Thermal management system, control method thereof and electric vehicle

Abstract

The present disclosure relates to a thermal management system and a control method thereof and an electric vehicle. The thermal management system includes a compressor, a battery heat exchanger and an expansion structure. The battery heat exchanger includes a first battery sub-heat exchanger and a second battery sub-heat exchanger. The expansion structure includes a first expansion valve. One end of the first battery sub-heat exchanger is connected to one end of the first expansion valve, and the other end is connected to one of the outlet and the inlet of the compressor. One end of the second battery sub-heat exchanger is connected to the other end of the first expansion valve, and the other end is connected to the other of the outlet and the inlet of the compressor. The first battery sub-heat exchanger and the second battery sub-heat exchanger correspond to different areas of the battery assembly, respectively, so that one area of ​​the battery assembly is heated and the other area is cooled. The thermal management system can improve the refinement of battery thermal management, match the difference in cold / heat load requirements of each part of the battery assembly, reduce the temperature difference of the battery assembly, improve battery performance, and protect battery life.

Description

Technical Field

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

[0002] The power battery in electric vehicles is a component with strict temperature requirements. Working at high or low temperatures for a long time will affect the performance and life of the power battery.

[0003] In the related art, in order to perform thermal management on the power battery, the traditional thermal management system adopts a cooler with an internal flow channel, through which a heat transfer medium is introduced. The heat is transferred to the power battery through the characteristics of the heat transfer medium absorbing heat by evaporation or releasing heat by condensation, thereby achieving the purpose of cooling or heating the power battery.

[0004] However, current power batteries have large energy density and volume, and the local heat generation and temperature are uneven during operation. Traditional thermal management systems cannot flexibly and accurately adjust the heat exchange capacity of the battery heat exchanger for different environments and working conditions. Summary of the invention

[0005] The purpose of the present disclosure is to provide a thermal management system and a control method thereof and an electric vehicle, which can improve the refinement of battery thermal management, match the differences in cold / heat load requirements of various parts of the battery, reduce the temperature difference of the battery components, improve the performance of the battery components, and protect the life of the battery components.

[0006] In order to achieve the above-mentioned object, the present disclosure provides a thermal management system in a first aspect, including a compressor, a battery heat exchanger and an expansion structure, wherein the battery heat exchanger includes a first battery sub-heat exchanger and a second battery sub-heat exchanger, and the expansion structure includes a first expansion valve, one end of the first battery sub-heat exchanger is connected to one end of the first expansion valve, and the other end is connected to one of the outlet and the inlet of the compressor, one end of the second battery sub-heat exchanger is connected to the other end of the first expansion valve, and the other end is connected to the other of the outlet and the inlet of the compressor;

[0007] The first battery sub-heat exchanger and the second battery sub-heat exchanger correspond to different areas of the battery assembly respectively, so that one area of ​​the battery assembly is heated and the other area is cooled.

[0008] Optionally, the thermal management system further includes an electromagnetic four-way reversing valve, the electromagnetic four-way reversing valve includes an A port, a B port, a C port and a D port; the compressor is connected to the A port and the C port respectively, the first battery sub-heat exchanger is connected to the B port, and the second battery sub-heat exchanger is connected to the D port;

[0009] The electromagnetic four-way reversing valve has a first working state and a second working state; in the first working state, the A port is connected to the B port, and the D port is connected to the C port; in the second working state, the A port is connected to the D port, and the B port is connected to the C port.

[0010] Optionally, the thermal management system further includes a first heat exchanger and a second heat exchanger; the expansion structure further includes a second expansion valve, a third expansion valve and a fourth expansion valve;

[0011] The first end of the first battery sub-heat exchanger is connected to the first end of the second battery sub-heat exchanger through a first branch, the first expansion valve and the second expansion valve are connected in series on the first branch, and the second expansion valve is located between the first expansion valve and the second battery sub-heat exchanger;

[0012] The second end of the first battery sub-heat exchanger is connected to the B port of the electromagnetic four-way reversing valve through the second branch, and the second end of the second battery sub-heat exchanger is connected to the D port of the electromagnetic four-way reversing valve through the third branch;

[0013] The first heat exchanger and the third expansion valve are connected in series on a fourth branch, a first end of the fourth branch is connected to the first branch between the first expansion valve and the second expansion valve, a second end of the fourth branch is connected to the second branch, and the third expansion valve is located between the first end of the fourth branch and the first heat exchanger;

[0014] The second heat exchanger and the fourth expansion valve are connected in series on a fifth branch, a first end of the fifth branch is connected to the first branch between the first expansion valve and the second expansion valve, a second end of the fifth branch is connected to the third branch, and the fourth expansion valve is located between the first end of the fifth branch and the second heat exchanger.

[0015] Optionally, the thermal management system further includes a solenoid valve 1, a solenoid valve 2 and a solenoid valve 3;

[0016] The solenoid valve 1 is provided in the second branch and is located between the second end of the fourth branch and the first battery sub-heat exchanger;

[0017] The solenoid valve 3 is provided in the third branch and is located between the second end of the fifth branch and the second battery sub-heat exchanger;

[0018] The solenoid valve 2 is arranged on the sixth branch.

[0019] The first end of the sixth branch is connected between the first battery sub-heat exchanger and the first solenoid valve, and the second end of the sixth branch is connected between the second battery sub-heat exchanger and the third solenoid valve.

[0020] Optionally, the first heat exchanger is a heat exchanger of an air conditioning system in a passenger compartment of an electric vehicle;

[0021] The second heat exchanger is a drive system heat exchanger and / or an ambient heat exchanger of the electric vehicle.

[0022] Optionally, the thermal management system further includes a control mechanism, and the compressor and the expansion structure are respectively communicatively connected to the control mechanism.

[0023] In a second aspect of the present disclosure, a control method for a thermal management system is provided, which is applied to the above-mentioned thermal management system, and the method comprises:

[0024] Start the compressor;

[0025] One of the first battery heat sub-exchanger and the second battery heat sub-exchanger is used to heat one area of ​​the battery assembly, and the other of the first battery heat sub-exchanger and the second battery heat sub-exchanger is used to cool another area of ​​the battery assembly.

[0026] Optionally, the thermal management system includes an electromagnetic four-way reversing valve, a first heat exchanger, a second heat exchanger, a first branch, a second branch, a third branch, a fourth branch, a fifth branch, a sixth branch, a first electromagnetic valve, a second electromagnetic valve and a third electromagnetic valve; the expansion structure includes a first expansion valve, a second expansion valve, a third expansion valve and a fourth expansion valve;

[0027] The first heat exchanger is a heat exchanger of the passenger compartment air conditioning system of the electric vehicle, and the second heat exchanger is a heat exchanger of the drive system of the electric vehicle and / or an environmental heat exchanger; the electromagnetic four-way reversing valve (2) has a first working state and a second working state; in the first working state, the A port of the electromagnetic four-way reversing valve is connected to the B port of the electromagnetic four-way reversing valve, and the D port of the electromagnetic four-way reversing valve is connected to the C port of the electromagnetic four-way reversing valve; in the second working state, the A port of the electromagnetic four-way reversing valve is connected to the D port of the electromagnetic four-way reversing valve, and the B port of the electromagnetic four-way reversing valve is connected to the C port of the electromagnetic four-way reversing valve;

[0028] The battery assembly includes a first heat exchange region and a second heat exchange region, and the first heat exchange region corresponds to the first battery sub-heat exchanger, and the second heat exchange region corresponds to the second battery sub-heat exchanger. The method further includes:

[0029] Controlling the electromagnetic four-way reversing valve to switch to the first working state;

[0030] The solenoid valve 2 is controlled to be cut off, the solenoid valve 1 is connected to the solenoid valve 3, the first battery sub-heat exchanger and the first heat exchanger are connected in parallel for heating, and the second battery sub-heat exchanger and the second heat exchanger are connected in parallel for cooling.

[0031] Optionally, the method further includes: controlling the electromagnetic four-way reversing valve to switch to the first working state;

[0032] Control the solenoid valve 3 to be cut off, the solenoid valve 1 and the solenoid valve 2 to be connected, the first battery sub-heat exchanger and the second battery sub-heat exchanger are both connected in parallel with the first heat exchanger for heating, and the second heat exchanger for cooling;

[0033] Alternatively, controlling the electromagnetic four-way reversing valve to switch to the first working state;

[0034] The solenoid valve 1 is controlled to be cut off, the solenoid valve 2 and the solenoid valve 3 are connected, the first battery sub-heat exchanger and the second battery sub-heat exchanger are both connected in parallel with the second heat exchanger for cooling, and the first heat exchanger is used for heating.

