then transported through the second inlet valve assembly 120 to the inlet of the first outdoor heat exchanger 61, where it releases some of its heat. From the outlet of the first outdoor heat exchanger 61, it is output through the second outlet valve assembly 220 to the first common rail line 33. The refrigerant is then throttled and expanded by the throttling device of the first inlet valve assembly 110 before being transported to the first battery heat exchanger 51. During this process, the high-temperature, high-pressure refrigerant undergoes throttling expansion, absorbing heat from the second battery heat exchanger 52 in the battery coolant circuit through the first battery heat exchanger 51. At this point, the first battery heat exchanger 51 acts as a cold source, thereby cooling the coolant in the second battery heat exchanger 52. In the battery coolant circuit, after the coolant is cooled, it can be transported by the liquid pump 81 to cool the battery pack 82, thereby achieving the purpose of battery cooling.

[0086] Furthermore, in the refrigerant circuit, the throttled and expanded refrigerant in the first battery heat exchanger 51 is output to the third common rail line 34 via the first outlet valve assembly 210. At this point, the refrigerant in the third common rail line 34 is at a low temperature and low pressure. Finally, the refrigerant is delivered to the inlet of the compressor 20 via the third common rail line 34, completing one refrigeration cycle. Subsequent cooling begins the next refrigeration cycle, which will not be further described here.

[0087] In the battery heating mode, the outlet of the compressor 20 is connected to the refrigerant inlet of the battery heat exchange assembly 50, the refrigerant outlet of the battery heat exchange assembly 50 is connected to the inlet of the first common rail pipeline 33, the outlet of the first common rail pipeline 33 is throttledly connected to the refrigerant inlet of the outdoor heat exchanger, and the refrigerant outlet of the outdoor heat exchanger is connected to the inlet of the compressor 20.

[0088] For example, please refer to Figure 3 In the first inlet valve assembly 110 , the second switch device between the first inlet 111 and the outlet 113 opens the channel, and the throttling device between the second inlet 112 and the outlet 113 is in a closed state.

[0089] In the first outlet valve assembly 210, the first switch device between the inlet 211 and the first outlet 212 is in an open state to open the passage between the inlet 211 and the first outlet 212. The second switch device between the inlet 211 and the second outlet 213 is in a closed state to close the passage between the inlet 211 and the second outlet 213.

[0090] In the second inlet valve assembly 120 , the second switch device between the first inlet 121 and the outlet 123 closes the passage, and the throttling device between the second inlet 122 and the outlet 123 is in an open state;

[0091] In the second outlet valve assembly 220, the first switch device between the inlet 221 and the first outlet 222 is in a closed state to close the passage between the inlet 221 and the first outlet 232. The second switch device between the inlet 221 and the second outlet 223 is in an open state to open the passage between the inlet 221 and the second outlet 223.

[0092] Please refer again Figure 3 In the heating process of the battery thermal management system 10, the process of realizing the heating cycle is:

[0093] In the refrigerant circuit, low-temperature, low-pressure refrigerant enters the inlet of the compressor 20. After being compressed by the compressor 20, it becomes high-temperature, high-pressure refrigerant. The high-temperature, high-pressure refrigerant flows from the outlet of the compressor 20 into the second common rail pipeline 31; then, it is transported to the inlet of the first battery heat exchanger 51 through the first inlet valve assembly 110. The first battery heat exchanger 51 releases the heat of the refrigerant to heat the coolant in the second battery heat exchanger 52 in the battery coolant circuit. At this time, the first battery heat exchanger 51 can serve as a heat source. In the battery coolant circuit, the heated coolant can be driven by the liquid pump 81 and transported to the coolant pipeline of the battery pack 82, thereby heating the battery pack 82. In addition, in the refrigerant circuit, the refrigerant is output from the outlet of the first battery heat exchanger 51 to the first common rail pipeline 33 via the first outlet valve assembly 210; then, the refrigerant is throttled and expanded by the throttling device of the second inlet valve assembly 120 and delivered to the first outdoor heat exchanger 61. In the process of delivering the refrigerant to the first outdoor heat exchanger 61, the high-temperature and high-pressure refrigerant is throttled and expanded, thereby absorbing heat from the external environment with the cooperation of the outdoor fan 71. The throttled and expanded refrigerant in the first outdoor heat exchanger 61 is output to the third common rail pipeline 34 via the second outlet valve assembly 220. At this time, the refrigerant in the third common rail pipeline 34 is in a low-temperature and low-pressure state; finally, the refrigerant is delivered to the inlet of the compressor 20 through the third common rail pipeline 34, completing a heating cycle. When heating is subsequently performed, the next heating cycle will be carried out, which will not be repeated here.

[0094] It should be noted that in battery cooling mode or battery heating mode, the flow direction of the coolant in the second battery heat exchanger 52 can be the same as or opposite to the flow direction of the refrigerant in the first battery heat exchanger 51. When the refrigerant and coolant flow in opposite directions in the battery heat exchanger, the heat exchange efficiency between the refrigerant and coolant is improved.

[0095] Second embodiment

[0096] Please refer to Figure 4 The frame structure of the battery thermal management system 10 provided in the second embodiment is similar to that in the first embodiment. Figure 1 The battery thermal management system 10 of the second embodiment is similar to that shown in FIG. 8 , except that the battery coolant circuit may further include a heating module 83 .

