An electric vehicle thermal management system and an electric vehicle

Abstract

The application discloses an electric vehicle thermal management system and an electric vehicle. The system comprises a battery module, an electric drive module, a heat pump module, a first heat exchanger and a second heat exchanger. The heat pump module comprises a first refrigerant passage. The battery module comprises a battery pack and a first cooling liquid passage. The cooling liquid in the first cooling liquid passage exchanges heat with the refrigerant in the first refrigerant passage through the first heat exchanger. The electric drive module comprises an electric drive unit and a second cooling liquid passage. The system further comprises a second refrigerant passage, and the cooling liquid in the second cooling liquid passage exchanges heat with the refrigerant in the second refrigerant passage through the second heat exchanger. The second refrigerant passage is connected in parallel with part of the first refrigerant passage, and the second refrigerant passage and the first refrigerant flow passage of the first heat exchanger are connected in series. Through the above scheme, the heat dissipation requirement of the electric drive system can be met, the energy consumption of the thermal management system can be reduced, the energy efficiency ratio of the system can be improved, and the endurance of the power battery can be improved.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, and more particularly to an electric vehicle thermal management system and an electric vehicle. Background Technology

[0002] Guided by new energy policies, electric vehicles are developing rapidly, and improving the driving range of power batteries is a crucial technical issue in electric vehicle technology. To ensure that the battery cell temperature is controlled within the optimal life cycle temperature range of 25℃~35℃, industry professionals have always attached great importance to the thermal management of the battery pack.

[0003] Currently, battery pack heating mainly includes PTC heating and battery pack heating film heating. PTC heating involves secondary energy conversion, resulting in high energy consumption and low energy efficiency in the entire thermal management system. In the heating film heating method, the heating film is prone to detachment, leading to poor system reliability and safety. Summary of the Invention

[0004] In view of this, the present invention provides an electric vehicle thermal management system and an electric vehicle, so as to provide an electric vehicle thermal management system that combines low energy consumption and safety, and improve the continuous driving capability and service life of the power battery.

[0005] In a first aspect, embodiments of the present invention provide an electric vehicle thermal management system, including a battery module, an electric drive module, a heat pump module, a first heat exchanger, and a second heat exchanger:

[0006] The heat pump module includes a first refrigerant channel, and the first heat exchanger includes a first refrigerant flow area and a first coolant flow area; the first refrigerant flow area is located in the connecting path of the first refrigerant channel; the battery module includes a battery pack and a first coolant channel, and the battery pack and the first coolant flow area are sequentially located in the connecting path of the first coolant channel; the coolant in the first coolant channel exchanges heat with the refrigerant in the first refrigerant channel through the first heat exchanger;

[0007] The second heat exchanger includes a second refrigerant flow area and a second coolant flow area; the electric drive module includes an electric drive unit and a second coolant channel, wherein the electric drive unit and the second coolant flow area are sequentially located in the communication path of the second coolant channel;

[0008] The electric vehicle thermal management system further includes a second refrigerant channel, the second refrigerant flow area being located in the connecting path of the second refrigerant channel, and the coolant in the second coolant channel exchanging heat with the refrigerant in the second refrigerant channel through the second heat exchanger; wherein, the second refrigerant channel is connected in parallel with a portion of the first refrigerant channel, and the second refrigerant channel is connected in series with the first refrigerant flow area of ​​the first heat exchanger.

[0009] Secondly, embodiments of the present invention also provide an electric vehicle, including the electric vehicle thermal management system described in the first aspect of the present invention.

[0010] The electric vehicle thermal management system provided in this application includes: a battery module, an electric drive module, a heat pump module, a first heat exchanger, and a second heat exchanger. The heat pump module includes a first refrigerant channel, and the first heat exchanger includes a first refrigerant flow area and a first coolant flow area. The first refrigerant flow area is located in the connecting path of the first refrigerant channel. The battery module includes a battery pack and a first coolant channel, and the battery pack and the first coolant flow area are sequentially located in the connecting path of the first coolant channel. The coolant in the first coolant channel exchanges heat with the refrigerant in the first refrigerant channel through the first heat exchanger. The heat exchanger includes a second refrigerant flow area and a second coolant flow area; the electric drive module includes an electric drive unit and a second coolant channel, with the electric drive unit and the second coolant flow area sequentially located in the connecting path of the second coolant channel; the electric vehicle thermal management system also includes a second refrigerant channel, with the second refrigerant flow area located in the connecting path of the second refrigerant channel, where the coolant in the second coolant channel exchanges heat with the refrigerant in the second refrigerant channel through the second heat exchanger; wherein, the second refrigerant channel is connected in parallel with a portion of the first refrigerant channel, and the second refrigerant channel is connected in series with the first refrigerant flow area of ​​the first heat exchanger. Through this scheme, the refrigerant in the first refrigerant channel can effectively cool the electric drive system, meeting the heat dissipation requirements of the electric drive system, reducing the energy consumption of the entire thermal management system, improving the energy efficiency ratio of the thermal management system, and enhancing the driving range of the power battery. Furthermore, compared to installing a battery pack heating film, there is no issue of the heating film detaching, ensuring the safety of the thermal management system. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of the structure of an electric vehicle thermal management system provided in an embodiment of the present invention. Detailed Implementation

[0012] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0013] Based on the deficiencies of the prior art mentioned in the background section, this embodiment of the invention provides an electric vehicle thermal management system to reduce the energy consumption of the thermal management system and improve the system's energy-saving effect.

[0014] Figure 1 This is a schematic diagram of the structure of an electric vehicle thermal management system provided in an embodiment of the present invention, with reference to... Figure 1 The thermal management system includes: a battery module 1, an electric drive module 2, a heat pump module 3, a first heat exchanger 4, and a second heat exchanger 5. The heat pump module 3 includes a first refrigerant channel 31, and the first heat exchanger 4 includes a first refrigerant flow area 41 and a first coolant flow area 42. The first refrigerant flow area 41 is located in the connecting path of the first refrigerant channel 31. The battery module 1 includes a battery pack 11 and a first coolant channel 12, with the battery pack 11 and the first coolant flow area 42 sequentially located in the connecting path of the first coolant channel 12. The coolant in the first coolant channel 12 exchanges heat with the refrigerant in the first refrigerant channel 31 through the first heat exchanger 4. The second heat exchanger 5... The electric drive module 2 includes an electric drive unit 21 and a second coolant flow area 52. The electric drive unit 21 and the second coolant flow area 52 are located sequentially in the connecting path of the second coolant flow area 22. The electric vehicle thermal management system also includes a second refrigerant flow area 6. The second refrigerant flow area 51 is located in the connecting path of the second refrigerant flow area 6. The coolant in the second coolant flow area 22 exchanges heat with the refrigerant in the second refrigerant flow area 6 through the second heat exchanger 5. The second refrigerant flow area 6 is connected in parallel with part of the first refrigerant flow area 31, and the second refrigerant flow area 6 is connected in series with the first refrigerant flow area 41 of the first heat exchanger 4.

