Pure Electric Vehicle Air Conditioning Thermal Management System and Pure Electric Vehicle

Abstract

The present invention belongs to the technical field of vehicles, and discloses an air-conditioning heat management system for an electric vehicle and an electric vehicle. In this air-conditioning heat management system for an electric vehicle, a compressor, a first heat exchange condenser and a heat exchange temperature regulator can form a first communication loop; the heat exchange channel of the first heat exchange condenser, the input end of the heater core, the first output end of the heater core, a first switching valve, the first input end of a first circulation pump, and the output end of the first circulation pump can form a series loop; one input end of a first control valve is communicated with the second output end of the heater core, and one output end of a second control valve is communicated with the second input end of the first circulation pump. By controlling the first control valve and the second control valve, the air-conditioning heat management system for the electric vehicle has diversified ways of utilizing the heat generated by the battery during operation and the heat generated by the motor during operation, and can effectively improve the heating effect, improve the working performance of the air-conditioning heat management system for the electric vehicle, and also extend the service life of the motor and the battery.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly to an air-conditioning thermal management system for electric vehicles and an electric vehicle. Background Art

[0002] In recent years, the problems of energy shortage and environmental pollution have led to the rapid development of energy-saving and environmental protection technologies. In today's energy structure, the total amount and proportion of electric energy are increasing continuously, which has also driven the development of electric vehicles, making the energy-saving and thermal management technologies of electric vehicles receive attention.

[0003] The thermal management system of electric vehicles needs to consider both the cooling and heating requirements of the passenger compartment, and at the same time, the thermal management of the battery and the motor also needs to be considered comprehensively, and the cruising range of electric vehicles also needs to be considered comprehensively. The thermal management system of electric vehicles in the prior art usually uses the heat of the battery or the motor for heating the passenger compartment by means of heat exchange, and uses the coolant in the coolant flow path for cooling the passenger compartment by means of heat exchange. Although the waste heat of the battery and the motor can be utilized, the number of on-off valves, three-way valves, etc. in the air-conditioning thermal management system of electric vehicles in the prior art is large, resulting in a complex structure, and the utilization method of the waste heat of the battery and the motor needs to be improved, and the functional diversity of the air-conditioning thermal management system of electric vehicles also needs to be improved. Summary of the Invention

[0004] The purpose of the present invention is to provide an air-conditioning thermal management system for electric vehicles and an electric vehicle to solve the above problems existing in the air-conditioning thermal management system of electric vehicles in the prior art.

[0005] To achieve the above object, the present invention adopts the following technical solutions:

[0006] An air-conditioning thermal management system for an electric vehicle, comprising:

[0007] A first liquid circulation assembly, the first liquid circulation assembly includes a compressor, a first heat exchange condenser and a heat exchange temperature regulator, and the compressor and the first heat exchange condenser can form a first communication loop with the heat exchange temperature regulator;

[0008] A second liquid circulation assembly, the second liquid circulation assembly includes a heater core and a first circulation pump, and a heat exchange channel of the first heat exchange condenser, an input end of the heater core, a first output end of the heater core, a first input end of the first circulation pump, and an output end of the first circulation pump can form a series loop;

[0009] A control valve assembly, the control valve assembly includes a first control valve and a second control valve, one input end of the first control valve is communicated with a second output end of the heater core, and one output end of the second control valve is communicated with a second input end of the first circulation pump;

[0010] The first control valve and the second control valve are configured to be able to at least: regulate the formation of a series circuit of the second output end of the heater core, the heat exchange passage of the battery, the heat exchange passage of the heat exchanger thermostat, and the heat exchange passage of the motor; regulate the connection between the second output end of the heater core, the heat exchange of the heat exchange passage of the battery, the heat exchange passage of the heat exchanger thermostat, the heat exchange passage of the motor, and the second input end of the first circulation pump; regulate the parallel connection of the heat exchange passage of the battery to the branch formed by the heater core and the first circulation pump; regulate the parallel connection of the heat exchange passage of the motor to the branch formed by the heater core and the first circulation pump; regulate the formation of a series circuit of the heat exchange passage of the battery and the heat exchange passage of the heat exchanger thermostat; regulate the formation of a series circuit of the heat exchange passage of the motor and the heat exchange passage of the heat exchanger thermostat; regulate the formation of a self-circulation circuit of the heat exchange passage of the battery; regulate the formation of a self-circulation circuit of the heat exchange passage of the motor.