[0035] Optionally, the thermal management system includes an electromagnetic four-way reversing valve, a first heat exchanger, a second heat exchanger, a first branch, a second branch, a third branch, a fourth branch, a fifth branch, a sixth branch, a first electromagnetic valve, a second electromagnetic valve and a third electromagnetic valve; the expansion structure includes a first expansion valve, a second expansion valve, a third expansion valve and a fourth expansion valve;

[0036] The first heat exchanger is a heat exchanger of the passenger compartment air conditioning system of the electric vehicle, and the second heat exchanger is a heat exchanger of the drive system of the electric vehicle and / or an environmental heat exchanger; the electromagnetic four-way reversing valve has a first working state and a second working state; in the first working state, the A port of the electromagnetic four-way reversing valve is connected to the B port of the electromagnetic four-way reversing valve, and the D port of the electromagnetic four-way reversing valve is connected to the C port of the electromagnetic four-way reversing valve; in the second working state, the A port of the electromagnetic four-way reversing valve is connected to the D port of the electromagnetic four-way reversing valve, and the B port of the electromagnetic four-way reversing valve is connected to the C port of the electromagnetic four-way reversing valve;

[0037] The battery assembly includes a first heat exchange region and a second heat exchange region, and the first heat exchange region corresponds to the first battery sub-heat exchanger, and the second heat exchange region corresponds to the second battery sub-heat exchanger. The method further includes:

[0038] Controlling the electromagnetic four-way reversing valve to switch to the second working state;

[0039] The solenoid valve 2 is controlled to be cut off, the solenoid valve 1 is connected to the solenoid valve 3, the first battery sub-heat exchanger and the first heat exchanger are connected in parallel for cooling, and the second battery sub-heat exchanger and the second heat exchanger are connected in parallel for heating.

[0040] Optionally, the method further comprises: controlling the electromagnetic four-way reversing valve to switch to the second working state;

[0041] Control the solenoid valve 1 to be cut off, the solenoid valve 2 and the solenoid valve 3 to be connected, the first battery sub-heat exchanger and the second battery sub-heat exchanger are both connected in parallel with the second heat exchanger for heating, and the first heat exchanger for cooling;

[0042] Alternatively, controlling the electromagnetic four-way reversing valve to switch to the second working state;

[0043] The solenoid valve 3 is controlled to be cut off, the solenoid valve 1 is connected to the solenoid valve 2, the first battery sub-heat exchanger and the second battery sub-heat exchanger are both connected in parallel with the first heat exchanger for cooling, and the second heat exchanger is used for heating.

[0044] According to a third aspect of the present disclosure, an electric vehicle is provided, comprising the above-mentioned thermal management system.

[0045] The above technical solution, i.e., the thermal management system disclosed in the present invention, forms a circulation loop by setting the battery heat exchanger as the first battery sub-heat exchanger and the second battery sub-heat exchanger corresponding to different areas of the battery assembly, and connecting the first battery sub-heat exchanger, the second battery sub-heat exchanger, the first expansion valve and the compressor in series, so that the first battery sub-heat exchanger and the second battery sub-heat exchanger are used for heating and cooling respectively to meet the different requirements of cold / heat loads in different areas of the battery assembly. For example, the first battery sub-heat exchanger is used to heat the area that needs to be heated, and the second battery sub-heat exchanger is used to cool the area that needs to be cooled, thereby improving the refinement of battery thermal management, matching the differences in cold / heat load requirements of local battery assemblies, reducing the temperature difference of the battery assembly, improving the performance of the battery assembly, and protecting the life of the battery assembly.

[0046] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0048] Figure 1 It is a schematic diagram of the structure of a conventional direct-cooling thermal management system for new energy vehicle batteries, in which the passenger compartment air conditioning system is in heating mode;

[0049] Figure 2 This is a schematic diagram of the structure of a direct-cooling thermal management system for a conventional new energy vehicle battery, where the passenger compartment air conditioning system is in cooling mode;

[0050] Figure 3 is a schematic diagram of the structure of a thermal management system provided by some embodiments of the present disclosure;

[0051] Figure 4 is a schematic diagram of the structure of a thermal management system provided by other embodiments of the present disclosure; wherein the electromagnetic four-way reversing valve is in a first working state;

[0052] Figure 5 is a schematic diagram of the structure of a thermal management system provided by other embodiments of the present disclosure; wherein the electromagnetic four-way reversing valve is in a second working state;

[0053] Figure 6 is a schematic diagram of the structure of a thermal management system provided by some other embodiments of the present disclosure; wherein the electromagnetic four-way reversing valve is in a first working state;

[0054] Figure 7 is a schematic diagram of the structure of a thermal management system provided by some other embodiments of the present disclosure; wherein the electromagnetic four-way reversing valve is in a second working state;

[0055] Figure 8 is a schematic diagram of the structure of a thermal management system provided by some embodiments of the present disclosure; wherein the passenger compartment air conditioning system is in heating mode;

[0056] Fig. 9 It is a schematic diagram of the structure of the thermal management system provided in some embodiments of the present disclosure; wherein the passenger compartment air-conditioning system is in cooling mode.

[0057] Description of Reference Numerals

[0058] 1'-compressor; 2'-electromagnetic four-way reversing valve; 3'-passenger cabin air conditioning system heat exchanger; 4'-drive system heat exchanger and / or environmental heat exchanger; 5'-battery heat exchanger; 6'-first electronic expansion valve; 7'-second electronic expansion valve;

[0059] 1- compressor; 2- electromagnetic four-way reversing valve; 3- first heat exchanger; 4- second heat exchanger; 5- battery heat exchanger; 51- first battery sub-heat exchanger; 52- second battery sub-heat exchanger; 6- third expansion valve; 7- first expansion valve; 8- second expansion valve; 9- fourth expansion valve; 10- electromagnetic valve 1; 11- electromagnetic valve 2; 12- electromagnetic valve 3;

[0060] 110-first branch; 120-second branch; 130-third branch; 140-fourth branch; 150-fifth branch; 160-sixth branch. DETAILED DESCRIPTION

[0061] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate the present disclosure and is not used to limit the present disclosure.

[0062] In the present disclosure, unless otherwise stated, the “first end” used generally refers to the end of the pipeline where the relevant components are located, which is away from the electromagnetic four-way reversing valve; the “second end” refers to the end of the pipeline where the relevant components are located, which is close to the electromagnetic four-way reversing valve. In addition, the terms “first”, “second”, “third”, “fourth”, “fifth”, etc. used in the present disclosure are intended to distinguish one element from another and do not have order or importance. In addition, in the following description, when referring to the drawings, unless otherwise explained, the same figure numbers in different drawings represent the same or similar elements. The above definitions are only used to illustrate the present disclosure and should not be construed as limitations on the present disclosure.

[0063] Traditional new energy vehicle battery direct cooling thermal management system Figure 1 As shown, it is composed of a compressor 1', an electromagnetic four-way reversing valve 2', a passenger compartment air conditioning system heat exchanger 3', a battery heat exchanger 5', a first electronic expansion valve 6', a second electronic expansion valve 7', a drive system heat exchanger and / or an environmental heat exchanger 4' and corresponding connecting pipes. At this time, the A port of the electromagnetic four-way reversing valve 2' is connected to the B port, and the C port is connected to the D port. The gaseous low-pressure heat transfer medium is converted into a gaseous high-pressure heat transfer medium through the compressor 1', and is divided into two parallel paths after passing through the electromagnetic four-way reversing valve 2', respectively passing through the passenger compartment air conditioning system heat exchanger 3' and the battery heat exchanger 5' to release heat and be converted into a liquid high-pressure heat transfer medium. The flow of the two paths of heat transfer medium is coordinated by the first electronic expansion valve 6' and the second electronic expansion valve 7'. Afterwards, the two liquid high-pressure heat transfer media are combined, and absorb heat through the drive system heat exchanger and / or the environmental heat exchanger 4' and are converted into gaseous low-pressure heat transfer media. The gaseous low-pressure heat transfer media passes through the electromagnetic four-way reversing valve 2' and enters the compressor 1'. The above is the heat transfer media cycle in the heating mode of the passenger compartment air-conditioning system. After changing the connectivity state of the electromagnetic four-way reversing valve 2' (at this time, port A of the electromagnetic four-way heat exchange valve 2' is connected to port D, and port B is connected to port C), the heat transfer media circulation direction is reversed, the environmental heat exchanger 4' releases heat, the passenger compartment air-conditioning system heat exchanger 3' and the battery system heat exchanger 5' absorb heat, and the passenger compartment air-conditioning system heating mode is converted to the passenger compartment air-conditioning system cooling mode, as shown in FIG. Figure 2 shown.