[0015] Specifically, such as Figure 1 As shown, the thermal management system consists of a battery module 1, an electric drive module 2, a heat pump module 3, a first heat exchanger 4, a second refrigerant channel 6, and a second heat exchanger 5. The battery module 1 includes a battery pack 11 and a first coolant channel 12. The inlet and outlet of the battery pack 11 are connected to the first coolant channel 12. When the coolant flows in the first coolant channel 12, it passes through the battery pack 11 and exchanges heat with it to heat or cool the battery pack 11. The heat pump module 3 includes a first refrigerant channel 31, which is connected in series with the first refrigerant flow area 41 of the first heat exchanger 4. When the refrigerant flows in the first refrigerant channel 31, it passes through the first refrigerant flow area 41. The first coolant flow zone 42 of the first heat exchanger 4 is located in the first coolant channel 12. The refrigerant passing through the first refrigerant flow zone 41 and the coolant passing through the first coolant flow zone 42 exchange heat at the first heat exchanger 4. The heat pump module 3 is used to regulate the temperature of the coolant in the first coolant channel 12, thereby regulating the temperature of the battery pack 11. The inlet of the first coolant flow zone 42 can be connected to the outlet of the battery pack 11, and the outlet of the first coolant flow zone 42 can be connected to the inlet of the battery pack 11.

[0016] The first coolant channel 12 may be equipped with components such as a first water pump 13 and a first water tank 14. The first water tank 14 is used to supply coolant, and the first water pump 13 is used to drive the coolant to flow in the first coolant channel 12. The location of the first water pump 13 and the first water tank 14 is not limited in this embodiment. For example, the first water pump 13 and the first water tank 14 may be close to the outlet of the battery pack 11 (i.e., the battery module outlet E), but are not limited thereto. In this configuration, the circulation path of the coolant in the first coolant channel 12 is: battery module outlet E, first water pump 13, first heat exchanger 4, battery module inlet F, and battery pack 11.

[0017] The heat pump module 3 also includes regulating components for adjusting the refrigerant temperature and flow direction in the first refrigerant channel 31, such as a condenser, compressor, and expansion valve. These components work together to regulate the state of the refrigerant in the first refrigerant channel 31. The specific configuration of the heat pump module 3 can be customized by those skilled in the art according to actual needs; this application does not limit this, and any scheme capable of adjusting the refrigerant state is within the scope of the technical solutions protected by this invention.

[0018] Continue to refer to Figure 1 The electric drive module 2 includes an electric drive unit 21 and a second coolant channel 22. The inlet and outlet of the electric drive unit 21 are connected to the second coolant channel 22. The electric drive unit 21 can be a moving, heat-generating component such as the motor, electronic control unit, or electric air compressor of an electric vehicle. It is understood that the electric drive unit 21 generates heat during operation. The coolant flowing in the second coolant channel 22 exchanges heat with the electric drive unit 21 to dissipate heat. The inlet of the second coolant flow area 52 is connected to the outlet of the electric drive unit 21, and the outlet of the second coolant flow area 52 is connected to the inlet of the electric drive unit 21.

[0019] The second coolant channel 22 may be equipped with components such as a second water pump 23 and a second water tank 24. The second water tank 24 is used to supply coolant, and the second water pump 23 is used to drive the coolant to flow in the second coolant channel 22. The location of the second water pump 23 and the second water tank 24 is not limited in this embodiment. For example, the second water pump 23 and the second water tank 24 may be located near the outlet of the electric drive unit 21 (i.e., the outlet C of the electric drive module), but are not limited thereto. In this configuration, the circulation path of the coolant in the second coolant channel 22 is: electric drive module outlet C, second water pump 23, second heat exchanger 5, electric drive module inlet D, and electric drive unit 21.

[0020] Furthermore, it is worth noting that in this application, the thermal management system also includes a second refrigerant channel 6 and a second heat exchanger 5. The second refrigerant channel 6 is connected in parallel with a portion of the first refrigerant channel 31 and then in series with the first heat exchanger 4. The parallel connection of the second refrigerant channel 6 with a portion of the first refrigerant channel 31 means that the two ends of the second refrigerant channel 6 are connected to different positions in the first refrigerant channel 31, allowing refrigerant flowing in the second refrigerant channel 6 to flow into the first refrigerant channel 31, and vice versa, in some operating modes of the thermal management system. The second coolant flow area 52 of the second heat exchanger 5 is located in the connecting path of the second coolant channel 22, and the second refrigerant flow area 51 of the second heat exchanger 5 is located in the connecting path of the second refrigerant channel 6. The coolant passing through the second coolant flow area 52 and the refrigerant passing through the second refrigerant flow area 51 can exchange heat at the second heat exchanger 5.

[0021] In this configuration, when heating of the battery pack 11 is required, the heat pump module 3 can be activated, simultaneously connecting the second refrigerant channel 6 to the first refrigerant channel 31, and the system enters the first heating mode. After the heat pump module 3 is activated, a portion of the refrigerant in the first refrigerant channel 31 heats up and enters the first refrigerant flow area 41 of the first heat exchanger 4, thereby heating the coolant in the first coolant flow area 42. After passing through the first heat exchanger 4, the refrigerant becomes low-temperature, and a portion of the low-temperature refrigerant flows into the second refrigerant channel 6, where it exchanges heat with the coolant in the second coolant channel 22 at the second heat exchanger 5, thus cooling the coolant in the second coolant channel 22 and consequently cooling the electric drive unit 21. In this way, the refrigerant in the first refrigerant channel 31 can effectively cool the electric drive system, meeting the heat dissipation requirements of the electric drive system, reducing the energy consumption of the entire thermal management system, improving the energy efficiency ratio of the thermal management system, and enhancing the driving range of the power battery. In addition, compared to installing a heating film on the battery pack, there will be no issue of the heating film falling off, ensuring the safety of the thermal management system.