[0097] In this embodiment, the heating module 83 may be, but is not limited to, a heating wire, a heating plate, a PTC (Positive Temperature Coefficient) heater, or other modules, and may be used to heat the coolant in the battery coolant circuit. For example, in battery heating mode, the heating module 83 may be turned on or off based on actual needs. In the battery thermal management system 10, the heating module 83 may be used as a heat source to heat the coolant, or both the heating module 83 and the first battery heat exchanger 51 may be used as heat sources to heat the coolant.

[0098] As an optional implementation, the battery thermal management system 10 may further include a control module and a temperature sensor, where the temperature sensor is used to collect temperature data of the battery pack 82 .

[0099] In the battery heating mode, the control module is configured to control the heating module 83 to heat when the temperature data is less than or equal to a first preset temperature.

[0100] The control module may also be configured to control the heating module 83 to stop heating when the temperature data is greater than or equal to a second preset temperature, where the second preset temperature is greater than the first preset temperature.

[0101] The temperature range within which the battery pack 82 can operate normally can be determined based on actual conditions. For ease of description, this temperature range may be referred to as a designated temperature range. The first preset temperature may be the minimum value within the designated temperature range, or slightly greater than the minimum value. The second preset temperature may be greater than the first preset temperature and less than the maximum value within the designated temperature range.

[0102] When the temperature data of the battery pack 82 is less than or equal to the first preset temperature, the heating module 83 is controlled to heat, so as to increase the temperature of the battery pack 82 and prevent the battery pack 82 from being unable to operate normally due to too low a temperature.

[0103] During the heating process of the heating module 83, when the temperature data of the battery pack 82 is greater than or equal to the second preset temperature, the heating module 83 is controlled to stop heating to avoid wasting electricity by heating when the temperature of the battery pack 82 is normal. In addition, it can also prevent the temperature of the battery pack 82 from being too high and affecting the normal charging and discharging of the battery pack 82.

[0104] In this embodiment, based on the first preset temperature and the second preset temperature, the battery pack 82 can be accurately heated to avoid the battery pack 82 being too cold or to avoid wasting electricity by heating the battery pack 82 when the temperature is normal.

[0105] As an optional implementation manner, the control module is configured to control the battery thermal management system 10 to enter the battery heating mode when the temperature data is less than or equal to a third preset temperature.

[0106] Alternatively, the control module is further configured to control the battery thermal management system 10 to enter the battery cooling mode when the temperature data is greater than or equal to a fourth preset temperature, and the fourth preset temperature is greater than the third preset temperature.

[0107] The third preset temperature may be the minimum value in the above-mentioned specified temperature range, or slightly greater than the minimum value. The fourth preset temperature may be the maximum value in the above-mentioned specified temperature range, or slightly less than the maximum value, which is not specifically limited here.

[0108] In the battery cooling mode, the control module may control the heating module 83 to not operate, and the refrigerant circuit and the battery coolant circuit to operate in the cooling process described in the first embodiment.

[0109] In battery heating mode, the control module can control only the electric heating module 83 to operate, while the refrigerant circuit can be disabled. Alternatively, the electric heating module 83 can be disabled, while the refrigerant circuit and the battery coolant circuit can operate in the heating process described in the first embodiment. Alternatively, the heating module 83 can be enabled, while the refrigerant circuit and the battery coolant circuit can operate in the heating process described in the first embodiment. In this way, users can flexibly control the heating power according to heating power consumption requirements to meet the heating power requirements of the battery pack 82 and ensure that the temperature of the battery pack 82 is within the specified temperature range.

[0110] As an optional embodiment, the battery coolant circuit further includes an expansion container 84 , which is in communication with a channel of the battery coolant circuit and is used to store coolant.

[0111] Expansion vessel 84 can be connected to any part of the battery coolant circuit, providing a buffer for thermal expansion and contraction of the coolant. The connection method and location of expansion vessel 84 in the battery coolant circuit are not limited; as long as expansion vessel 84 can communicate with the battery coolant circuit, it will suffice. Expansion vessel 84 can be, but is not limited to, an expansion kettle, as long as it can store coolant.

[0112] As an optional embodiment, the outdoor heat exchange assembly 60 may include multiple indoor heat exchangers. It is understandable that the number of indoor heat exchangers can be flexibly set according to actual conditions and is not specifically limited here.

[0113] For example, please refer to Figure 4 , and the first embodiment Figure 1 In contrast, in the second embodiment, the outdoor heat exchange assembly 60 further includes a second outdoor heat exchanger 62, and the battery thermal management system 10 further includes a third inlet valve assembly 130 and a third outlet valve assembly 230. The structure of the third inlet valve assembly 130 can be the same as that of the second inlet valve assembly 120, and the structure of the third outlet valve assembly 230 can be the same as that of the second outlet valve assembly 220.

[0114] In the third inlet valve assembly 130, the first inlet 131 is in communication with the second common rail line 31, the second inlet 132 is in communication with the first common rail line 33, and the outlet 133 is in communication with the inlet of the second outdoor heat exchanger 62. A second switching device is provided between the first inlet 131 and the outlet 133, and a throttling device is provided between the second inlet 132 and the outlet 133.

[0115] In the third outlet valve assembly 230, the inlet 231 is connected to the outlet of the second outdoor heat exchanger 62, the first outlet 232 is connected to the first common rail line 33, and the second outlet 233 is connected to the third common rail line 34. A first switching device (such as a one-way stop valve) is provided between the inlet 231 and the first outlet 232, and a second switching device (such as a stop valve) is provided between the inlet 231 and the second outlet 233.