[0064] In the traditional direct-cooling thermal management system for new energy vehicles, the temperature of the battery assembly is adjusted by a battery heat exchanger connected in parallel with the heat exchanger of the passenger compartment air conditioning system. Inside the heat exchanger is a gas-liquid two-phase heat transfer medium that absorbs or releases heat by phase change at a certain saturated pressure and saturated temperature. The advantage of the traditional thermal management system is its simple structure. However, when the battery assembly is working, the local heat generation and temperature are uneven, and the cold / heat load requirements vary greatly. Even under harsh conditions (such as low temperatures in high-latitude areas in winter), the single cooling / heating function of the traditional thermal management system is difficult to control the maximum temperature difference of the battery assembly within a small enough range to protect the life of the battery assembly. The battery assembly needs to be locally heated and locally cooled at the same time, so more refined thermal management is required to achieve the purpose of controlling the temperature difference of the battery assembly. Traditional thermal management systems are unable to flexibly and accurately adjust the heat exchange capacity of battery heat exchangers in response to different environments and operating conditions. Specifically, they have the following disadvantages: (1) They are unable to simultaneously provide multiple different temperatures for battery components with different local cold / heat load requirements in response to different environments and operating conditions to perform flexible dual-function control of battery component cooling and heating simultaneously; (2) They are unable to flexibly and accurately control the cooling / heating functions of battery components with different local cold / heat load requirements in response to different environments and operating conditions; (3) The flow path of the battery heat exchanger is long and the flow resistance is large, resulting in a large pressure drop and temperature drop of the heat transfer fluid, which is not conducive to controlling the temperature difference of the battery components.

[0065] In order to improve the refinement of battery thermal management, match the differences in cold / heat load requirements of local areas of battery components, reduce the temperature difference of battery components, improve the performance of battery components, and protect the life of battery components, the following thermal management system, control method thereof, and electric vehicle disclosed in the present invention are specially proposed.

[0066] like Figure 3 and Fig. 9 As shown, in order to achieve the above-mentioned purpose, the first aspect of the present disclosure provides a thermal management system, which includes a compressor 1, a battery heat exchanger 5 and an expansion structure, the battery heat exchanger 5 includes a first battery sub-heat exchanger 51 and a second battery sub-heat exchanger 52, the expansion structure includes a first expansion valve 7, one end of the first battery sub-heat exchanger 51 is connected to one end of the first expansion valve 7, and the other end is connected to one of the outlet and the inlet of the compressor 1, one end of the second battery sub-heat exchanger 52 is connected to the other end of the first expansion valve 7, and the other end is connected to the other one of the outlet and the inlet of the compressor 1; wherein the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 respectively correspond to different areas of the battery assembly, so that one area of ​​the battery assembly is heated and the other area is cooled.

[0067] The above technical solution, i.e., the thermal management system disclosed in the present invention, is achieved by setting the battery heat exchanger 5 to the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 corresponding to different areas of the battery assembly, and connecting the first battery sub-heat exchanger 51, the second battery sub-heat exchanger 52, the first expansion valve 7 and the compressor 1 in series to form a circulation loop, so that the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are used for heating and cooling respectively to meet the different requirements of the cold / heat loads in different areas of the battery assembly. For example, the first battery sub-heat exchanger 51 is used to heat the area that needs to be heated, and the second battery sub-heat exchanger 52 is used to cool the area that needs to be cooled, thereby improving the refinement of the battery thermal management, matching the differences in the cold / heat load requirements of each local area of ​​the battery assembly, reducing the temperature difference of the battery assembly, improving the performance of the battery assembly, and protecting the life of the battery assembly.

[0068] It should be noted that the battery assembly may be a battery cell, and different regions of the battery assembly may be different regions of a battery cell; in addition, the battery assembly may also be a battery pack composed of multiple battery cells, and different regions of the battery assembly may correspond to battery cells at different positions in the battery pack.

[0069] The expansion structure may constitute at least one first expansion valve 7 , that is, the expansion structure may include one first expansion valve 7 or a plurality of expansion valves.

[0070] like Figure 3 As shown, in some embodiments, the battery heat exchanger may include a first battery sub-heat exchanger 51 and a second battery sub-heat exchanger 52, wherein the outlet of the compressor 1 is connected to one end of the first battery sub-heat exchanger 51, the other end of the first battery sub-heat exchanger 51 is connected to one end of the first expansion valve 7, the other end of the first expansion valve 7 is connected to one end of the second battery sub-heat exchanger 52, and the other end of the second battery sub-heat exchanger 52 is connected to the inlet of the compressor 1. By starting the compressor, the heat transfer medium passes through the first battery sub-heat exchanger 51, the first expansion valve 7, and the second battery sub-heat exchanger 52 in sequence and then returns to the compressor 1 again to achieve circulation, so that the first battery sub-heat exchanger 51 is heated and the second battery sub-heat exchanger 52 is cooled. The area 1 of the battery assembly corresponding to the first battery sub-heat exchanger 51 can be heated, and the area 2 of the battery assembly corresponding to the second battery sub-heat exchanger 52 can be cooled.

[0071] In addition, in some embodiments, the outlet of the compressor 1 is connected to one end of the second battery sub-heat exchanger 52, the other end of the second battery sub-heat exchanger 52 is connected to one end of the first expansion valve 7, the other end of the first expansion valve 7 is connected to one end of the first battery sub-heat exchanger 51, and the other end of the first battery sub-heat exchanger 51 is connected to the inlet of the compressor 1. By starting the compressor, the heat transfer medium passes through the second battery sub-heat exchanger 52, the first expansion valve 7, and the first battery sub-heat exchanger 51 in sequence and then returns to the compressor 1 to realize circulation, so that the first battery sub-heat exchanger 51 is cooled and the second battery sub-heat exchanger 52 is heated. Area one of the battery assembly corresponding to the first battery sub-heat exchanger 51 can be cooled, and area two of the battery assembly corresponding to the second battery sub-heat exchanger 52 can be heated.

[0072] like Figure 4 and Figure 5 As shown, in some embodiments, the thermal management system further includes an electromagnetic four-way reversing valve 2, and the electromagnetic four-way reversing valve 2 includes a port A, a port B, a port C, and a port D; the compressor 1 is connected to the port A and the port C, the first battery sub-heat exchanger 51 is connected to the port B, and the second battery sub-heat exchanger 52 is connected to the port D; the electromagnetic four-way reversing valve 2 has a first working state and a second working state; in the first working state, the port A is connected to the port B, and the port D is connected to the port C; in the second working state, the port A is connected to the port D, and the port B is connected to the port C. Among them, the outlet of the compressor 1 is connected to the port A of the electromagnetic four-way reversing valve 2, and the inlet of the compressor 1 is connected to the port C of the electromagnetic four-way reversing valve 2. By switching between the first working state and the second working state of the electromagnetic four-way reversing valve 2, the switching between heating and cooling of the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 is realized.

[0073] In some embodiments, the battery assembly includes a heat exchange region 1 and a heat exchange region 2, wherein the heat exchange region 1 corresponds to the first battery sub-heat exchanger 51, and the heat exchange region 2 corresponds to the second battery sub-heat exchanger 52. Figure 4 As shown, in the first working state, the A port and the B port of the electromagnetic four-way reversing valve 2 are connected, and the D port and the C port of the electromagnetic four-way reversing valve 2 are connected. By starting the compressor, the heat transfer medium is discharged from the outlet of the compressor 1 and passes through the A port and the B port of the electromagnetic four-way reversing valve 2, the first battery sub-heat exchanger 51, the first expansion valve 7, the second battery sub-heat exchanger 52, the D port and the C port of the electromagnetic four-way reversing valve 2 in sequence and then returns to the compressor 1 again to realize the cycle, so that the first battery sub-heat exchanger 51 heats and the second battery sub-heat exchanger 52 cools. The heat exchange area 1 of the battery assembly corresponding to the first battery sub-heat exchanger 51 can be heated, and the heat exchange area 2 of the battery assembly corresponding to the second battery sub-heat exchanger 52 can be cooled.

[0074] like Figure 5As shown, in the second working state, the A port and the D port of the electromagnetic four-way reversing valve 2 are connected, and the B port and the C port of the electromagnetic four-way reversing valve 2 are connected. By starting the compressor, the heat transfer medium is discharged from the outlet of the compressor 1 and passes through the A port and the D port of the electromagnetic four-way reversing valve 2, the second battery sub-heat exchanger 52, the first expansion valve 7, the first battery sub-heat exchanger 51, the B port and the C port of the electromagnetic four-way reversing valve 2 in sequence and then returns to the compressor 1 again to realize the cycle, so that the first battery sub-heat exchanger 51 cools and the second battery sub-heat exchanger 52 heats. The heat exchange area 1 of the battery assembly corresponding to the first battery sub-heat exchanger 51 can be cooled, and the heat exchange area 2 of the battery assembly corresponding to the second battery sub-heat exchanger 52 can be heated.