[0011] As a preferred solution of the above-mentioned electric vehicle air-conditioning heat management system, the first control valve includes a first interface, a second interface, a third interface, and a fourth interface that are sequentially and spaced apart circumferentially, and any two adjacent ones of the first interface, the second interface, the third interface, and the fourth interface can be connected;

[0012] The second output end of the heater core is connected to the first interface, the heat exchange passage of the battery is connected to the second interface, the heat exchange passage of the heat exchanger thermostat is connected to the third interface, and the heat exchange passage of the motor is connected to the fourth interface.

[0013] As a preferred solution of the above-mentioned electric vehicle air-conditioning heat management system, the second control valve includes a fifth interface, a sixth interface, a seventh interface, an eighth interface, and a ninth interface that are sequentially and spaced apart circumferentially. The fifth interface can be selectively connected to the adjacent sixth interface or seventh interface. When the fifth interface is connected to the sixth interface, the seventh interface can be selectively connected to and / or disconnected from the eighth interface and / or the ninth interface. When the fifth interface is connected to the seventh interface, the sixth interface can be selectively connected to and / or disconnected from the eighth interface and / or the ninth interface;

[0014] The heat exchange passage of the heat exchanger thermostat is also connected to the fifth interface, the heat exchange passage of the battery is also connected to the sixth interface, the heat exchange passage of the motor is also connected to the seventh interface, the second input end of the first circulation pump is connected to the eighth interface, and the second output end of the heater core is also connected to the ninth interface.

[0015] As a preferred solution of the above-mentioned pure electric vehicle air-conditioning heat management system, the second liquid circulation assembly further includes a first switching valve, which is arranged on the series loop formed by the heat exchange channel of the first heat exchange condenser, the input end of the heater core, the first output end of the heater core, the first input end of the first circulation pump, and the output end of the first circulation pump, and the first switching valve is distributed on the pipeline where the first output end of the heater core is communicated with the heat exchange channel of the first heat exchange condenser.

[0016] As a preferred solution of the above-mentioned pure electric vehicle air-conditioning heat management system, the second liquid circulation assembly further includes an electric heater, which is arranged on the series loop formed by the heat exchange channel of the first heat exchange condenser, the input end of the heater core, the first output end of the heater core, the first input end of the first circulation pump, and the output end of the first circulation pump, and the electric heater can heat the liquid flowing into the heater core.

[0017] As a preferred solution of the above-mentioned pure electric vehicle air-conditioning heat management system, a second circulation pump is provided on the pipeline where the first control valve is communicated with the heat exchange channel of the battery; or, a second circulation pump is provided on the pipeline where the second control valve is communicated with the heat exchange channel of the battery.

[0018] As a preferred solution of the above-mentioned pure electric vehicle air-conditioning heat management system, a third circulation pump is provided on the pipeline where the first control valve is communicated with the heat exchange channel of the motor; or, a third circulation pump is provided on the pipeline where the second control valve is communicated with the heat exchange channel of the motor.

[0019] As a preferred solution of the above-mentioned pure electric vehicle air-conditioning heat management system, the first liquid circulation assembly further includes a one-way flow assembly and an evaporator, the compressor and the first heat exchange condenser form a main path, the heat exchange thermostat forms a first communication branch, the one-way flow assembly forms a second communication branch, and the evaporator forms a third communication branch;

[0020] The first communication branch, the second communication branch and the third communication branch are distributed in parallel, the first communication branch and the main path form the first communication loop, the second communication branch and the main path form the second communication loop, and the third communication branch and the main path form the third communication loop.

[0021] As a preferred solution of the above-mentioned pure electric vehicle air-conditioning heat management system, the first liquid circulation assembly further includes a second switching valve, the input end of the second switching valve is communicated with the output end of the first heat exchange condenser, and the output end of the second switching valve is communicated with the upstream of the second communication branch and the upstream of the third communication branch.