[0116] When the outdoor heat exchange assembly 60 includes two or more heat exchangers, in the battery heating mode, if frost is formed in the outdoor heat exchanger, the battery thermal management system 10 can achieve defrosting without stopping the battery.

[0117] In the refrigerant circuit, each outdoor heat exchanger may be provided with a corresponding sensor for detecting the temperature of the outdoor heat exchanger and / or the pressure of the refrigerant in the outdoor heat exchanger. The temperature and / or pressure collected by the sensor may be transmitted to the control module. The control module may determine whether a plurality of outdoor heat exchangers meet the preset defrost conditions based on the temperature, or the pressure, or both the temperature and the pressure. For example, when the temperature of any of the plurality of outdoor heat exchangers is less than or equal to the fifth preset temperature, it is determined that the preset defrost conditions are met. The fifth preset temperature may be the critical frosting temperature, or slightly greater than the critical frosting temperature. When using pressure to determine whether an outdoor heat exchanger meets the preset defrost conditions, the determination method is similar to using temperature to determine whether an outdoor heat exchanger meets the preset defrost conditions, and will not be repeated here. In this way, a frosted outdoor heat exchanger may be defrosted, or an outdoor heat exchanger that is to be frosted may be prevented from frosting.

[0118] Please refer again Figure 4 When the control module determines whether the defrost conditions are met, if it is determined that the first outdoor heat exchanger 61 meets the defrost conditions and there is frost, the first outdoor heat exchanger 61 is defrosted. In the battery heating defrost mode, the defrost process can be:

[0119] Low-temperature, low-pressure refrigerant enters the inlet of compressor 20 and, after being compressed by compressor 20, becomes high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant flows from the outlet of compressor 20 into the second common rail line 31. It is then delivered through the first inlet valve assembly 110 to the inlet of the first battery heat exchanger 51, where it releases heat to heat the coolant in the second battery heat exchanger 52, thereby heating the battery pack 82. Furthermore, the high-temperature, high-pressure refrigerant in the second common rail line 31 is delivered through the second inlet valve assembly 120 to the inlet of the first outdoor heat exchanger 61, where it releases heat to raise the temperature of the first outdoor heat exchanger 61, thereby removing frost from the first outdoor heat exchanger 61.

[0120] Then, the refrigerant is output from the outlet of the first battery heat exchanger 51 to the first common rail pipeline 33 via the first outlet valve assembly 210, and is output from the outlet of the first outdoor heat exchanger 61 to the first common rail pipeline 33 via the second outlet valve assembly 220; then, the refrigerant in the first common rail pipeline 33 is transported to the second outdoor heat exchanger 62 through the throttling device of the third inlet valve assembly 130. In the process of transporting the refrigerant to the second outdoor heat exchanger 62, the high-temperature and high-pressure refrigerant is throttled and expanded, thereby absorbing heat from the external environment with the cooperation of the outdoor fan 71. The refrigerant after throttling expansion in the second outdoor heat exchanger 62 is output to the third common rail pipeline 34 through the third outlet valve assembly 230. At this time, the refrigerant in the third common rail pipeline 34 is in a low-temperature and low-pressure state; finally, the refrigerant is transported to the inlet of the compressor 20 through the third common rail pipeline 34, completing a heating and defrosting cycle. During the defrosting process, the battery thermal management system 10 can realize the circulation of the refrigerant through the second outdoor heat exchanger 62, thereby achieving defrosting without stopping the machine.

[0121] Among them, the control module can determine whether the first outdoor heat exchanger 61 has completed the defrost operation based on the temperature, pressure, or temperature and pressure collected by the sensor on the outdoor heat exchanger. For example, when the temperature of the outdoor heat exchanger is greater than the sixth preset temperature, it is determined that the outdoor heat exchanger has completed the defrost operation. The sixth preset temperature is greater than the fifth preset temperature, that is, greater than the critical frost temperature, and can be set flexibly. When the defrost operation is completed, the defrosting of the first outdoor heat exchanger 61 is stopped, and then it is determined whether other outdoor heat exchangers (such as the second outdoor heat exchanger 62) meet the defrost conditions. When there are still other outdoor heat exchangers that need to be defrosted, the outdoor heat exchangers that meet the defrost conditions are defrosted. When all outdoor heat exchangers do not meet the defrost conditions, at this time, the battery thermal management system 10 can directly enter the battery heating mode without defrosting.

[0122] In this embodiment, when the outdoor heat exchange component 60 includes multiple outdoor heat exchangers, when heating the battery, all outdoor heat exchangers or some outdoor heat exchangers can be selected according to the set method to cooperate with the first battery heat exchanger 51 to heat the battery. When one or some outdoor heat exchangers are frosted due to environmental factors and the action of the refrigerant, the mode is switched to the heating and defrosting mode, and part of the refrigerant in a high-temperature and high-pressure state is input into the frosted outdoor heat exchanger for defrosting. At this time, an unfrosted outdoor heat exchanger (including an outdoor heat exchanger through which no refrigerant flows when the battery is heated) is used to cooperate with the first battery heat exchanger 51 to heat the battery.