[0075] like Figure 6 As shown, in some embodiments, the thermal management system also includes a first heat exchanger 3 and a second heat exchanger 4; the expansion structure also includes a second expansion valve 8, a third expansion valve 6 and a fourth expansion valve 9; the first end of the first battery sub-heat exchanger 51 is connected to the first end of the second battery sub-heat exchanger 52 through the first branch 110, the first expansion valve 7 and the second expansion valve 8 are connected in series on the first branch 110, and the second expansion valve 8 is located between the first expansion valve 7 and the second battery sub-heat exchanger 52; the second end of the first battery sub-heat exchanger 51 is connected to the B port of the electromagnetic four-way reversing valve 2 through the second branch 120, and the second end of the second battery sub-heat exchanger 52 is connected to the D port of the electromagnetic four-way reversing valve 2 through the third branch 130.

[0076] The first heat exchanger 3 and the third expansion valve 6 are connected in series on the fourth branch 140, the first end of the fourth branch 140 is connected to the first branch 110 between the first expansion valve 7 and the second expansion valve 8, the second end of the fourth branch 140 is connected to the second branch 120, and the third expansion valve 6 is located between the first end of the fourth branch 140 and the first heat exchanger 3; the second heat exchanger 4 and the fourth expansion valve 9 are connected in series on the fifth branch 150, the first end of the fifth branch 150 is connected to the first branch 110 between the first expansion valve 7 and the second expansion valve 8, the second end of the fifth branch 150 is connected to the third branch 130, and the fourth expansion valve 9 is located between the first end of the fifth branch 150 and the second heat exchanger 4.

[0077] In some embodiments, the first heat exchanger 3 may be a heat exchanger for the air conditioning system of the passenger compartment of the electric vehicle; the second heat exchanger 4 may be a heat exchanger for the drive system of the electric vehicle and / or an environmental heat exchanger. The first battery sub-heat exchanger 51 and / or the second battery sub-heat exchanger 52 may be connected in parallel to both ends of the first heat exchanger 3 or the second heat exchanger 4. While heating or cooling the passenger compartment of the electric vehicle, different areas of the battery assembly may also be heated or cooled.

[0078] like Figure 6As shown, when the electromagnetic four-way reversing valve 2 is in the first working state, the heat transfer medium discharged from the outlet of the compressor 1 enters the first heat exchanger 3 and the first battery sub-heat exchanger 51 through the A port and the B port of the electromagnetic four-way reversing valve 2, and merges after passing through the third expansion valve 6 and the first expansion valve 7 on their respective branches, and then enters the second battery sub-heat exchanger 52 through the second expansion valve 8, and enters the second heat exchanger 4 through the fourth expansion valve 9, and merges after the second battery heat exchanger 52 and the second heat exchanger 4 and enters the D port of the electromagnetic four-way reversing valve 2, and is discharged from the C port, and then flows back to the compressor 1 from the inlet of the compressor 1 to realize the circulation, so that the first heat exchanger 3 is connected in parallel with the first battery sub-heat exchanger 51 to realize heating together, and the second heat exchanger 4 is connected in parallel with the second battery sub-heat exchanger 52 to realize cooling together, thereby meeting the heating demand of the passenger compartment of the electric vehicle and the heating or cooling demand of different areas of the battery assembly.

[0079] like Figure 7 As shown, when the electromagnetic four-way reversing valve 2 is switched to the second working state, the A port of the electromagnetic four-way reversing valve 2 is connected to the D port, the B port is connected to the C port, the first heat exchanger 3 is connected in parallel with the first battery sub-heat exchanger 51 to jointly realize cooling, and the second heat exchanger 4 is connected in parallel with the second battery sub-heat exchanger 52 to jointly realize heating, thereby meeting the cooling demand of the passenger compartment of the electric vehicle while meeting the heating or cooling demand of different areas of the battery assembly.

[0080] In order to connect the first battery sub-heat exchanger 51 and / or the second battery sub-heat exchanger 52 in parallel to both ends of the first heat exchanger 3 or the second heat exchanger 4, as shown in FIG. Figure 8 and Fig. 9 As shown, in some embodiments, the thermal management system further includes a solenoid valve 10, a solenoid valve 2 11, and a solenoid valve 3 12. The solenoid valve 10 is provided in the second branch 120 and is located between the second end of the fourth branch 140 and the first battery sub-heat exchanger 51. The solenoid valve 3 12 is provided in the third branch 130 and is located between the second end of the fifth branch 150 and the second battery sub-heat exchanger 52. The solenoid valve 2 11 is provided in the sixth branch 160. The first end of the sixth branch 160 is connected between the first battery sub-heat exchanger 51 and the solenoid valve 10, and the second end of the sixth branch 160 is connected between the second battery sub-heat exchanger 52 and the solenoid valve 3 12.

[0081] When in use, the electromagnetic four-way reversing valve 2 can be controlled to switch to the first working state; the electromagnetic valve 2 11 can be controlled to be cut off, the electromagnetic valve 1 10 and the electromagnetic valve 3 12 are connected, the first battery sub-heat exchanger 51 and the first heat exchanger 3 are connected in parallel for heating, and the second battery sub-heat exchanger 52 and the second heat exchanger 4 are connected in parallel for cooling; the electromagnetic valve 3 12 can also be controlled to be cut off, the electromagnetic valve 1 10 and the electromagnetic valve 2 11 are connected, the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are both connected in parallel with the first heat exchanger 3 for heating, and the second heat exchanger 4 is cooled; the electromagnetic valve 10 can also be controlled to be cut off, the electromagnetic valve 2 11 and the electromagnetic valve 3 12 are connected, the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are both connected in parallel with the second heat exchanger 4 for cooling, and the first heat exchanger 3 is heated.

[0082] In some embodiments, the electromagnetic four-way reversing valve 2 can be controlled to switch to the second working state; the electromagnetic valve 2 11 is controlled to be cut off, the electromagnetic valve 1 10 and the electromagnetic valve 3 12 are connected, the first battery sub-heat exchanger 51 is connected in parallel with the first heat exchanger 3 for cooling, and the second battery sub-heat exchanger 52 is connected in parallel with the second heat exchanger 4 for heating; the electromagnetic valve 10 is controlled to be cut off, the electromagnetic valve 2 11 and the electromagnetic valve 3 12 are connected, the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are both connected in parallel with the second heat exchanger 4 for heating, and the first heat exchanger 3 is cooled; the electromagnetic valve 3 12 is controlled to be cut off, the electromagnetic valve 1 10 and the electromagnetic valve 2 11 are connected, the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are both connected in parallel with the first heat exchanger 3 for cooling, and the second heat exchanger 4 is heated.

[0083] In coordination with the heating and cooling modes of the passenger compartment air-conditioning system, by controlling the connectivity and disconnection states of solenoid valve 10, solenoid valve 2 11 and solenoid valve 3 12, the first battery sub-heat exchanger 51 and / or the second battery sub-heat exchanger 52 are connected in parallel with the first heat exchanger 3 or the second heat exchanger 4 to achieve different combinations of heating and cooling of the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52, thereby meeting the different requirements of the cold / heat loads of different areas of the battery assembly.

[0084] The first heat exchanger 3 is used to heat or cool the passenger compartment of the electric vehicle. The battery assembly may be a power battery of the electric vehicle. A plurality of different heat exchange areas are arranged on the battery assembly. The battery heat exchanger 5 may include a first battery sub-heat exchanger 51 and a second battery sub-heat exchanger 52. Each battery sub-heat exchanger is arranged correspondingly in a heat exchange area of ​​the battery assembly for heating or cooling the area. Therefore, according to the heating characteristics of the battery assembly, the first battery sub-heat exchanger 51 and / or the second battery sub-heat exchanger 52 may be connected in parallel to both ends of the passenger compartment air conditioning system heat exchanger or the drive system heat exchanger and / or the environmental heat exchanger, so as to achieve heating together with the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52, or cooling together, or heating by the first battery sub-heat exchanger 51 and cooling by the second battery sub-heat exchanger 52, or cooling by the first battery sub-heat exchanger 51 and heating by the second battery sub-heat exchanger 52.

[0085] Among them, in the heating mode of the passenger compartment air-conditioning system, when the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are connected in parallel to the passenger compartment air-conditioning system heat exchanger, the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 heat the battery assembly together; when the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are connected in parallel to the drive system heat exchanger and / or the environmental heat exchanger, they cool the battery assembly together; when the first battery sub-heat exchanger 51 is connected in parallel to the passenger compartment air-conditioning system heat exchanger and the second battery sub-heat exchanger 52 is connected in parallel to the drive system heat exchanger and / or the environmental heat exchanger, the first battery sub-heat exchanger 51 heats a partial area of ​​the battery assembly and the second battery sub-heat exchanger 52 cools a partial area of ​​the battery assembly. In the cooling mode of the passenger compartment air conditioning system, when the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are connected in parallel to the passenger compartment air conditioning system heat exchanger, the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 cool the battery assembly together; when the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are connected in parallel to the ambient heat exchanger, they heat the battery assembly together; when the first battery sub-heat exchanger 51 is connected in parallel to the passenger compartment air conditioning system heat exchanger and the second battery sub-heat exchanger 52 is connected in parallel to the ambient heat exchanger, the first battery sub-heat exchanger 51 cools a part of the battery assembly and the second battery sub-heat exchanger heats a part of the battery assembly. The first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are respectively used to match the different requirements of the cold / heat loads of different areas of the battery assembly, reduce the temperature difference of the battery assembly, and improve the refinement of the battery thermal management.