[0022] It should be noted that in some high-temperature environments, it may be necessary to cool the battery pack 11. When cooling the battery pack 11, the second refrigerant channel 6 can be controlled to not be connected to the first refrigerant channel 31. At the same time, the heat pump module 3 is used to convert the refrigerant in the first refrigerant channel 31 into a low-temperature refrigerant, which is then used to cool the coolant in the first coolant channel 12, thereby dissipating heat from the battery pack 11.

[0023] Optionally, the embodiments of the present invention do not limit the parallel connection point of the second refrigerant channel 6 and the first refrigerant channel 31. Those skilled in the art can set it according to actual needs. Any way that can realize the parallel connection of the second refrigerant channel 6 and the first refrigerant channel 31 and the series connection with the first heat exchanger 4 is within the scope of the technical solution protected by the embodiments of the present invention.

[0024] In this design, both the first heat exchanger 4 and the second heat exchanger 5 can be plate heat exchangers. The first refrigerant flow zone 41 and the second refrigerant flow zone 51 can be the tube side of the plate heat exchanger, and the first coolant flow zone 42 and the second coolant flow zone 52 can be the shell side of the plate heat exchanger. Plate heat exchangers have a compact structure, are easy to install, and have high heat exchange efficiency. Of course, in practical applications, the types of the first heat exchanger 4 and the second heat exchanger 5 are not limited to these.

[0025] The electric vehicle thermal management system provided in this application includes: a battery module, an electric drive module, a heat pump module, a first heat exchanger, and a second heat exchanger. The heat pump module includes a first refrigerant channel, and the first heat exchanger includes a first refrigerant flow area and a first coolant flow area. The first refrigerant flow area is located in the connecting path of the first refrigerant channel. The battery module includes a battery pack and a first coolant channel, and the battery pack and the first coolant flow area are sequentially located in the connecting path of the first coolant channel. The coolant in the first coolant channel exchanges heat with the refrigerant in the first refrigerant channel through the first heat exchanger. The heat exchanger includes a second refrigerant flow area and a second coolant flow area; the electric drive module includes an electric drive unit and a second coolant channel, with the electric drive unit and the second coolant flow area sequentially located in the connecting path of the second coolant channel; the electric vehicle thermal management system also includes a second refrigerant channel, with the second refrigerant flow area located in the connecting path of the second refrigerant channel, where the coolant in the second coolant channel exchanges heat with the refrigerant in the second refrigerant channel through the second heat exchanger; wherein, the second refrigerant channel is connected in parallel with a portion of the first refrigerant channel, and the second refrigerant channel is connected in series with the first refrigerant flow area of ​​the first heat exchanger. Through this scheme, the refrigerant in the first refrigerant channel can effectively cool the electric drive system, meeting the heat dissipation requirements of the electric drive system, reducing the energy consumption of the entire thermal management system, improving the energy efficiency ratio of the thermal management system, and enhancing the driving range of the power battery. Furthermore, compared to installing a battery pack heating film, there is no issue of the heating film detaching, ensuring the safety of the thermal management system.

[0026] Optional, you can continue to refer to Figure 1 In a possible embodiment, the heat pump module 3 may include a first electronic expansion valve 32, a condenser 33, a four-way valve 34, a gas-liquid separator 35, and a compressor 36; the first heat exchanger 4, the first electronic expansion valve 32, the condenser 33, the gas-liquid separator 35, and the compressor 36 are sequentially located in the communication path of the first refrigerant channel 31; the four-way valve 34 includes a first port a, a second port b, a third port c, and a fourth port d, the first port a being connected to the first refrigerant flow area 41 of the first heat exchanger 4, the second port b being connected to the compressor 36, the third port c being connected to the condenser 33, and the fourth port d being connected to the gas-liquid separator 35.

[0027] Specifically, the heat pump module 3 can be composed of a first electronic expansion valve 32, a condenser 33, a four-way valve 34, a gas-liquid separator 35, and a compressor 36, all connected through a first refrigerant channel 31. The first port a to the fourth port d of the four-way valve 34 are respectively connected to the first heat exchanger 4, the compressor 36, the condenser 33, and the gas-liquid separator 35. The first heat exchanger 4, the first electronic expansion valve 32, the condenser 33, the four-way valve 34, the gas-liquid separator 35, the compressor 36, and the four-way valve 34 are connected sequentially. In the first heating mode, the first port a and the second port b of the four-way valve 34 are connected, as are the third port c and the fourth port d. The refrigerant circulation path in the first refrigerant passage 31 is as follows: compressor 36, second port b and first port a of four-way valve 34, first heat exchanger 4, first electronic expansion valve 32, condenser 33, third port c and fourth port d of four-way valve 34, gas-liquid separator 35, and compressor 36. Compressor 36 draws in low-temperature, low-pressure refrigerant, which is then compressed into high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant enters the first heat exchanger 4, where it heats the coolant in battery module 1. After passing through the first heat exchanger 4, the first electronic expansion valve 32, and the condenser 33, the high-temperature, high-pressure refrigerant becomes low-temperature, low-pressure refrigerant. Passing through the gas-liquid separator 35, the gaseous, low-temperature, low-pressure refrigerant re-enters compressor 36 and repeats the above process.

[0028] The heat pump module 3 may also be equipped with a sight glass 37 and a dryer filter 38. The sight glass 37 and the dryer filter 38 are located between the first electronic expansion valve 32 and the condenser 33. The dryer filter 38 can be used to filter out impurities in the channel, and the sight glass 37 can be used to realize intuitive observation of the refrigerant level.

[0029] Optional, you can continue to refer to Figure 1 In a possible embodiment, the first refrigerant channel 31 may include a first parallel node A and a second parallel node B, and the two ends of the second refrigerant channel 6 are respectively connected to the first parallel node A and the second parallel node B; the first parallel node A is located in the communication path between the first heat exchanger 4 and the first electronic expansion valve 32, and the second parallel node B is located in the communication path between the fourth port d of the four-way valve 34 and the gas-liquid separator 35.

[0030] Specifically, such as Figure 1 As shown, the first refrigerant passage 31 may be equipped with a first parallel node A and a second parallel node B, and the two ends of the second refrigerant passage 6 are respectively connected to the first parallel node A and the second parallel node B. In the first heating mode, the first refrigerant passage 31 and the second refrigerant passage 6 are connected through the first parallel node A and the second parallel node B.