[0123] When the outdoor heat exchange assembly 60 includes multiple outdoor heat exchangers, the heat pump system 10 can also operate in natural defrost mode. For example, all or some outdoor heat exchangers can be selected to cooperate with the first battery heat exchanger 51 for battery heating. When one or more outdoor heat exchangers become frosted due to environmental factors and the effects of the refrigerant, the system switches to natural defrost mode. In natural defrost mode, if some outdoor heat exchangers become frosted, the outlet of the first common rail line 33 is connected to the inlet of an unfrosted outdoor heat exchanger in a throttled manner. The outlet of the unfrosted outdoor heat exchanger is connected to the inlet of the compressor 20. The outlet of the compressor 20 is disconnected from the inlet of the frosted outdoor heat exchanger, and the outlet of the first common rail line 33 is also disconnected from the inlet of the frosted outdoor heat exchanger. This allows refrigerant to flow through unfrosted outdoor heat exchangers (including those that do not flow refrigerant during battery heating) while preventing refrigerant from flowing through frosted outdoor heat exchangers, thereby achieving natural defrost.

[0124] It should be understood that in the above solution, the outdoor heat exchanger designated for defrosting (e.g., the first outdoor heat exchanger 61) and the outdoor heat exchanger designated for battery heating in conjunction with the first battery heat exchanger 51 (e.g., the second outdoor heat exchanger 62) should be spatially close. Furthermore, in the design of the outdoor heat exchanger fan, the first outdoor heat exchanger 61 for defrosting can be located upwind of the second outdoor heat exchanger 62 designated for battery heating in conjunction with the first battery heat exchanger 51. This allows the heat energy generated by the first outdoor heat exchanger 61 for defrosting to be effectively transferred to the second outdoor heat exchanger 62 for battery heating in conjunction with the first battery heat exchanger 51, thereby achieving defrosting of the second outdoor heat exchanger 62. In other words, the heat generated by the first outdoor heat exchanger 61 located upwind is used to defrost the second outdoor heat exchanger 62 located downwind.

[0125] As an optional embodiment, the battery thermal management system 10 can utilize the heating module 83 to defrost the outdoor heat exchanger. For example, when the outdoor heat exchanger needs to be defrosted, the control module can control the heating module 83 to turn on to heat the coolant. Heat exchange then occurs between the first battery heat exchanger 51 and the second battery heat exchanger 52. The heated refrigerant in the first battery heat exchanger 51 is then transferred to the outdoor heat exchanger, allowing the outdoor heat exchanger to be defrosted.

[0126] It should be noted that when Figure 4 Under the structural framework of the battery thermal management system 10 shown, in addition to realizing the above-mentioned non-stop defrosting, the control module can also control the battery thermal management system 10 to enter a battery heating mode or a battery cooling mode.

[0127] For example, in the battery heating mode, the control module controls the switches of the first inlet valve assembly 110, the second inlet valve assembly 120, the third inlet valve assembly 130, the first outlet valve assembly 210, the second outlet valve assembly 220, and the third outlet valve assembly 230, so that the inlet of the first battery heat exchanger 51 is connected to the outlet of the second common rail pipeline 31, the outlet of the first battery heat exchanger 51 is connected to the first common rail pipeline 33, the inlet of one or two outdoor heat exchangers of the first outdoor heat exchanger 61 and the second outdoor heat exchanger 62 are connected to the first common rail pipeline 33, and the outlet of the outdoor heat exchanger connected to the first common rail pipeline 33 is connected to the third common rail pipeline 34; in this way, the first battery heat exchanger 51 can be used to circulate high-temperature and high-pressure refrigerant to heat the battery and achieve the heating purpose.

[0128] For another example, in the battery cooling mode, by controlling the switches of various valve components, the inlets of one or both of the first outdoor heat exchanger 61 and the second outdoor heat exchanger 62 can be connected to the second common rail pipeline 31, and the outlet of the outdoor heat exchanger connected to the second common rail pipeline 31 can be connected to the first common rail pipeline 33; the inlet of the first battery heat exchanger 51 can be connected to the outlet of the first common rail pipeline 33, and the outlet of the first battery heat exchanger 51 can be connected to the third common rail pipeline 34. In this way, the first battery heat exchanger 51 can be used to circulate low-temperature and low-pressure refrigerant to cool the battery and achieve the cooling purpose.

[0129] Third embodiment

[0130] Please refer to Figure 5 The frame structure of the battery thermal management system 10 provided in the third embodiment is similar to that in the second embodiment. Figure 4 The battery thermal management system 10 of the third embodiment is similar to the one shown, except that the refrigerant circuit in the third embodiment further includes an indoor heat exchange assembly 90. The indoor heat exchange assembly 90 may include one or more indoor heat exchangers for heating or cooling the interior of the vehicle. For example, the indoor heat exchanger may be used in an electric vehicle to heat or cool the vehicle cabin.

[0131] In addition, the refrigerant circuit further includes an inlet valve assembly and an outlet valve assembly corresponding to the indoor heat exchange assembly 90. In the indoor heat exchange assembly 90, one heat exchanger corresponds to one inlet valve assembly and one outlet valve assembly.

[0132] For example, please refer again to Figure 5 The indoor heat exchange assembly 90 may include a first indoor heat exchanger 91 , and the refrigerant circuit further includes a fourth inlet valve assembly 140 and a fourth outlet valve assembly 240 .