[0086] It should be noted that, in other embodiments, compared with Figure 8By changing the positions of the components, the positions of the first battery sub-heat exchanger 51 and the first heat exchanger 3 can be interchanged, and the positions of the second battery sub-heat exchanger 52 and the second heat exchanger 4 can be interchanged. When the compressor 1 is started, by controlling the working state of the electromagnetic four-way reversing valve 2, and the on-off of the electromagnetic valve 1 10, the electromagnetic valve 2 11 and the electromagnetic valve 3 12, the heating of the first battery sub-heat exchanger 51 and the cooling of the second battery sub-heat exchanger 52 can be achieved, or the cooling of the first battery sub-heat exchanger 51 and the heating of the second battery sub-heat exchanger 52 can be achieved. At the same time, the first heat exchanger 3 can be selectively connected in parallel with the first battery sub-heat exchanger 51 to achieve heating or cooling, and the second heat exchanger 4 can be connected in parallel with the second battery sub-heat exchanger 52 to achieve cooling or heating. Other parallel situations can be achieved by controlling the on-off of the electromagnetic valve 1 10, the electromagnetic valve 2 11 and the electromagnetic valve 3 12, which will not be repeated here.

[0087] It should be noted that the first expansion valve 7, the second expansion valve 8, the third expansion valve 6 and the fourth expansion valve 9 can all be electronic expansion valves, which can be selected according to implementation needs and will not be described in detail here.

[0088] In some embodiments, by adjusting the opening of the first expansion valve 7, the second expansion valve 8, the third expansion valve 6 and the fourth expansion valve 9, that is, the degree of throttling, in conjunction with the compression parameter adjustment of the compressor 1 and the on-off state switching of the solenoid valve 10, the solenoid valve 2 11 and the solenoid valve 3 12, the heat transfer parameters (such as the pressure, temperature and flow rate of the heat transfer medium) of the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 during heating or cooling can be controlled separately, so that the matching degree between the local temperature and heat transfer capacity of the battery heat exchanger 5 and the local heat generation of the battery assembly is further optimized. Therefore, the thermal management system can flexibly and accurately control the cooling / heating function of the battery assembly with different local cold / heat load requirements according to different environments and working conditions, thereby reducing the temperature difference of the battery assembly. For example, when the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 heat the battery assembly at the same time, the heating capacities of the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 can be controlled separately; when cooling the battery assembly, the cooling capacities can also be controlled separately; of course, when one heats the battery assembly and the other cools the battery assembly, the heating capacity and cooling capacity can also be controlled separately.

[0089] The battery assembly can be a power battery. The power battery has a large energy density and volume. When working, different parts of the battery cell often generate different amounts of heat. The heat generated by the positive and negative electrodes at both ends of the battery cell is greater than that in the middle of the battery cell. The traditional battery heat exchanger adopts a cooling method in which the heat transfer medium flows in one way and flows out the other way and the temperature is evenly distributed. Although this can reduce the local maximum temperature and the overall average temperature of the battery cell, it does not significantly reduce the temperature difference of the battery cell. The large temperature difference of the battery cell still exists, affecting the life of the power battery. In the present disclosure, the former of the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 can be arranged at the two end areas of the battery cell, and the latter can be arranged at the middle area of ​​the battery cell. In a hot environment, for example, when the air conditioning system of the passenger compartment is cooling, the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 can be connected in parallel to the first heat exchanger 3 to cool the power battery, and by adjusting the opening of the first expansion valve 7 and the second expansion valve 8, the cooling capacity of the first battery sub-heat exchanger 51 is greater than the cooling capacity of the second battery sub-heat exchanger 52, thereby reducing the temperature difference of the power battery. In addition, in a cold environment, for example, when the passenger compartment air conditioning system is heating, the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 can be connected in parallel to the first heat exchanger 3 to heat the power battery, and by adjusting the opening of the first expansion valve 7 and the second expansion valve 8 so that the heating capacity of the first battery sub-heat exchanger 51 is smaller than the heating capacity of the second battery sub-heat exchanger 52, the temperature difference of the power battery can also be reduced.

[0090] Optionally, the thermal management system further includes a control mechanism, and the compressor 1 and the expansion structure are respectively communicatively connected to the control mechanism.

[0091] In some embodiments, the compressor 1, the electromagnetic four-way reversing valve 2, the electromagnetic valve 1 10, the electromagnetic valve 2 11, the electromagnetic valve 3 12, the first expansion valve 7, the second expansion valve 8, the third expansion valve 6 and the fourth expansion valve 9 are respectively connected to the control mechanism for communication. The control mechanism may be a separately arranged PLC controller, or may be a management and control system of the passenger compartment air conditioning system of the electric vehicle or a whole vehicle management and control system of the electric vehicle.

[0092] In a second aspect of the present disclosure, a control method for a thermal management system is provided, which is applied to the above-mentioned thermal management system, and the method comprises:

[0093] Start compressor 1.

[0094] One of the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 is used to heat one area of ​​the battery assembly, and the other of the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 is used to cool another area of ​​the battery assembly.

[0095] The control method of the thermal management system is applied to the above-mentioned thermal management system. When the first heat exchanger 3 and the second heat exchanger 4 are included, the passenger compartment of the electric vehicle can be heated or cooled, and at the same time, the battery assembly of the electric vehicle can be heated and / or cooled. That is, the passenger compartment can be heated or cooled by the first heat exchanger 3, and at the same time, the different areas of the battery assembly can be heated or cooled by the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52, so as to meet the requirements of temperature height and temperature distribution uniformity of the battery assembly while ensuring the comfort of the passenger compartment.

[0096] like Figure 8 As shown, in some embodiments, the thermal management system includes an electromagnetic four-way reversing valve 2, a first heat exchanger 3, a second heat exchanger 4, a first branch 110, a second branch 120, a third branch 130, a fourth branch 140, a fifth branch 150, a sixth branch 160, an electromagnetic valve 10, an electromagnetic valve 2 11 and an electromagnetic valve 3 12. The expansion structure includes a first expansion valve 7, a second expansion valve 8, a third expansion valve 6 and a fourth expansion valve 9.

[0097] The first heat exchanger 3 is a heat exchanger for the passenger compartment air conditioning system of the electric vehicle, and the second heat exchanger 4 is a heat exchanger for the drive system of the electric vehicle and / or an environmental heat exchanger. The electromagnetic four-way reversing valve 2 has a first working state and a second working state. In the first working state, the A port of the electromagnetic four-way reversing valve 2 is connected to the B port of the electromagnetic four-way reversing valve 2, and the D port of the electromagnetic four-way reversing valve 2 is connected to the C port of the electromagnetic four-way reversing valve 2. In the second working state, the A port of the electromagnetic four-way reversing valve 2 is connected to the D port of the electromagnetic four-way reversing valve 2, and the B port of the electromagnetic four-way reversing valve 2 is connected to the C port of the electromagnetic four-way reversing valve 2.

[0098] The battery assembly includes a heat exchange area 1 and a heat exchange area 2, and the heat exchange area 1 corresponds to the first battery sub-heat exchanger 51, and the heat exchange area 2 corresponds to the second battery sub-heat exchanger 52. When the passenger compartment air conditioning system of the electric vehicle is heating, the heat exchange area 1 needs to be heated, and the heat exchange area 2 needs to be cooled, the method further includes:

[0099] The electromagnetic four-way reversing valve 2 is controlled to switch to the first working state.

[0100] The control solenoid valve 2 11 is cut off, the solenoid valve 1 10 and the solenoid valve 3 12 are connected, the first battery sub-heat exchanger 51 and the first heat exchanger 3 are connected in parallel for heating, and the second battery sub-heat exchanger 52 and the second heat exchanger 4 are connected in parallel for cooling.

[0101] Solenoid valve 2 11 is cut off, and other valve bodies are connected. The gaseous low-pressure heat transfer medium is converted into a gaseous high-pressure heat transfer medium through the compressor 1, and is divided into two parallel paths after passing through the A port and the B port of the electromagnetic four-way reversing valve 2, and respectively passes through the first heat exchanger 3 (i.e., the heat exchanger of the passenger compartment air conditioning system) and the first battery sub-heat exchanger 51 to release heat and be converted into a liquid high-pressure heat transfer medium. The flow of the two heat transfer mediums is controlled by the third expansion valve 6 and the first expansion valve 7. After that, the two heat transfer mediums are combined and divided into two parallel paths. The flow of the two heat transfer mediums is controlled by the second expansion valve 8 and the fourth expansion valve 9. The two heat transfer media are converted into liquid low-pressure heat transfer media through the second expansion valve 8 and the fourth expansion valve 9 respectively, and then pass through the second battery sub-heat exchanger 52 and the second heat exchanger 4 (i.e., the drive system heat exchanger and / or the environmental heat exchanger) to absorb heat and be converted into gaseous low-pressure heat transfer media. After that, the two gaseous low-pressure heat transfer media are combined and enter the compressor 1 after passing through the D port and the C port of the electromagnetic four-way reversing valve 2.