[0031] In this embodiment, the first parallel node A can be located between the first refrigerant flow zone 41 of the first heat exchanger 4 and the first electronic expansion valve 32. The refrigerant flowing out of the first heat exchanger 4 enters the second refrigerant channel 6 via the first parallel node A, and part of it enters the condenser 33 in the first refrigerant channel 31. The second parallel node B can be located between the fourth port d of the four-way valve 34 and the gas-liquid separator 35. The refrigerant in the second refrigerant channel 6 flows into the first refrigerant channel 31 via the second parallel node B, and then flows into the gas-liquid separator 35.

[0032] Of course, in other embodiments not shown, the arrangement of the first parallel node A and the second parallel node B is not limited to this. For example, the second parallel node B can also be arranged between the condenser 33 and the four-way valve 34. The present invention will not describe other optional situations in detail.

[0033] Optional, you can continue to refer to Figure 1 The thermal management system may also include a second electronic expansion valve 9, which is located in the communication path between the first parallel node A and the second refrigerant flow zone 51 of the second heat exchanger 5.

[0034] Specifically, such as Figure 1 As shown, a second electronic expansion valve 9 is installed in the second refrigerant channel 6. The second electronic expansion valve 9 is located in the second refrigerant channel 6 and between the first parallel node A and the second refrigerant flow area 51 of the second heat exchanger 5. When the second electronic expansion valve 9 is open, the refrigerant in the first refrigerant channel 31 can flow into the second refrigerant channel 6 through the first parallel node A, and the refrigerant flowing into the second refrigerant channel 6 can then flow back into the first refrigerant channel 31 through the second parallel node B. When the second electronic expansion valve 9 is closed, the refrigerant in the first refrigerant channel 31 cannot flow into the second refrigerant channel 6 through the first parallel node A, and the refrigerant in the second refrigerant channel 6 cannot flow back into the first refrigerant channel 31.

[0035] Optional, you can continue to refer to Figure 1 In an optional embodiment, the thermal management system may further include an ambient temperature sensor 7 and a first temperature sensor 8; the ambient temperature sensor 7 is disposed on the housing (not shown in the figure) of the electric vehicle thermal management system and is used to detect the current ambient temperature; the first temperature sensor 8 is installed in the communication path between the first coolant flow area 42 and the battery module inlet F and is used to detect the battery module coolant temperature.

[0036] Specifically, the ambient temperature sensor 7 can be installed in the housing of the thermal management system (not shown in the figure), but is not limited thereto. The main function of the ambient temperature sensor 7 is to detect the current ambient temperature. The ambient temperature sensor 7 can be installed at any location that can accurately detect the ambient temperature.

[0037] Furthermore, in this embodiment, the first temperature sensor 8 is located between the outlet of the first coolant flow area 42 and the inlet F of the battery module (or the inlet of the battery pack 11). Thus, the first temperature sensor 8 can detect the temperature of the battery module coolant, which can be the temperature of the coolant flowing out of the first heat exchanger 4 (i.e., the temperature of the coolant flowing into the battery module 1). The operating state of the thermal management system can then be adjusted according to the battery module coolant temperature and the current ambient temperature. For example, when both the current ambient temperature and the battery module coolant temperature are low, to maintain normal battery operation, the system can be controlled to enter a first heating mode, using the heat pump module 3 to heat the battery module 1. The solid black arrow on the first coolant channel 12 indicates the flow direction of the coolant.

[0038] Optionally, in possible embodiments, the thermal management system may further include a controller (not shown in the figure), which is electrically connected to the ambient temperature sensor 7, the first temperature sensor 8, the four-way valve 34, the first electronic expansion valve 32, the second electronic expansion valve 9, the compressor 36, and the condenser 33, respectively. When the current ambient temperature is less than or equal to a preset ambient temperature value and the battery module coolant temperature is less than or equal to the first coolant temperature, the controller controls the first port a and the second port b of the four-way valve 34 to connect, and the third port c and the fourth port d of the four-way valve 34 to connect, while simultaneously controlling the first electronic expansion valve 32, the second electronic expansion valve 9, the compressor 36, and the condenser 33 to... Upon startup, the system enters the first heating mode. In the first heating mode, a portion of the refrigerant circulates sequentially through the first refrigerant flow area 41, the first electronic expansion valve 32, the condenser 33, the third port c of the four-way valve 34, the fourth port d of the four-way valve 34, the gas-liquid separator 35, the compressor 36, the second port b of the four-way valve 34, and the first port a of the four-way valve 34 in the first refrigerant channel 6 after being diverted by the first parallel node A. The refrigerant flowing into the second refrigerant channel 6 passes sequentially through the second refrigerant flow area 51 of the second electronic expansion valve 9 and the second heat exchanger 5, and then flows into the first refrigerant channel 31 via the second parallel node B.

[0039] Specifically, the thermal management system also includes a controller (not shown in the figure). As the main control element of the thermal management system, the controller is electrically connected to various electronic control components, including the ambient temperature sensor 7, the first temperature sensor 8, the four-way valve 34, the first electronic expansion valve 32, the second electronic expansion valve 9, the compressor 36, and the condenser 33. The controller receives the current ambient temperature detected by the ambient temperature sensor 7 and the battery module coolant temperature detected by the first temperature sensor 8. When the current ambient temperature is less than or equal to a preset ambient temperature value and the battery module coolant temperature is less than or equal to the first coolant temperature, the controller outputs an electrical signal to the four-way valve 34, energizing it. After energization, the first port a and the second port b of the four-way valve 34 are connected, as are the third port c and the fourth port d. Simultaneously, the controller sequentially starts the first electronic expansion valve 32, the second electronic expansion valve 9, the compressor 36, and the condenser 33, causing the thermal management system to enter the first heating mode. In the first heating mode, the second refrigerant channel 6 is connected to the first refrigerant channel 31. The refrigerant flowing out of the first refrigerant circulation area 41 is split at the first parallel node A, with part entering the first refrigerant channel 31 where the first electronic expansion valve 32 is located, and part entering the second refrigerant channel 6 where the second electronic expansion valve 9 is located. The refrigerant entering the first refrigerant channel 31 via the first electronic expansion valve 32 flows sequentially through the first electronic expansion valve 32, the condenser 33, the third port c of the four-way valve 34, and the fourth port d of the four-way valve 34 to reach the second parallel node B. The refrigerant entering the second refrigerant channel 6 via the second electronic expansion valve 9 flows sequentially through the second electronic expansion valve 9 and the second heat exchanger 5 to reach the second parallel node B. The refrigerant flowing into the second parallel node B along the two flow paths continues to flow along the connection direction of the gas-liquid separator 35, the compressor 36, the second port b of the four-way valve 34, the first port a of the four-way valve 34, and the first heat exchanger 4, realizing the circulation of refrigerant in the first refrigerant channel 31 and the second refrigerant channel 6.