[0133] The outlet 143 of the fourth inlet valve assembly 140 communicates with the inlet of the first indoor heat exchanger 91, the outlet of the first indoor heat exchanger 91 communicates with the inlet 241 of the fourth outlet valve assembly 240, the first outlet 242 of the fourth outlet valve assembly 240 communicates with the first common rail line 33, and the second outlet 243 of the fourth outlet valve assembly 240 communicates with the third common rail line 34. The outlet of the third common rail line 34 communicates with the inlet of the compressor 20.

[0134] The second switch device is provided between the first inlet 141 and the outlet 143 of the fourth inlet valve assembly 140 to control the opening or closing of the passage between the first inlet 141 and the outlet 143. The throttling device is provided between the second inlet 142 and the outlet 143 of the fourth inlet valve assembly 140.

[0135] The first switch device is provided between the inlet 241 and the first outlet 242 of the fourth outlet valve assembly 240 to control the opening or closing of the passage between the inlet 241 and the first outlet 242. The second switch device is provided between the inlet 241 and the second outlet 243 of the fourth outlet valve assembly 240.

[0136] In the indoor cooling mode, the inlet of the compressor 20 enters the low-temperature and low-pressure refrigerant, which is compressed by the compressor 20 and becomes the high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows from the outlet of the compressor 20 into the second common rail pipeline 31; then, it is transported to the inlet of the first outdoor heat exchanger 61 and the second outdoor heat exchanger 62 through the second inlet valve assembly 120, and part of the heat of the refrigerant is released by the first outdoor heat exchanger 61 and the second outdoor heat exchanger 62, and then flows from the outlet of the first outdoor heat exchanger 61 and the second outdoor heat exchanger 62 through the second inlet valve assembly 120. The refrigerant is output from the second outlet valve assembly 220 and the third outlet valve assembly 230 to the first common rail line 33. It then passes through the throttling device of the fourth inlet valve assembly 140 and is delivered to the first indoor heat exchanger 91. During this process, the high-temperature, high-pressure refrigerant undergoes throttling and expansion, absorbing heat from the external environment (e.g., air) through the first indoor heat exchanger 91. The indoor fan 72 then blows the cooled air into the room, achieving indoor cooling. Furthermore, the throttled and expanded refrigerant in the first indoor heat exchanger 91 is output through the fourth outlet valve assembly 240 to the third common rail line 34. At this point, the refrigerant in the third common rail line 34 is at a low temperature and low pressure. Finally, the refrigerant is delivered to the inlet of the compressor 20 through the third common rail line 34, completing a refrigeration cycle.

[0137] In indoor heating mode, low-temperature, low-pressure refrigerant enters the inlet of the compressor 20 and, after being compressed by the compressor 20, becomes high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant flows from the outlet of the compressor 20 into the second common rail 31. It then passes through the fourth inlet valve assembly 140 and is delivered to the inlet of the first indoor heat exchanger 91. The first indoor heat exchanger 91 releases the refrigerant's heat, warming the ambient air. The heated air is then blown into the room by the indoor fan 72, thereby achieving indoor heating. The refrigerant then exits the outlet of the first indoor heat exchanger 91 through the fourth outlet valve assembly 240 and is output to the first common rail 33. It then passes through the throttling devices of the second inlet valve assembly 120 and the third inlet valve assembly 130 and is delivered to the first and second outdoor heat exchangers 61 and 62, respectively. During this delivery process, the high-temperature, high-pressure refrigerant undergoes throttling and expansion, thereby absorbing heat from the ambient air in conjunction with the outdoor fan 71. After throttling and expansion, the refrigerant in the first and second outdoor heat exchangers 61 and 62 is output to the third common rail 34 via the second and third outlet valve assemblies 220 and 230, respectively. At this point, the refrigerant in the third common rail 34 is at a low temperature and low pressure. Finally, the refrigerant is delivered to the inlet of the compressor 20 via the third common rail 34, completing one heating cycle. The next heating cycle begins when heating is subsequently performed, and this will not be further described here.

[0138] It should be noted that, in the indoor heating and indoor cooling modes, only one of the first outdoor heat exchanger 61 and the second outdoor heat exchanger 62 may be selected to circulate refrigerant, and the other outdoor heat exchanger may not circulate refrigerant.

[0139] In the battery thermal management system 10, the indoor cooling mode and the battery cooling mode can be operated simultaneously, or one of the modes can be selected for operation. The indoor heating mode and the battery heating mode can be operated simultaneously, or one of the modes can be selected for operation. It is understandable that when the number of indoor heat exchangers, outdoor heat exchangers and corresponding valve assemblies is sufficient, the indoor cooling mode and the battery heating mode can be operated simultaneously, and the indoor heating mode and the battery cooling mode can be operated simultaneously. When multiple modes are operated simultaneously, the operation method of each mode in the multiple modes can refer to the operation process in the single mode, and will not be repeated here.

[0140] The indoor heat exchange assembly 90 may include multiple heat exchangers. For example, the indoor heat exchange assembly 90 may include a first indoor heat exchanger 91 and a second indoor heat exchanger, and the battery thermal management system 10 also includes an inlet valve assembly and an outlet valve assembly that cooperate with the second indoor heat exchanger. The connection relationship between the second indoor heat exchanger, the inlet valve assembly, and the outlet valve assembly in the battery thermal management system 10 is the same as the connection relationship between the first indoor heat exchanger 91 and the fourth inlet valve assembly 140 and the fourth outlet valve assembly 240 in the battery thermal management system 10. Please refer to the above description of the connection relationship between the first indoor heat exchanger 91 and the fourth inlet valve assembly 140 and the fourth outlet valve assembly 240 in the battery thermal management system 10, and will not be repeated here.