[0022] As a preferred solution of the above-mentioned electric vehicle air-conditioning heat management system, the one-way flow component includes a first one-way valve. The input end of the first one-way valve is communicated with the upstream of the second communication branch, and the output end of the first one-way valve is communicated with the downstream of the second communication branch.

[0023] As a preferred solution of the above-mentioned electric vehicle air-conditioning heat management system, the first liquid circulation component further includes a first electronic expansion valve and a gas-water separator. The gas-water separator and the first electronic expansion valve are both arranged on the main path. The gas-water separator is distributed upstream of the compressor, and the first electronic expansion valve is distributed downstream of the first heat exchange condenser.

[0024] As a preferred solution of the above-mentioned electric vehicle air-conditioning heat management system, the first liquid circulation component further includes a second heat exchange condenser. The second heat exchange condenser is arranged on the main path and is distributed downstream of the first heat exchange condenser.

[0025] As a preferred solution of the above-mentioned electric vehicle air-conditioning heat management system, the first liquid circulation component further includes a second electronic expansion valve. The second electronic expansion valve is arranged on the first communication branch and is distributed upstream of the heat exchange thermostat.

[0026] As a preferred solution of the above-mentioned electric vehicle air-conditioning heat management system, the first liquid circulation component further includes a third switching valve and a third electronic expansion valve. The third switching valve and the third electronic expansion valve are both arranged on the third communication branch. The third electronic expansion valve is distributed upstream of the evaporator, and the third switching valve is distributed downstream of the evaporator.

[0027] An electric vehicle includes the above-mentioned electric vehicle air-conditioning heat management system.

[0028] Advantages of the present invention:

[0029] The present invention provides an air-conditioning thermal management system for an electric vehicle and an electric vehicle. In the air-conditioning thermal management system for the electric vehicle, a compressor, a first heat exchange condenser, and a heat exchange temperature regulator can form a first communication loop. The heat exchange channel of the first heat exchange condenser, the input end of the heater core, the first output end of the heater core, a first switching valve, the first input end of a first circulation pump, and the output end of the first circulation pump can form a series loop. By controlling a first control valve and a second control valve, it is possible to heat the heater core by using the heat generated by the battery operation and / or the heat generated by the motor operation through heat exchange between the first heat exchange condenser and the heat exchange temperature regulator, to directly heat the heater core by using the heat generated by the battery operation and / or the heat generated by the motor operation, to directly heat the battery and the heater core by using the heat generated by the motor operation, to only heat the battery directly by using the heat generated by the motor operation, and to stop using the heat generated by the battery operation and / or the heat generated by the motor operation during cold start of the vehicle. Compared with the prior art, the air-conditioning thermal management system for the electric vehicle further improves the diversification of the ways to utilize the heat generated by the battery operation and the heat generated by the motor operation on the basis of simplifying the structure.

[0030] Secondly, directly heating the heater core by using the heat generated by the battery operation and / or the heat generated by the motor operation, directly heating the battery and the heater core by using the heat generated by the motor operation, and only heating the battery directly by using the heat generated by the motor operation can all effectively improve the heating effect, effectively improve the utilization rate and efficiency of the heat generated by the battery operation, and effectively improve the utilization rate and efficiency of the heat generated by the motor operation. Thus, the working performance of the air-conditioning thermal management system for the electric vehicle is effectively improved, and the service life of the motor and the battery can also be effectively improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a schematic diagram of the air-conditioning thermal management system for an electric vehicle provided by a specific embodiment of the present invention;

[0032] Figure 2 is Figure 1 partial structure schematic Figure 1 ;

[0033] Figure 3 is Figure 1 partial structure schematic Figure 2 ;

[0034] Figure 4 is the heating principle of the air-conditioning thermal management system for an electric vehicle provided by a specific embodiment of the present invention Figure 1 ;

[0035] Figure 5 is the heating principle of the air-conditioning thermal management system for an electric vehicle provided by a specific embodiment of the present invention Figure 2 ;