[0040] Those skilled in the art can set the preset ambient temperature value and the specific value of the first coolant temperature according to actual needs, and the present invention will not elaborate on or limit this. For example, the preset ambient temperature value can be -10℃ and the first coolant temperature can be 45℃, but it is not limited thereto.

[0041] In other possible embodiments, the thermal management system may further include a second temperature sensor 15, which may be positioned between the outlet of the battery pack 11 and the first heat exchanger 4. The second temperature sensor 15 may be used to detect the temperature of the coolant flowing into the first heat exchanger 4.

[0042] Optional, you can continue to refer to Figure 1In a possible embodiment, the thermal management system may further include a radiator 16, a third coolant channel 17, a first three-way valve 18, and a second three-way valve 19. The radiator 16 is located in the communication path of the third coolant channel 17. The first three-way valve 18 includes a fifth port e, a sixth port f, and a seventh port g. The fifth port e is connected to the outlet C of the electric drive module, the sixth port f is connected to one end of the third coolant channel 17, and the seventh port g is connected to the inlet end of the second coolant flow area 52 of the second heat exchanger 5. The second three-way valve 19 includes an eighth port h, a ninth port i, and a tenth port j. The eighth port h is connected to the inlet D of the electric drive module, and the seventh port g is connected to the outlet end of the second coolant flow area 52. The tenth port j is connected to the other end of the third coolant channel 17.

[0043] Specifically, such as Figure 1 As shown, the thermal management system also includes a third coolant channel 17, a radiator 16, a first three-way valve 18, and a second three-way valve 19. The third coolant channel 17, radiator 16, first three-way valve 18, and second three-way valve 19 constitute the electric drive thermal management module, which is used to regulate the temperature of the electric drive module 2 under certain operating conditions of the thermal management system. It is understood that, generally, the heat generated by the electric drive module 2 is greater than that generated by the battery module 1. During the operation of the electric vehicle, there may be situations where heating the battery module 1 is unnecessary, but cooling of the electric drive module 2 is required. In such cases, the electric drive thermal management module can be activated to cool the electric drive module 2, eliminating the need for cooling the electric drive module 2 using the second coolant channel 6.

[0044] The third coolant passage 17 can be connected in parallel with the second heat exchanger 5. Both ends of the third coolant passage 17 are connected to the second coolant passage 22 via a first three-way valve 18 and a second three-way valve 19, respectively. The radiator 16 is disposed in the communication path of the third coolant passage 17. Specifically, the first three-way valve 18 can be disposed between the outlet of the electric drive unit 21 and the second coolant flow area 52 of the second heat exchanger 5, and the second three-way valve 19 can be disposed between the second coolant flow area 52 of the second heat exchanger 5 and the inlet of the electric drive unit 21. In other words, along the flow direction of the coolant in the second coolant passage 22 (as indicated by the hollow arrow), the first three-way valve 18 can be disposed upstream of the second heat exchanger 5, and the second three-way valve 19 can be disposed downstream of the second heat exchanger 5.

[0045] Furthermore, the fifth port e of the first three-way valve 18 is connected to the outlet C of the electric drive module, the sixth port f is connected to one end of the third coolant channel 17, and the seventh port g is connected to the inlet end of the second coolant flow area 52 of the second heat exchanger 5. The eighth port h of the second three-way valve 19 is connected to the inlet D of the electric drive module, the seventh port g is connected to the outlet end of the second coolant flow area 52, and the tenth port j is connected to the other end of the third coolant channel 17.

[0046] Thus, when the radiator 16 is used to cool the electric drive module 2, the fifth port e and the sixth port f of the first three-way valve 18 are connected, and the eighth port h and the tenth port j of the second three-way valve 19 are connected. The circulation path of the coolant in the first coolant channel 12 and the third coolant channel 17 is: electric drive unit 21, first water pump 13, first three-way valve 18, radiator 16, second three-way valve 19, and electric drive unit 21. After being cooled at the radiator 16, the coolant flows to the electric drive unit 21 and then exchanges heat with the electric drive unit 21.

[0047] The thermal management system may also include a condenser fan 20, which is positioned near the radiator 16 to cool it. The first three-way valve 18 and / or the second three-way valve 19 may be electronic three-way valves.

[0048] Optionally, the electric drive module 2 can be equipped with an electric drive outlet water temperature sensor 25 and an electric drive inlet water temperature sensor 26. The electric drive outlet water temperature sensor 25 is located between the electric drive unit 21 and the first three-way valve 18, specifically between the electric drive unit 21 and the electric drive module outlet C. The electric drive inlet water temperature sensor 26 can be located between the inlet of the electric drive unit 21 and the second three-way valve 19, specifically between the electric drive module inlet C and the second three-way valve 19. The control unit within the electric drive module 2 can determine the temperature of the electric drive unit based on the temperature values ​​detected by the electric drive outlet water temperature sensor 25 and the electric drive inlet water temperature sensor 26, and send an electric drive cooling request to the controller when the electric drive unit temperature is greater than or equal to a preset electric drive unit temperature. The controller adjusts the operating state of the thermal management system according to the electric drive cooling request to ensure that the thermal management system meets the cooling requirements of the electric drive module 2.

[0049] For example, in an optional embodiment, the controller may also be electrically connected to the first three-way valve 18 and the second three-way valve 19. The controller is also used to control the eighth port h and the tenth port j of the second three-way valve 19 to connect, and the fifth port e and the sixth port f of the first three-way valve 18 to connect, when the temperature of the electric drive unit is greater than or equal to the preset temperature of the electric drive unit, so as to enter the first cooling mode. In the first cooling mode, the coolant circulates sequentially through the outlet C of the electric drive module, the fifth port e of the first three-way valve 18, the sixth port f of the first three-way valve 18, the radiator 16, the tenth port j of the second three-way valve 19, the eighth port h of the second three-way valve 19, the inlet D of the electric drive module, and the electric drive unit 21 in the second coolant channel 22.