[0141] It should be noted that the first inlet valve assembly 110, the second inlet valve assembly 120, the third inlet valve assembly 130, and the fourth inlet valve assembly 140 can all be the above-mentioned inlet valve assembly 460, and the first outlet valve assembly 210, the second outlet valve assembly 220, the third outlet valve assembly 230, and the fourth outlet valve assembly 240 can all be the above-mentioned outlet valve assembly 490. "First", "second", third and fourth" are used to distinguish the setting positions and have no other meanings.

[0142] When there are multiple outdoor heat exchangers, you can choose to circulate the refrigerant through all or only some of the outdoor heat exchangers according to actual needs; similarly, when there are multiple indoor heat exchangers, you can choose to circulate the refrigerant through all or only some of the indoor heat exchangers according to actual needs. There is no specific limitation on the heat exchangers that circulate the refrigerant, and you can choose flexibly.

[0143] Please refer to Figure 6 In each of the above embodiments, the refrigerant circuit may further include a regenerator 41 .

[0144] The regenerator 41 includes a high-pressure side channel and a low-pressure side channel. The high-pressure side channel is provided in the first common rail line 33, and the low-pressure side channel is provided in the third common rail line 34. The high-pressure side channel is in communication with the first common rail line 33, and the low-pressure side channel is in communication with the third common rail line 34. It is understood that when the refrigerant circuit is operating, the temperature of the refrigerant in the third common rail line 34 is lower than the temperature of the refrigerant in the first common rail line 33. The regenerator 41 is used to achieve heat exchange between the refrigerants in the first and third common rail lines 33, 34. This lowers the temperature of the refrigerant in the first common rail line 33, facilitating subsequent throttling expansion of the refrigerant in the first common rail line 33, thereby improving heat exchange efficiency and reducing energy consumption.

[0145] In this embodiment, the refrigerant circuit may further include a high-pressure tank 42 .

[0146] As an optional embodiment, the high-pressure tank 42 may be disposed between the outlet of the regenerator 41 and the outlet of the first common rail line 33 , and the high-pressure tank 42 may be in communication with the first common rail line 33 .

[0147] The high-pressure tank 42 can be used to store high-temperature and high-pressure refrigerant. When the refrigerant circuit is running stably, the compressor 20 can be stopped and the high-temperature and high-pressure refrigerant can be transported to the first common rail pipeline 33 through the high-pressure tank 42. In this way, the normal operation of the refrigerant circuit can be maintained when the compressor 20 is stopped.

[0148] Furthermore, when the pressure in the first common rail line 33 is excessive (e.g., greater than a first preset pressure), refrigerant can be stored in the high-pressure tank 42. When the refrigerant pressure in the first common rail line 33 is too low (e.g., less than a second preset pressure), the high-pressure tank 42 can output the stored refrigerant to the first common rail line 33, thereby maintaining pressure balance in the first common rail line 33. The first and second preset pressures can be flexibly determined based on the operating mode of the battery thermal management system 10 and are not specifically limited herein.

[0149] As an optional embodiment, the high-pressure tank 42 can be arranged between the outlet of the compressor 20 and the inlet of the second common rail pipeline 31. Its function is similar to that of the high-pressure tank 42 arranged on the first common rail pipeline 33, which will not be repeated here.

[0150] As an optional embodiment, the refrigerant circuit may further include a constant pressure valve 45 or a one-way valve 46 , or include both a constant pressure valve 45 and a one-way valve 46 .

[0151] For example, the constant pressure valve 45 and the one-way valve 46 can be positioned between the outlet of the compressor 20 and the inlet of the second common rail line 31. The positions of the constant pressure valve 45 and the one-way valve 46 can be interchanged and are not specifically limited herein. The constant pressure valve 45 is used to adjust the pressure of the refrigerant released by the compressor 20 to meet the corresponding operating mode. The one-way valve 46 is used to prevent the refrigerant in the second common rail line 31 from flowing back into the inlet of the compressor 20.

[0152] As an optional embodiment, the refrigerant circuit may further include a low-pressure tank 43 for storing low-temperature refrigerant.

[0153] The low-pressure tank 43 may be disposed between the third common rail line 34 and the inlet of the compressor 20 , or between the outlet of the regenerator 41 of the third common rail line 34 and the inlet of the compressor 20 . The low-pressure tank 43 may be in communication with the outlet of the compressor 20 .

[0154] When the refrigerant circuit is running stably, the compressor 20 can be stopped, and then the refrigerant in the low-pressure tank 43 is transported to the inlet of the compressor 20. In this way, the normal operation of the refrigerant circuit can be maintained when the compressor 20 is stopped.

[0155] Furthermore, when the pressure in the third common rail line 34 is too high (e.g., greater than the third preset pressure), refrigerant can be stored in the low-pressure tank 43. When the refrigerant pressure in the third common rail line 34 is too low (e.g., less than the fourth preset pressure), the refrigerant stored in the low-pressure tank 43 can be delivered to the inlet of the compressor 20, thereby maintaining pressure balance between the inlet and outlet of the compressor 20. The third and fourth preset pressures can be flexibly determined based on the operating mode of the battery thermal management system 10 and are not specifically limited herein.