[0102] When the passenger compartment air conditioning system of the electric vehicle is heating, the heat exchange area 1 needs to be heated, and the heat exchange area 2 needs to be heated, the method further includes:

[0103] The electromagnetic four-way reversing valve 2 is controlled to switch to the first working state.

[0104] The control solenoid valve three 12 is cut off, the solenoid valve one 10 and the solenoid valve two 11 are connected, the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are both connected in parallel with the first heat exchanger 3 for heating, and the second heat exchanger 4 for cooling.

[0105] Solenoid valve 3 12 is cut off, and other valve bodies are connected. The gaseous low-pressure heat transfer medium is converted into a gaseous high-pressure heat transfer medium through the compressor 1, and is divided into three parallel paths after passing through the A port and the B port of the electromagnetic four-way reversing valve 2, and respectively passes through the first heat exchanger 3 (i.e., the passenger compartment air conditioning system heat exchanger), the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 to release heat and be converted into a liquid high-pressure heat transfer medium. The flow of the three-path heat transfer medium is coordinated by the third expansion valve 6, the first expansion valve 7 and the second expansion valve 8. After that, the three-path heat transfer medium is merged and converted into a liquid low-pressure heat transfer medium through the fourth expansion valve 9, and then passes through the second heat exchanger 4 (i.e., the drive system heat exchanger and / or the environmental heat exchanger) to absorb heat and be converted into a gaseous low-pressure heat transfer medium. The gaseous low-pressure heat transfer medium enters the compressor 1 after passing through the D port and the C port of the electromagnetic four-way reversing valve 2.

[0106] When the passenger compartment air conditioning system of the electric vehicle is heating, the heat exchange area 1 needs to be cooled, and the heat exchange area 2 needs to be cooled, the method further includes:

[0107] The electromagnetic four-way reversing valve 2 is controlled to switch to the first working state.

[0108] The control solenoid valve 10 is cut off, the solenoid valve 2 11 and the solenoid valve 3 12 are connected, the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are both connected in parallel with the second heat exchanger 4 for cooling, and the first heat exchanger 3 is for heating.

[0109] The electromagnetic valve 10 is cut off, and the other valve bodies are connected. The gaseous low-pressure heat transfer medium is converted into a gaseous high-pressure heat transfer medium through the compressor 1, and after passing through the A port and the B port of the electromagnetic four-way reversing valve 2, it passes through the first heat exchanger 3 (i.e., the heat exchanger of the passenger compartment air conditioning system) to release heat and convert into a liquid high-pressure heat transfer medium. After that, the liquid high-pressure heat transfer medium passes through the third expansion valve 6 and is divided into three parallel paths. The flow of the three-path heat transfer medium is coordinated by the first expansion valve 7, the second expansion valve 8, and the fourth expansion valve 9. The three-path heat transfer medium passes through the first expansion valve 7, the second expansion valve 8, and the fourth expansion valve 9 respectively to convert into a liquid low-pressure heat transfer medium, and then passes through the first battery sub-heat exchanger 51, the second battery sub-heat exchanger 52, and the second heat exchanger 4 (i.e., the drive system heat exchanger and / or the environment heat exchanger) to absorb heat and convert into a gaseous low-pressure heat transfer medium. After that, the three-path gaseous low-pressure heat transfer medium is merged and enters the compressor 1 after passing through the D port and the C port of the electromagnetic four-way reversing valve 2.

[0110] Among them, when the passenger compartment air conditioning system of the electric vehicle is heating, heat exchange area 1 needs to be heated, and heat exchange area 2 needs to be cooled, the thermal management system is in the first mode; when the passenger compartment air conditioning system of the electric vehicle is heating, heat exchange area 1 needs to be heated, and heat exchange area 2 needs to be heated, the thermal management system is in the second mode; when the passenger compartment air conditioning system of the electric vehicle is heating, heat exchange area 1 needs to be cooled, and heat exchange area 2 needs to be cooled, the thermal management system is in the third mode. The control method of the thermal management system can be switched arbitrarily when the thermal management system is in the first mode, the second mode or the third mode. For example, the thermal management system can be controlled to switch from the first mode to the second mode, or the thermal management system can be controlled to switch from the first mode to the third mode.

[0111] like Fig. 9 As shown, in other embodiments, the thermal management system includes an electromagnetic four-way reversing valve 2, a first heat exchanger 3, a second heat exchanger 4, a first branch 110, a second branch 120, a third branch 130, a fourth branch 140, a fifth branch 150, a sixth branch 160, an electromagnetic valve 10, an electromagnetic valve 2 11 and an electromagnetic valve 3 12. The expansion structure includes a first expansion valve 7, a second expansion valve 8, a third expansion valve 6 and a fourth expansion valve 9.

[0112] The first heat exchanger 3 is a heat exchanger for the passenger compartment air conditioning system of the electric vehicle, and the second heat exchanger 4 is a heat exchanger for the drive system of the electric vehicle and / or an environmental heat exchanger. The electromagnetic four-way reversing valve 2 has a first working state and a second working state. In the first working state, the A port of the electromagnetic four-way reversing valve 2 is connected to the B port of the electromagnetic four-way reversing valve 2, and the D port of the electromagnetic four-way reversing valve 2 is connected to the C port of the electromagnetic four-way reversing valve 2. In the second working state, the A port of the electromagnetic four-way reversing valve 2 is connected to the D port of the electromagnetic four-way reversing valve 2, and the B port of the electromagnetic four-way reversing valve 2 is connected to the C port of the electromagnetic four-way reversing valve 2.

[0113] The battery assembly includes a heat exchange area 1 and a heat exchange area 2, and the heat exchange area 1 corresponds to the first battery sub-heat exchanger 51, and the heat exchange area 2 corresponds to the second battery sub-heat exchanger 52. When the passenger compartment air conditioning system of the electric vehicle is cooling, the heat exchange area 1 needs to be cooled, and the heat exchange area 2 needs to be heated, the method further includes:

[0114] The electromagnetic four-way reversing valve 2 is controlled to switch to the second working state.

[0115] The control solenoid valve 2 11 is cut off, the solenoid valve 1 10 and the solenoid valve 3 12 are connected, the first battery sub-heat exchanger 51 and the first heat exchanger 3 are connected in parallel for cooling, and the second battery sub-heat exchanger 52 and the second heat exchanger 4 are connected in parallel for heating.

[0116] The electromagnetic valve 2 11 is cut off, and the other valve bodies are connected. This mode can be converted from the sub-mode in which the first battery sub-heat exchanger 51 heats and the second battery sub-heat exchanger 52 cools in the above-mentioned passenger compartment air conditioning system heating mode by switching the electromagnetic four-way reversing valve 2 to reverse the circulation direction of the heat transfer medium (i.e., connecting the A port of the electromagnetic four-way reversing valve 2 with the D port, and connecting the B port with the C port). At this time, the second battery sub-heat exchanger 52 and the second heat exchanger 4 (i.e., the environmental heat exchanger) release heat, and the first heat exchanger 3 (i.e., the passenger compartment air conditioning system heat exchanger) and the first battery sub-heat exchanger 51 absorb heat.

[0117] When the passenger compartment air conditioning system of the electric vehicle is cooling, the heat exchange area 1 needs to be heated, and the heat exchange area 2 needs to be heated, the method further includes:

[0118] The electromagnetic four-way reversing valve 2 is controlled to switch to the second working state.

[0119] The control solenoid valve 10 is cut off, the solenoid valve 2 11 and the solenoid valve 3 12 are connected, the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are both connected in parallel with the second heat exchanger 4 for heating, and the first heat exchanger 3 is for cooling.

[0120] The electromagnetic valve 10 is cut off, and the other valve bodies are connected. This mode can be converted from the sub-mode in which both the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are cooling in the above-mentioned passenger compartment air conditioning system heating mode by switching the electromagnetic four-way reversing valve 2 to reverse the circulation direction of the heat transfer medium (that is, connecting the A port of the electromagnetic four-way reversing valve 2 with the D port, and connecting the B port with the C port). At this time, the first battery sub-heat exchanger 51, the second battery sub-heat exchanger 52 and the second heat exchanger 4 (that is, the environmental heat exchanger) release heat, and the first heat exchanger 3 (that is, the passenger compartment air conditioning system heat exchanger) absorbs heat.

[0121] When the passenger compartment air conditioning system of the electric vehicle needs cooling, the heat exchange area 1 needs cooling, and the heat exchange area 2 needs cooling, the method further includes:

[0122] The electromagnetic four-way reversing valve 2 is controlled to switch to the second working state.