[0050] Specifically, when the controller receives a cooling request from the electric drive module 2 (i.e., the electric drive unit temperature is greater than or equal to the preset electric drive unit temperature), it determines that the electric drive module 2 has a cooling requirement. It then controls the connection between the fifth port e and the sixth port f of the first three-way valve 18, and between the eighth port h and the tenth port j of the second three-way valve 19. Simultaneously, it controls the second water pump 23 and the radiator 16 to start synchronously, thus entering the first cooling mode. In the first cooling mode, the third coolant channel 17 and the second coolant channel 22 are connected, and the coolant circulates along the connection direction of the electric drive unit 21, the first water pump 13, the first three-way valve 18, the radiator 16, and the second three-way valve 19, thereby using the radiator 16 to cool the electric drive module 2.

[0051] Optionally, in possible embodiments, the controller can also be used to control the eighth port h of the second three-way valve 19 to connect with the ninth port i, and the fifth port e of the first three-way valve 18 to connect with the seventh port g, when the current ambient temperature is less than or equal to a preset ambient temperature value and the battery module coolant temperature is less than or equal to the first coolant temperature, so as to enter the first heating mode; in the first heating mode, the coolant circulates sequentially through the electric drive module outlet C, the fifth port e of the first three-way valve 18, the seventh port g of the first three-way valve 18, the second coolant flow area 52 of the second heat exchanger 5, the ninth port i of the second three-way valve 19, the eighth port h of the second three-way valve 19, the electric drive module inlet D, and the electric drive unit 21 in the second coolant channel 22.

[0052] Specifically, when the thermal management system is equipped with a third coolant channel 17 connected in parallel with the second heat exchanger 5, the controller can also control the connection between the eighth port h and the ninth port i of the second three-way valve 19 and the connection between the fifth port e and the seventh port g of the first three-way valve 18 when the current ambient temperature is less than or equal to the preset ambient temperature value and the battery module coolant temperature is less than or equal to the first coolant temperature, so as to ensure that the coolant in the second coolant channel 22 can flow into the second coolant flow area 52 in the first heating mode.

[0053] When the fifth port e of the first three-way valve 18 is connected to the seventh port g, and the eighth port h of the second three-way valve 19 is connected to the ninth port i, the coolant flowing out of the electric drive unit 21 no longer flows into the third coolant channel 17, but flows into the second heat exchanger 5 through the first three-way valve 18, and flows back to the electric drive unit 21 through the second three-way valve 19 after flowing out of the second heat exchanger 5, and circulates along this path.

[0054] Optionally, the above embodiments illustrate the operation mode of the thermal management system when the battery module 1 needs to be heated. In certain operating states of an electric vehicle, the battery temperature may be higher than the normal operating temperature. Accordingly, in this embodiment, the heat pump system can also be controlled to cool the battery module 1 when it needs to be cooled.

[0055] For example, the controller can also be used to connect the first port a and the fourth port d of the four-way valve 34, and connect the second port b and the third port c of the four-way valve 34 when the battery module coolant temperature is greater than or equal to the second coolant temperature. At the same time, it controls the condenser 33, the first electronic expansion valve 32 and the compressor 36 to start in sequence, and controls the second electronic expansion valve 9 to close, so as to enter the second refrigeration mode. In the second refrigeration mode, the refrigerant in the first refrigerant passage 31 circulates in sequence through the compressor 36, the second port b of the four-way valve 34, the third port c of the four-way valve 34, the condenser 33, the first electronic expansion valve 32, the first refrigerant flow area 41 of the first heat exchanger 4, the first port a of the four-way valve 34, the fourth port d of the four-way valve 34 and the gas-liquid separator 35.

[0056] Specifically, when the controller detects that the battery module coolant temperature is greater than or equal to the second coolant temperature, it indicates that the battery temperature is high. At this time, the controller can de-energize the four-way valve 34. When the four-way valve 34 is de-energized, the first port a and the fourth port d of the four-way valve 34 are connected, and the second port b and the third port c are connected. Simultaneously, the controller controls the condenser 33, the first electronic expansion valve 32, and the compressor 36 to start sequentially, the first water pump 13 to start, and the second electronic expansion valve 9 to close. The system enters the second cooling mode. In the second cooling mode, the heat pump module 3 is used to cool the battery module 1.

[0057] In the second refrigeration mode, the refrigerant flows only in the first refrigerant passage 31. The refrigerant circulates within the first refrigerant passage 31 along the following paths: compressor 36, second port b of four-way valve 34, third port c of four-way valve 34, condenser 33, first electronic expansion valve 32, first refrigerant flow zone 41 of first heat exchanger 4, first port a of four-way valve 34, fourth port d of four-way valve 34, and gas-liquid separator 35. The low-temperature, low-pressure refrigerant condensed by condenser 33 enters the first heat exchanger 4, where it exchanges heat with the coolant in the first coolant passage 12 to cool the coolant in the first coolant passage 12.

[0058] Those skilled in the art can set the specific value of the second coolant temperature according to actual needs, and this invention will not elaborate on or limit this setting. For example, the second coolant temperature can be 15°C, but it is not limited thereto.

[0059] In this embodiment, by setting a four-way valve 34, the heat pump module 3 can be used to meet the cooling or heating needs of the battery module 1 under different ambient temperatures, ensuring that the battery can be maintained at a normal operating temperature under different ambient temperatures.

[0060] Optional, you can continue to refer to Figure 1 In a possible embodiment, the thermal management system may further include a first return gas temperature sensor 61, a second return gas temperature sensor 62, and a low-pressure sensor 63; the first return gas temperature sensor 61 is disposed in the first refrigerant channel 31 and is used to detect the first return gas temperature of the first refrigerant channel 31; the second return gas temperature sensor 62 is disposed in the second refrigerant channel 6 and is used to detect the second return gas temperature of the second refrigerant channel 6; the low-pressure sensor 63 is disposed in the communication path between the second parallel node B and the gas-liquid separator 35 and is used to detect the current low-pressure of the thermal management system.