[0156] As an optional embodiment, the refrigerant circuit may further include a pressure regulating valve 44. The pressure regulating valve 44 is used to adjust the pressure of the refrigerant at the inlet of the compressor 20. The adjustment method can be flexibly determined according to actual conditions and is not specifically limited here.

[0157] It should be noted that, in actual applications, the compressor 20, pressure regulating valve 44, constant pressure valve 45, and check valve 46 can be integrated in any combination. Specifically, the compressor 20 and pressure regulating valve 44 can be integrated into a single component, or the compressor 20 and constant pressure valve 45 can be integrated into a single component, or the compressor 20 and check valve 46 can be integrated into a single component. The integration method is not specifically limited here. Furthermore, the regenerator 41, high-pressure tank 42, low-pressure tank 43, and pressure regulating valve 44 can also be integrated in any combination, which will not be further described here.

[0158] In this embodiment, the control module can be an integrated circuit chip with signal processing capabilities. The above-mentioned control module module can be a general-purpose processor. For example, the processor can be a central processing unit (CPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, which can implement or execute the disclosed methods, steps and logic block diagrams in the embodiments of the present application.

[0159] The battery thermal management system 10 may further include a storage module, which may be used to store various preset parameters, such as a first preset temperature, a second preset temperature, etc. Of course, the storage module may also be used to store a program, and the control module executes the program after receiving an execution instruction.

[0160] As an optional embodiment, the battery coolant circuit may include a liquid pump 81 and a coolant pipeline. The channel for conveying coolant in the liquid pump 81 is connected to the coolant pipeline, and the coolant pipeline is used to contact the target object that requires thermal management. The target object may be, but is not limited to, the above-mentioned battery pack 82. The target object may also be other objects. For example, the target object may be a water tank or other object, or a module, or a device, which can be flexibly determined according to actual conditions and is not specifically limited here. In addition, the target object may be provided with a corresponding pipeline for communicating with the coolant pipeline, so that the target object can be heated or cooled by the coolant in the coolant pipeline.

[0161] For example, when the target object is a water tank, heat exchange can be performed with the water tank through the coolant pipeline, so that the water tank can be heated or cooled, thereby providing users with water at a suitable temperature.

[0162] The present application also provides an electric vehicle, comprising a vehicle body and a battery thermal management system 10 according to any of the above embodiments, wherein the battery thermal management system 10 is disposed in the vehicle body. The battery thermal management system 10 can perform thermal management on the battery pack in the electric vehicle to keep the temperature of the battery pack within a normal temperature range (such as the specified range described above) to ensure that the battery pack can be charged and discharged normally. The electric vehicle can be, but is not limited to, an electric vehicle, an electric ship, etc., and is not specifically limited here.

[0163] In summary, the present application provides a battery thermal management system and an electric vehicle. The battery thermal management system includes a refrigerant circuit and a battery coolant circuit. The refrigerant circuit and the battery coolant circuit achieve heat exchange through a battery heat exchanger. The refrigerant circuit includes a compressor, an outdoor heat exchanger, and a first common rail pipeline. The refrigerant inlet of each heat exchanger is selectively connected to the outlet of the compressor or to the outlet throttle of the first common rail pipeline. The refrigerant outlet of each heat exchanger is selectively connected to the inlet of the compressor or to the inlet of the first common rail pipeline. The battery thermal management system has a battery cooling mode and / or a battery heating mode. In the battery cooling mode, the compressor The outlet is connected to the refrigerant inlet of the outdoor heat exchanger, which is connected to the inlet of the first common rail pipeline, which is connected to the refrigerant inlet of the battery heat exchanger in a throttled manner, and the refrigerant outlet of the battery heat exchanger is connected to the inlet of the compressor. In the battery heating mode, the outlet of the compressor is connected to the refrigerant inlet of the battery heat exchanger, which is connected to the inlet of the first common rail pipeline, which is connected to the refrigerant inlet of the outdoor heat exchanger in a throttled manner, and the refrigerant outlet of the outdoor heat exchanger is connected to the inlet of the compressor. In this solution, the battery thermal management system can achieve heat exchange between the refrigerant circuit and the battery coolant circuit through the battery heat exchanger. In this way, the battery coolant circuit can be used to heat or cool the battery pack, thereby achieving thermal management of the battery pack, improving energy utilization, reducing energy consumption, and simplifying the system structure.