[0036] Figure 6 is the heating principle of the air - conditioning heat management system for pure - electric vehicles provided by the specific embodiment of the present invention Figure 3 ;

[0037] Figure 7 is the heating principle of the air - conditioning heat management system for pure - electric vehicles provided by the specific embodiment of the present invention Figure 4 ;

[0038] Figure 8 is the heating principle of the air - conditioning heat management system for pure - electric vehicles provided by the specific embodiment of the present invention Figure 5 ;

[0039] Figure 9 is the heating principle of the air - conditioning heat management system for pure - electric vehicles provided by the specific embodiment of the present invention Figure 6 ;

[0040] Figure 10 is the cooling principle of the air - conditioning heat management system for pure - electric vehicles provided by the specific embodiment of the present invention Figure 1 ;

[0041] Figure 11 is the cooling principle of the air - conditioning heat management system for pure - electric vehicles provided by the specific embodiment of the present invention Figure 2 ;

[0042] Figure 12 is the cooling principle of the air - conditioning heat management system for pure - electric vehicles provided by the specific embodiment of the present invention Figure 3 ;

[0043] Figure 13 is the cooling principle of the air - conditioning heat management system for pure - electric vehicles provided by the specific embodiment of the present invention Figure 4 ;

[0044] Figure 14 is the cooling principle of the air - conditioning heat management system for pure - electric vehicles provided by the specific embodiment of the present invention Figure 5 .

[0045] In the figure:

[0046] 11. Compressor; 12. First heat - exchange condenser; 13. Heat - exchange temperature regulator; 14. Evaporator; 15. Second switching valve; 16. First one - way valve; 17. First electronic expansion valve; 18. Gas - water separator; 19. Second heat - exchange condenser; 110. Second electronic expansion valve; 111. Third switching valve; 112. Third electronic expansion valve; 113. Second one - way valve; 114. Fourth switching valve;

[0047] 21. Warm air core; 22. First circulation pump; 23. First switching valve; 24. Electric heater; 25. Second circulation pump; 26. Third circulation pump; 27. Battery; 28. Motor;

[0048] 3. First control valve; 31. First interface; 32. Second interface; 33. Third interface; 34. Fourth interface;

[0049] 4. Second control valve; 41. Fifth interface; 42. Sixth interface; 43. Seventh interface; 44. Eighth interface; 45. Ninth interface;

[0050] 51. First connecting branch; 52. Second connecting branch; 53. Third connecting branch; 54. Main road passage. Detailed implementation mode

[0051] The present invention will be further described in detail below with reference to the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present invention, rather than limiting the present invention. In addition, it should be noted that for the convenience of description, only parts related to the present invention are shown in the drawings, rather than all the structures.

[0052] In the description of the present invention, unless otherwise clearly defined and limited, the terms "connected", "connected" and "fixed" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0053] In the present invention, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features between them. Moreover, the first feature being "above", "above" and "on" the second feature includes that the first feature is directly above and obliquely above the second feature, or simply means that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "below" and "under" the second feature includes that the first feature is directly below and obliquely below the second feature, or simply means that the horizontal height of the first feature is lower than that of the second feature.

[0054] In the description of this embodiment, the orientation or positional relationships such as "upper", "lower", "right", etc. are based on the orientation or positional relationships shown in the drawings. They are only for the convenience of description and simplifying the operations, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention. In addition, the terms "first" and "second" are only used for distinction in description and have no special meanings.