[0061] Specifically, in this embodiment, a first return gas temperature sensor 61, a second return gas temperature sensor 62, and a low-pressure sensor 63 may also be provided in the thermal management system. The first return gas temperature sensor 61 may be located between the first heat exchanger 4 and the second parallel node B to detect the return gas temperature in the first refrigerant channel 31, i.e., the first return gas temperature. The second return gas temperature sensor 62 may be located between the second heat exchanger 5 and the second parallel node B to detect the return gas temperature in the second refrigerant channel 6, i.e., the second return gas temperature. The low-pressure sensor 63 may be located between the second parallel node B and the gas-liquid separator 35, but is not limited thereto; the low-pressure sensor 63 can be used to detect the current low-pressure of the thermal management system.

[0062] For example, continue to refer to Figure 1The thermal management system may still include a controller (not shown in the figure), which is electrically connected to the first return gas temperature sensor 61, the second return gas temperature sensor 62, and the low-pressure sensor 63, respectively. The controller determines the first return gas superheat of the first refrigerant passage 31 based on the first return gas temperature and the current low-pressure, and determines the second return gas superheat of the second refrigerant passage 6 based on the second return gas temperature and the current low-pressure. The controller is also used to adjust the opening of the first electronic expansion valve 32 and the second electronic expansion valve 9 based on the first return gas superheat and the second return gas superheat.

[0063] Specifically, the return gas superheat in the refrigerant channel can be determined based on the current low-pressure and return gas temperature of the system. Return gas superheat refers to the difference between the superheat temperature and saturation temperature of the refrigerant at a certain evaporation pressure in the refrigerant flow channel. Generally, the return gas superheat is equal to the difference between the return gas temperature and the temperature corresponding to the low-pressure. Those skilled in the art will understand that the magnitude of the return gas superheat is related to the operating state of the thermal management system. During the operation of the thermal management system, the return gas superheat should be controlled within a preset range to maintain the system low-pressure within a suitable range, ensuring the normal operation of the heat pump module 3 under low-temperature conditions. Therefore, in this embodiment, the opening of the first electronic expansion valve 32 and the second electronic expansion valve 9 can be adjusted according to the values ​​of the first and second return gas superheats, thereby adjusting the flow rate of the refrigerant in the first refrigerant channel 31 and the second refrigerant channel 6 to ensure that the system low-pressure is within the normal range.

[0064] For example, in this embodiment of the application, in the first heating mode, the controller can control the second electronic expansion valve 9 to open when the second return gas superheat meets the preset return gas superheat range, so that the refrigerant flows simultaneously in the first refrigerant channel 31 and the second refrigerant channel 6. This allows the refrigerant to cool the electric drive module 2 and also regulate the low-pressure of the entire system. Correspondingly, the controller can also control the second electronic expansion valve 9 to close when the second return gas superheat exceeds the preset return gas superheat range, ensuring the normal operation of the heat pump module 3.

[0065] Those skilled in the art can set specific values ​​for the preset return gas superheat range according to actual needs, which will not be elaborated or limited in this invention.

[0066] Optional, you can continue to refer to Figure 1 In a possible embodiment, the battery module 1 also includes a PTC heater 10, which is located upstream of the battery pack 11 along the flow direction of the coolant.

[0067] Specifically, such as Figure 1As shown in this embodiment, a PTC heater 10 can be installed inside the battery module 1. The PTC heater 10 can be installed between the water inlet of the battery pack 11 and the first coolant flow area 42 of the first heat exchanger 4. The PTC heater 10 can be activated when the cell temperature is lower than the minimum cell temperature, and simultaneously heat the coolant on the battery pack 11 side with the first heat exchanger 4 to ensure that the battery temperature is maintained within a reasonable range.

[0068] The presence of the PTC heater 10 ensures that the battery temperature remains within a reasonable range even in extremely cold environments, further improving battery life. Those skilled in the art can set the activation temperature of the PTC heater 10 according to actual needs; this invention does not elaborate on or limit this setting.

[0069] The electric vehicle thermal management system provided in this application may also include any components known to those skilled in the art, such as a high-pressure sensor 64, but is not limited thereto. The embodiments of the present invention do not limit or elaborate on this.

[0070] Based on the same inventive concept, embodiments of the present invention also provide an electric vehicle, which includes the above-described battery thermal management system. The electric vehicle provided by these embodiments includes all the technical features and corresponding beneficial effects of the electric vehicle thermal management system provided in any embodiment of the present invention, which will not be repeated here.

[0071] The electric vehicle provided in the embodiments of the present invention may also include any structure known to those skilled in the art, which will not be elaborated upon or limited in this application.

[0072] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, combinations, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A thermal management system for electric vehicles, characterized in that, Includes a battery module, an electric drive module, a heat pump module, a first heat exchanger, and a second heat exchanger: The heat pump module includes a first refrigerant channel, and the first heat exchanger includes a first refrigerant flow area and a first coolant flow area; the first refrigerant flow area is located in the connecting path of the first refrigerant channel; the battery module includes a battery pack and a first coolant channel, and the battery pack and the first coolant flow area are sequentially located in the connecting path of the first coolant channel; the coolant in the first coolant channel exchanges heat with the refrigerant in the first refrigerant channel through the first heat exchanger; The second heat exchanger includes a second refrigerant flow area and a second coolant flow area; the electric drive module includes an electric drive unit and a second coolant channel, wherein the electric drive unit and the second coolant flow area are sequentially located in the communication path of the second coolant channel; The electric vehicle thermal management system further includes a second refrigerant channel, the second refrigerant flow area being located in the connecting path of the second refrigerant channel, and the coolant in the second coolant channel exchanging heat with the refrigerant in the second refrigerant channel through the second heat exchanger; wherein, the second refrigerant channel is connected in parallel with a portion of the first refrigerant channel, and the second refrigerant channel is connected in series with the first refrigerant flow area of ​​the first heat exchanger; It also includes a radiator, a third coolant passage, a first three-way valve, and a second three-way valve, wherein the radiator is located in the communication path of the third coolant passage; The first three-way valve includes a fifth port, a sixth port, and a seventh port. The fifth port is connected to the water outlet of the electric drive module, the sixth port is connected to one end of the third coolant channel, and the seventh port is connected to the water inlet of the second coolant flow area of ​​the second heat exchanger. The second three-way valve includes an eighth port, a ninth port, and a tenth port. The eighth port is connected to the water inlet of the electric drive module, the seventh port is connected to the water outlet of the second coolant flow area, and the tenth port is connected to the other end of the third coolant channel.