[0164] The above description is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, various modifications and variations of the present application are possible. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A battery thermal management system, characterized in that: The battery coolant circuit includes a refrigerant circuit and a battery coolant circuit, wherein the refrigerant circuit and the battery coolant circuit achieve heat exchange through a battery heat exchanger. The refrigerant circuit includes a compressor, an outdoor heat exchanger, and a first common rail line. The refrigerant inlet of each heat exchanger selectively communicates with the outlet of the compressor or with the outlet throttle of the first common rail line. The refrigerant outlet of each heat exchanger selectively communicates with the inlet of the compressor or with the inlet of the first common rail line. The battery thermal management system has a battery cooling mode and / or a battery heating mode; In the battery cooling mode, the outlet of the compressor is connected to the refrigerant inlet of the outdoor heat exchanger, the refrigerant outlet of the outdoor heat exchanger is connected to the inlet of the first common rail line, the outlet of the first common rail line is connected to the refrigerant inlet of the battery heat exchanger in a throttled manner, and the refrigerant outlet of the battery heat exchanger is connected to the inlet of the compressor; In the battery heating mode, the compressor outlet is connected to the refrigerant inlet of the battery heat exchanger, the refrigerant outlet of the battery heat exchanger is connected to the inlet of the first common rail line, the outlet of the first common rail line is connected to the refrigerant inlet of the outdoor heat exchanger in a throttled manner, and the refrigerant outlet of the outdoor heat exchanger is connected to the inlet of the compressor; The refrigerant circuit further includes a plurality of inlet valve assemblies, each of the inlet valve assemblies corresponding to the heat exchanger, each of the inlet valve assemblies including a valve body and a valve core, the valve body having a first inlet, a second inlet, and an outlet, the valve core being disposed within the valve body, and the valve core being used to control the outlet of the valve body to selectively communicate with the first inlet or with the second inlet through a throttle hole; The outlet of each inlet valve assembly is communicated with the refrigerant inlet of the corresponding heat exchanger, the first inlet of each inlet valve assembly is communicated with the outlet of the compressor, and the second inlet of each inlet valve assembly is communicated with the outlet of the first common rail line.

2. The battery thermal management system according to claim 1, characterized in that: The battery coolant circuit includes a liquid pump and a battery pack; The channel for conveying the coolant in the liquid pump is in communication with the battery coolant circuit; The channel for conveying the cooling liquid in the battery pack is in communication with the battery cooling liquid circuit.

3. The battery thermal management system according to claim 2, characterized in that: The battery coolant loop further includes a heating module for heating the coolant in the battery coolant loop.

4. The battery thermal management system according to claim 3, characterized in that: The battery thermal management system further includes a control module and a temperature sensor, wherein the temperature sensor is used to collect temperature data of the battery pack; In the battery heating mode, the control module is used to control the heating module to heat when the temperature data is less than or equal to a first preset temperature; The control module is further configured to control the heating module to stop heating when the temperature data is greater than or equal to a second preset temperature, where the second preset temperature is greater than the first preset temperature.

5. The battery thermal management system according to claim 2, characterized in that: The battery thermal management system further includes a control module and a temperature sensor, wherein the temperature sensor is used to collect temperature data of the battery pack; The control module is configured to control the battery thermal management system to enter the battery heating mode when the temperature data is less than or equal to a third preset temperature; Alternatively, the control module is further configured to control the battery thermal management system to enter the battery cooling mode when the temperature data is greater than or equal to a fourth preset temperature, and the fourth preset temperature is greater than the third preset temperature.

6. The battery thermal management system according to claim 2, characterized in that: The battery coolant circuit further includes an expansion container, which is in communication with a channel of the battery coolant circuit and is used to store coolant.

7. The battery thermal management system according to any one of claims 1 to 6, characterized in that: The refrigerant circuit further includes a plurality of first switching devices and a plurality of second switching devices; The first switch device, the second switch device and the heat exchanger correspond one to one; The inlet of each first switching device is connected to the refrigerant outlet of the corresponding heat exchanger, and the outlet of each first switching device is connected to the inlet of the first common rail pipeline; The outlet of each second switching device is communicated with the refrigerant inlet of the corresponding heat exchanger, and the inlet of each second switching device is communicated with the outlet of the compressor.

8. The battery thermal management system according to claim 1, characterized in that: There are multiple outdoor heat exchangers.

9. The battery thermal management system according to claim 8, characterized in that: In the battery heating and defrosting mode, the outlet of the compressor is respectively connected to the refrigerant inlet of the battery heat exchanger and the refrigerant inlet of part of the outdoor heat exchanger, the refrigerant outlet of the part of the outdoor heat exchanger and the refrigerant outlet of the battery heat exchanger are connected to the inlet of the first common rail pipeline, the outlet of the first common rail pipeline is throttledly connected to the refrigerant inlet of another part of the outdoor heat exchanger, and the refrigerant outlet of the other part of the outdoor heat exchanger is connected to the inlet of the compressor.

10. The battery thermal management system according to claim 1, characterized in that: The refrigerant circuit also includes an indoor heat exchanger; In the indoor cooling mode, the outlet of the compressor is connected to the refrigerant inlet of the outdoor heat exchanger, the refrigerant outlet of the outdoor heat exchanger is connected to the inlet of the first common rail pipeline, the outlet of the first common rail pipeline is connected to the refrigerant inlet of the indoor heat exchanger in a throttling manner, and the refrigerant outlet of the indoor heat exchanger is connected to the inlet of the compressor; In the indoor heating mode, the outlet of the compressor is connected to the refrigerant inlet of the indoor heat exchanger, the refrigerant outlet of the indoor heat exchanger is connected to the inlet of the first common rail pipeline, the outlet of the first common rail pipeline is throttledly connected to the refrigerant inlet of the outdoor heat exchanger, and the refrigerant outlet of the outdoor heat exchanger is connected to the inlet of the compressor.

11. The battery thermal management system according to claim 1, characterized in that: The battery coolant circuit includes a liquid pump and a coolant pipeline; The channel for conveying the cooling liquid in the liquid pump is in communication with the cooling liquid pipeline, and the cooling liquid pipeline is used to contact a target object requiring thermal management.

12. An electric vehicle, characterized in that: The invention comprises a vehicle body and a battery thermal management system according to any one of claims 1 to 11, wherein the battery thermal management system is arranged in the vehicle body.

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