[0123] The control solenoid valve three 12 is cut off, the solenoid valve one 10 and the solenoid valve two 11 are connected, the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are both connected with the first heat exchanger 3 for cooling, and the second heat exchanger 4 for heating.

[0124] The electromagnetic valve 3 12 is cut off, and the other valve bodies are connected. This mode can be converted from the sub-mode in which both the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 are heated in the above-mentioned passenger compartment air conditioning system heating mode by switching the electromagnetic four-way reversing valve 2 to reverse the circulation direction of the heat transfer medium (that is, connecting the A port of the electromagnetic four-way reversing valve 2 with the D port, and connecting the B port with the C port). At this time, the second heat exchanger 4 (i.e., the environmental heat exchanger) releases heat, and the first heat exchanger 3 (i.e., the passenger compartment air conditioning system heat exchanger), the first battery sub-heat exchanger 51, and the second battery sub-heat exchanger 52 absorb heat.

[0125] Among them, when the passenger compartment air conditioning system of the electric vehicle is cooling, the heat exchange area 1 needs to be cooled, and the heat exchange area 2 needs to be heated, the thermal management system is in the fourth mode; when the passenger compartment air conditioning system of the electric vehicle is cooling, the heat exchange area 1 needs to be heated, and the heat exchange area 2 needs to be heated, the thermal management system is in the fifth mode; when the passenger compartment air conditioning system of the electric vehicle needs to be cooled, the heat exchange area 1 needs to be cooled, and the heat exchange area 2 needs to be cooled, the thermal management system is in the sixth mode. The control method of the thermal management system can be switched arbitrarily when the thermal management system is in the first mode, the second mode, the third mode, the fourth mode, the fifth mode or the sixth mode. For example, the thermal management system can be controlled to switch from the fourth mode to the fifth mode, or the thermal management system can be controlled to switch from the fourth mode to the sixth mode.

[0126] It should be noted that, in the passenger compartment air conditioning system heating mode, the first heat exchanger 3 is the passenger compartment air conditioning system heat exchanger of the electric vehicle, and the second heat exchanger 4 is the drive system heat exchanger and / or the ambient heat exchanger of the electric vehicle. In the passenger compartment air conditioning system cooling mode, the first heat exchanger 3 is the passenger compartment air conditioning system heat exchanger of the electric vehicle, and the second heat exchanger 4 is the ambient heat exchanger of the electric vehicle.

[0127] It should be noted that, in order to achieve refined control of the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52, the pressure, temperature and flow rate of the heat transfer medium inside the battery sub-heat exchanger 51 are controlled to adjust the heating or cooling capacity thereof, wherein the first expansion valve 7 is connected in series to the branch where the first battery sub-heat exchanger 51 is located, and the second expansion valve 8 is connected in series to the branch where the second battery sub-heat exchanger 52 is located. The method further includes: adjusting the opening degree of the first expansion valve 7, the second expansion valve 8, the third expansion valve 6 and the fourth expansion valve 9, that is, the degree of throttling, in coordination with the compression parameter adjustment of the compressor 1 and the on-off state switching of the solenoid valve 1 10, the solenoid valve 2 11 and the solenoid valve 3 12, to achieve separate control of the heat transfer parameters (such as the pressure, temperature and flow rate of the heat transfer medium) of the first battery sub-heat exchanger 51 and the second battery sub-heat exchanger 52 during heating or cooling, so that the matching degree between the local temperature of the battery heat exchanger 5 and the heat transfer capacity and the local heat generation of the battery assembly is further optimized.

[0128] Based on the traditional direct cooling thermal management system for new energy vehicle batteries, the present disclosure proposes a direct cooling thermal management system for new energy vehicle batteries with synchronous hot and cold precise dual control and a control method thereof. Figure 8 Taking the passenger compartment air conditioning system heating mode as an example, different from the traditional thermal management system, the battery heat exchanger 5 of the thermal management system includes a first battery sub-heat exchanger 51 and a second battery sub-heat exchanger 52, which can be composed of two or more separate battery sub-heat exchangers with independent flow channels. The first battery sub-heat exchanger 51 and / or the second battery sub-heat exchanger 52 can be connected in parallel with the first heat exchanger (i.e., the passenger compartment air conditioning system heat exchanger) or the second heat exchanger (i.e., the drive system heat exchanger and / or the environmental heat exchanger). The thermal management system also includes a compressor 1, a solenoid valve, an expansion structure and necessary pipelines. Under strategic control, the compressor 1 compresses the heat transfer medium reasonably, each solenoid valve is connected or disconnected reasonably, and each expansion structure is adjusted by a reasonable opening. In the passenger compartment air conditioning system heating mode or cooling mode, a reasonable combination of heating and cooling of multiple battery sub-heat exchangers is collaboratively achieved.

[0129] This technical solution has the following advantages:

[0130] 1. Flexible dual-function control of battery module cooling and heating

[0131] The entire battery heat exchanger 5 includes multiple battery sub-heat exchangers, which can be composed of two or more separate battery sub-heat exchangers with their own independent flow channels. The saturated pressure and saturated temperature of the gas-liquid two-phase heat transfer medium in the flow channel that absorbs or releases heat during phase change can be designed and controlled separately, so that the temperature of each battery sub-heat exchanger can be controlled separately and differently. Therefore, the thermal management system can provide multiple different temperatures for battery components with different local cold / heat load requirements in different environments and working conditions, and perform flexible dual-function control of battery component cooling and heating simultaneously, thereby reducing the temperature difference of the battery components.

[0132] 2. Flexible battery module cooling / heating function precise control

[0133] The entire battery heat exchanger 5 includes multiple battery sub-heat exchangers, which can be composed of two or more separate battery sub-heat exchangers with their own independent flow channels. The heat transfer parameters of each battery sub-heat exchanger (such as the pressure, temperature and flow rate of the heat transfer medium) can be designed and controlled separately, so as to match the temperature requirements of different areas of the battery assembly by adjusting the heat transfer capacity of each battery sub-heat exchanger for different areas of the battery assembly. Therefore, the thermal management system can flexibly and accurately control the cooling / heating functions of battery assemblies with different local cold / heat load requirements according to different environments and working conditions, thereby reducing the temperature difference of the battery assembly.

[0134] 3. Battery heat exchanger with small flow resistance and small pressure drop 5

[0135] The entire battery heat exchanger 5 includes multiple battery sub-heat exchangers, which can be composed of two or more separate battery sub-heat exchangers with their own independent flow channels. Compared with the battery heat exchanger of the traditional thermal management system, the flow channel of each battery sub-heat exchanger is shorter and the flow resistance is smaller, which makes the pressure drop and temperature drop of the heat transfer medium of each battery sub-heat exchanger and the entire battery heat exchanger 5 smaller, which is conducive to reducing the temperature difference of the battery assembly.

[0136] The third aspect of the present disclosure further provides an electric vehicle, which includes the above-mentioned thermal management system. Therefore, the electric vehicle also has the advantages of the above-mentioned thermal management system, which can not only meet the needs of heating or cooling the passenger compartment of the electric vehicle, but also meet the needs of heating and / or cooling the battery components of the electric vehicle, reduce the temperature difference of the battery components, and improve the refinement of battery thermal management.

[0137] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0138] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0139] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A thermal management system, It is characterized in that The invention comprises a compressor (1), a battery heat exchanger (5) and an expansion structure, wherein the battery heat exchanger (5) comprises a first battery sub-heat exchanger (51) and a second battery sub-heat exchanger (52), and the expansion structure comprises a first expansion valve (7), wherein one end of the first battery sub-heat exchanger (51) is connected to one end of the first expansion valve (7), and the other end is connected to one of an outlet and an inlet of the compressor (1), and one end of the second battery sub-heat exchanger (52) is connected to the other end of the first expansion valve (7), and the other end is connected to the other of the outlet and the inlet of the compressor (1); The first battery sub-heat exchanger (51) and the second battery sub-heat exchanger (52) respectively correspond to different areas of the battery assembly, so that one area of ​​the battery assembly is heated and the other area is cooled; The thermal management system further comprises an electromagnetic four-way reversing valve (2), the electromagnetic four-way reversing valve (2) comprising an A port, a B port, a C port and a D port; the compressor (1) is respectively connected to the A port and the C port, the first battery sub-heat exchanger (51) is connected to the B port, and the second battery sub-heat exchanger (52) is connected to the D port; The electromagnetic four-way reversing valve (2) has a first working state and a second working state; in the first working state, the A port is connected to the B port, and the D port is connected to the C port; in the second working state, the A port is connected to the D port, and the B port is connected to the C port; The thermal management system further comprises a first heat exchanger (3) and a second heat exchanger (4); the expansion structure further comprises a second expansion valve (8), a third expansion valve (6) and a fourth expansion valve (9); The first end of the first battery sub-heat exchanger (51) is in communication with the first end of the second battery sub-heat exchanger (52) via a first branch (110); the first expansion valve (7) and the second expansion valve (8) are connected in series to the first branch (110); and the second expansion valve (8) is located between the first expansion valve (7) and the second battery sub-heat exchanger (52); The second end of the first battery sub-heat exchanger (51) is connected to the B port of the electromagnetic four-way reversing valve (2) through a second branch (120), and the second end of the second battery sub-heat exchanger (52) is connected to the D port of the electromagnetic four-way reversing valve (2) through a third branch (130); The first heat exchanger (3) and the third expansion valve (6) are connected in series on a fourth branch (140); a first end of the fourth branch (140) is connected to the first branch (110) between the first expansion valve (7) and the second expansion valve (8); a second end of the fourth branch (140) is connected to the second branch (120); and the third expansion valve (6) is located between the first end of the fourth branch (140) and the first heat exchanger (3); The second heat exchanger (4) and the fourth expansion valve (9) are connected in series on a fifth branch (150); a first end of the fifth branch (150) is connected to the first branch (110) between the first expansion valve (7) and the second expansion valve (8); a second end of the fifth branch (150) is connected to the third branch (130); and the fourth expansion valve (9) is located between the first end of the fifth branch (150) and the second heat exchanger (4).