2. The electric vehicle thermal management system according to claim 1, characterized in that, The heat pump module includes a first electronic expansion valve, a condenser, a four-way valve, a gas-liquid separator, and a compressor; the first heat exchanger, the first electronic expansion valve, the condenser, the gas-liquid separator, and the compressor are sequentially located in the communication path of the first refrigerant channel; The four-way valve includes a first port, a second port, a third port, and a fourth port. The first port is connected to the first refrigerant flow area of ​​the first heat exchanger, the second port is connected to the compressor, the third port is connected to the condenser, and the fourth port is connected to the gas-liquid separator.

3. The electric vehicle thermal management system according to claim 2, characterized in that, The first refrigerant channel includes a first parallel node and a second parallel node, and the two ends of the second refrigerant channel are respectively connected to the first parallel node and the second parallel node; The first parallel node is located in the communication path between the first heat exchanger and the first electronic expansion valve, and the second parallel node is located in the communication path between the fourth port of the four-way valve and the gas-liquid separator.

4. The electric vehicle thermal management system according to claim 3, characterized in that, The electric vehicle thermal management system further includes a second electronic expansion valve, which is located in the communication path between the first parallel node and the second refrigerant flow zone of the second heat exchanger.

5. The electric vehicle thermal management system according to claim 4, characterized in that, It also includes an ambient temperature sensor and a first temperature sensor; the ambient temperature sensor is disposed on the housing of the electric vehicle thermal management system and is used to detect the current ambient temperature; the first temperature sensor is installed in the communication path between the first coolant flow area and the battery module inlet and is used to detect the battery module coolant temperature.

6. The electric vehicle thermal management system according to claim 4, characterized in that, It also includes a first return gas temperature sensor, a second return gas temperature sensor, and a low-pressure sensor; the first return gas temperature sensor is disposed in the first refrigerant channel and is used to detect the first return gas temperature of the first refrigerant channel; the second return gas temperature sensor is disposed in the second refrigerant channel and is used to detect the second return gas temperature of the second refrigerant channel; the low-pressure sensor is disposed in the connection path between the second parallel node and the gas-liquid separator and is used to detect the current low-pressure of the thermal management system.

7. The electric vehicle thermal management system according to claim 1, characterized in that, The battery module also includes a PTC heater, which is located upstream of the battery pack along the flow direction of the coolant.

8. The electric vehicle thermal management system according to claim 5, characterized in that, It also includes a controller, which is electrically connected to the ambient temperature sensor, the first temperature sensor, the four-way valve, the first electronic expansion valve, the second electronic expansion valve, the compressor, and the condenser, respectively. When the current ambient temperature is less than or equal to a preset ambient temperature value and the battery module coolant temperature is less than or equal to a first coolant temperature, the controller controls the first and second ports of the four-way valve to connect, and the third and fourth ports of the four-way valve to connect. At the same time, the controller controls the first electronic expansion valve, the second electronic expansion valve, the compressor, and the condenser to start sequentially to enter the first heating mode. In the first heating mode, a portion of the refrigerant circulates sequentially through the first refrigerant flow area, the first electronic expansion valve, the condenser, the third port of the four-way valve, the fourth port of the four-way valve, the gas-liquid separator, the compressor, the second port of the four-way valve, and the first port of the four-way valve in the first refrigerant channel. After being diverted by the first parallel node, a portion of the refrigerant flows into the second refrigerant channel. The refrigerant flowing into the second refrigerant channel passes sequentially through the second refrigerant flow area of ​​the second electronic expansion valve and the second heat exchanger, and then flows into the first refrigerant channel via the second parallel node.

9. The electric vehicle thermal management system according to claim 8, characterized in that, The controller is also used to control the eighth port of the second three-way valve to connect with the ninth port, and the fifth port of the first three-way valve to connect with the seventh port, when the current ambient temperature is less than or equal to a preset ambient temperature value and the battery module coolant temperature is less than or equal to a first coolant temperature, so as to enter the first heating mode. In the first heating mode, the coolant circulates sequentially through the outlet of the electric drive module, the fifth port of the first three-way valve, the seventh port of the first three-way valve, the second coolant flow area of ​​the second heat exchanger, the ninth port of the second three-way valve, the eighth port of the second three-way valve, the inlet of the electric drive module, and the electric drive unit in the second coolant channel.

10. The electric vehicle thermal management system according to claim 9, characterized in that, The controller is also electrically connected to the first three-way valve and the second three-way valve. The controller is also used to control the eighth port and the tenth port of the second three-way valve to connect, and the fifth port and the sixth port of the first three-way valve to connect, when the temperature of the electric drive unit is greater than or equal to the preset temperature of the electric drive unit, so as to enter the first cooling mode. In the first cooling mode, the coolant circulates sequentially through the outlet of the electric drive module, the fifth port of the first three-way valve, the sixth port of the first three-way valve, the radiator, the tenth port of the second three-way valve, the eighth port of the second three-way valve, the inlet of the electric drive module, and the electric drive unit in the second coolant channel.

11. The electric vehicle thermal management system according to claim 8, characterized in that, The controller is also used to control the first port and the fourth port of the four-way valve to connect when the battery module coolant temperature is greater than or equal to the second coolant temperature, and the second port and the third port of the four-way valve to connect. At the same time, it controls the condenser, the first electronic expansion valve and the compressor to start in sequence, and controls the second electronic expansion valve to close to enter the second cooling mode. In the second refrigeration mode, the refrigerant in the first refrigerant passage circulates sequentially through the compressor, the second port of the four-way valve, the third port of the four-way valve, the condenser, the first electronic expansion valve, the first refrigerant flow area of ​​the first heat exchanger, the first port of the four-way valve, the fourth port of the four-way valve, and the gas-liquid separator.

12. The electric vehicle thermal management system according to claim 6, characterized in that, It also includes a controller, which is electrically connected to the first return gas temperature sensor, the second return gas temperature sensor and the low pressure sensor respectively. The controller determines the first return gas superheat of the first refrigerant channel based on the first return gas temperature and the current low pressure, and determines the second return gas superheat of the second refrigerant channel based on the second return gas temperature and the current low pressure. The controller is also used to adjust the opening degree of the first electronic expansion valve and the second electronic expansion valve according to the first return gas superheat and the second return gas superheat.

13. An electric vehicle, characterized in that, The electric vehicle thermal management system includes any one of claims 1 to 12.

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