2. The thermal management system according to claim 1, It is characterized in that The thermal management system further comprises a solenoid valve 1 (10), a solenoid valve 2 (11) and a solenoid valve 3 (12); The solenoid valve 1 (10) is provided in the second branch (120), and is located between the second end of the fourth branch (140) and the first battery sub-heat exchanger (51); The solenoid valve three (12) is arranged on the third branch (130), and is located between the second end of the fifth branch (150) and the second battery sub-heat exchanger (52); The solenoid valve 2 (11) is arranged on the sixth branch (160), the first end of the sixth branch (160) is connected between the first battery sub-heat exchanger (51) and the solenoid valve 1 (10), and the second end of the sixth branch (160) is connected between the second battery sub-heat exchanger (52) and the solenoid valve 3 (12).

3. The thermal management system according to claim 1, It is characterized in that The first heat exchanger (3) is a heat exchanger of an air conditioning system in a passenger compartment of an electric vehicle; The second heat exchanger (4) is a drive system heat exchanger and / or an ambient heat exchanger of the electric vehicle.

4. The thermal management system according to any one of claims 1 to 3, It is characterized in that The thermal management system further comprises a control mechanism, and the compressor (1) and the expansion structure are respectively communicatively connected to the control mechanism.

5. A control method for a thermal management system, It is characterized in that Applied to the thermal management system according to any one of claims 1 to 4, the method comprising: Start the compressor (1); One of the first battery sub-heat exchanger (51) and the second battery sub-heat exchanger (52) is used to heat one area of ​​the battery assembly, and the other of the first battery sub-heat exchanger (51) and the second battery sub-heat exchanger (52) is used to cool another area of ​​the battery assembly.

6. The control method of the thermal management system according to claim 5, It is characterized in that The thermal management system comprises an electromagnetic four-way reversing valve (2), a first heat exchanger (3), a second heat exchanger (4), a first branch (110), a second branch (120), a third branch (130), a fourth branch (140), a fifth branch (150), a sixth branch (160), a first electromagnetic valve (10), a second electromagnetic valve (11) and a third electromagnetic valve (12); the expansion structure comprises a first expansion valve (7), a second expansion valve (8), a third expansion valve (6) and a fourth expansion valve (9); The first heat exchanger (3) is a heat exchanger for the passenger compartment air conditioning system of the electric vehicle, and the second heat exchanger (4) is a heat exchanger for the drive system of the electric vehicle and / or an environmental heat exchanger; the electromagnetic four-way reversing valve (2) has a first working state and a second working state; in the first working state, the A port of the electromagnetic four-way reversing valve (2) is connected to the B port of the electromagnetic four-way reversing valve (2), and the D port of the electromagnetic four-way reversing valve (2) is connected to the C port of the electromagnetic four-way reversing valve (2); in the second working state, the A port of the electromagnetic four-way reversing valve (2) is connected to the D port of the electromagnetic four-way reversing valve (2), and the B port of the electromagnetic four-way reversing valve (2) is connected to the C port of the electromagnetic four-way reversing valve (2); The battery assembly comprises a first heat exchange region and a second heat exchange region, wherein the first heat exchange region corresponds to the first battery sub-heat exchanger (51), and the second heat exchange region corresponds to the second battery sub-heat exchanger (52), and the method further comprises: Controlling the electromagnetic four-way reversing valve (2) to switch to the first working state; The solenoid valve 2 (11) is controlled to be cut off, the solenoid valve 1 (10) and the solenoid valve 3 (12) are connected, the first battery sub-heat exchanger (51) and the first heat exchanger (3) are connected in parallel for heating, and the second battery sub-heat exchanger (52) and the second heat exchanger (4) are connected in parallel for cooling.

7. The control method of the thermal management system according to claim 6, It is characterized in that The method further comprises: Controlling the electromagnetic four-way reversing valve (2) to switch to the first working state; Controlling the solenoid valve three (12) to be cut off, the solenoid valve one (10) and the solenoid valve two (11) to be connected, the first battery sub-heat exchanger (51) and the second battery sub-heat exchanger (52) to be connected in parallel with the first heat exchanger (3) to generate heat, and the second heat exchanger (4) to be used for cooling; Alternatively, controlling the electromagnetic four-way reversing valve (2) to switch to the first working state; The solenoid valve 1 (10) is controlled to be cut off, the solenoid valve 2 (11) and the solenoid valve 3 (12) are connected, the first battery sub-heat exchanger (51) and the second battery sub-heat exchanger (52) are both connected in parallel with the second heat exchanger (4) for cooling, and the first heat exchanger (3) is used for heating.

8. The control method of the thermal management system according to claim 5, It is characterized in that The thermal management system comprises an electromagnetic four-way reversing valve (2), a first heat exchanger (3), a second heat exchanger (4), a first branch (110), a second branch (120), a third branch (130), a fourth branch (140), a fifth branch (150), a sixth branch (160), a first electromagnetic valve (10), a second electromagnetic valve (11) and a third electromagnetic valve (12); the expansion structure comprises a first expansion valve (7), a second expansion valve (8), a third expansion valve (6) and a fourth expansion valve (9); The first heat exchanger (3) is a heat exchanger for the passenger compartment air conditioning system of the electric vehicle, and the second heat exchanger (4) is a heat exchanger for the drive system of the electric vehicle and / or an environmental heat exchanger; the electromagnetic four-way reversing valve (2) has a first working state and a second working state; in the first working state, the A port of the electromagnetic four-way reversing valve (2) is connected to the B port of the electromagnetic four-way reversing valve (2), and the D port of the electromagnetic four-way reversing valve (2) is connected to the C port of the electromagnetic four-way reversing valve (2); in the second working state, the A port of the electromagnetic four-way reversing valve (2) is connected to the D port of the electromagnetic four-way reversing valve (2), and the B port of the electromagnetic four-way reversing valve (2) is connected to the C port of the electromagnetic four-way reversing valve (2); The battery assembly comprises a first heat exchange region and a second heat exchange region, wherein the first heat exchange region corresponds to the first battery sub-heat exchanger (51), and the second heat exchange region corresponds to the second battery sub-heat exchanger (52), and the method further comprises: Controlling the electromagnetic four-way reversing valve (2) to switch to the second working state; The solenoid valve 2 (11) is controlled to be cut off, the solenoid valve 1 (10) and the solenoid valve 3 (12) are connected, the first battery sub-heat exchanger (51) and the first heat exchanger (3) are connected in parallel for cooling, and the second battery sub-heat exchanger (52) and the second heat exchanger (4) are connected in parallel for heating.

9. The control method of the thermal management system according to claim 8, It is characterized in that The method further comprises: Controlling the electromagnetic four-way reversing valve (2) to switch to the second working state; Controlling the solenoid valve 1 (10) to be cut off, the solenoid valve 2 (11) and the solenoid valve 3 (12) to be connected, the first battery sub-heat exchanger (51) and the second battery sub-heat exchanger (52) are both connected in parallel with the second heat exchanger (4) to generate heat, and the first heat exchanger (3) to generate cooling; Alternatively, controlling the electromagnetic four-way reversing valve (2) to switch to the second working state; The solenoid valve three (12) is controlled to be cut off, the solenoid valve one (10) and the solenoid valve two (11) are connected, the first battery sub-heat exchanger (51) and the second battery sub-heat exchanger (52) are both connected in parallel with the first heat exchanger (3) for cooling, and the second heat exchanger (4) for heating.

10. An electric vehicle, It is characterized in that The electric vehicle comprises the thermal management system according to any one of claims 1-4.

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