[0055] The present invention provides a pure electric vehicle air-conditioning thermal management system. As Figures 1-9 shown, the pure electric vehicle air-conditioning thermal management system includes a first liquid circulation assembly, a second liquid circulation assembly, and a control valve assembly. The first liquid circulation assembly includes a compressor 11, a first heat exchange condenser 12, and a heat exchange temperature regulator 13. The compressor 11 and the first heat exchange condenser 12 can form a first communication loop with the heat exchange temperature regulator 13. The second liquid circulation assembly includes a heater core 21, a first circulation pump 22, and a first switch valve 23. The heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first switch valve 23, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 can form a series loop. The control valve assembly includes a first control valve 3 and a second control valve 4. One input end of the first control valve 3 is communicated with the second output end of the heater core 21, and one output end of the second control valve 4 is communicated with the second input end of the first circulation pump 22. The first control valve 3 and the second control valve 4 are configured to at least be able to: adjust to form a series loop for the heat exchange channels of the second output end of the heater core 21, the battery 27, the heat exchange channel of the heat exchange temperature regulator 13, and the motor 28; adjust to communicate the heat exchange channels of the second output end of the heater core 21, the battery 27, the heat exchange channel of the heat exchange temperature regulator 13, the motor 28, and the second input end of the first circulation pump 22; adjust to make the heat exchange channel of the battery 27 be in parallel with the branch formed by the heater core 21 and the first circulation pump 22; adjust to make the heat exchange channel of the motor 28 be in parallel with the branch formed by the heater core 21 and the first circulation pump 22; adjust to form a series loop for the heat exchange channels of the battery 27 and the heat exchange temperature regulator 13; adjust to form a series loop for the heat exchange channels of the motor 28 and the heat exchange temperature regulator 13; adjust to form a self-circulation loop for the heat exchange channel of the battery 27; adjust to form a self-circulation loop for the heat exchange channel of the motor 28.

[0056] For this pure electric vehicle air conditioning heat management system, the compressor 11, the first heat exchange condenser 12, and the heat exchange thermostat 13 can form a first communication loop. The heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first switching valve 23, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 can form a series loop. By controlling the first control valve 3 and the second control valve 4, it is possible to heat the heater core 21 by using the heat generated by the operation of the battery 27 and / or the heat generated by the operation of the motor 28 through heat exchange with the first heat exchange condenser 12 and the heat exchange thermostat 13, to directly heat the heater core 21 by using the heat generated by the operation of the battery 27 and / or the heat generated by the operation of the motor 28, to directly heat the battery 27 and the heater core 21 by using the heat generated by the operation of the motor 28, to only heat the battery 27 directly by using the heat generated by the operation of the motor 28, and to stop using the heat generated by the operation of the battery 27 and / or the heat generated by the operation of the motor 28 when the vehicle is cold-started. Compared with the prior art, this pure electric vehicle air conditioning heat management system further improves the diversification of the way of using the heat generated by the operation of the battery 27 and the heat generated by the operation of the motor 28 on the basis of simplifying the structure.

[0057] Secondly, directly heating the heater core 21 by using the heat generated by the operation of the battery 27 and / or the heat generated by the operation of the motor 28, directly heating the battery 27 and the heater core 21 by using the heat generated by the operation of the motor 28, and only heating the battery 27 directly by using the heat generated by the operation of the motor 28 can all effectively improve the heating effect, effectively improve the utilization rate and utilization efficiency of the heat generated by the operation of the battery 27, and effectively improve the utilization rate and utilization efficiency of the heat generated by the operation of the motor 28. Thus, the working performance of this pure electric vehicle air conditioning heat management system is effectively improved, and the service life of the motor 28 and the battery 27 can also be effectively improved.

[0058] Among them, as Figure 1 and Figure 2 shown, the first control valve 3 includes a first interface 31, a second interface 32, a third interface 33, and a fourth interface 34 that are sequentially and circumferentially spaced apart. Any two adjacent ones of the first interface 31, the second interface 32, the third interface 33, and the fourth interface 34 can communicate. The second output end of the heater core 21 is communicated with the first interface 31, the heat exchange channel of the battery 27 is communicated with the second interface 32, the heat exchange channel of the heat exchange thermostat 13 is communicated with the third interface 33, and the heat exchange channel of the motor 28 is communicated with the fourth interface 34.

[0059] Among them, as Figure 1 and Figure 3As shown in the figure, the second control valve 4 includes a fifth interface 41, a sixth interface 42, a seventh interface 43, an eighth interface 44, and a ninth interface 45 that are sequentially and circumferentially spaced apart. The fifth interface 41 can selectively communicate with the adjacent sixth interface 42 or seventh interface 43. When the fifth interface 41 communicates with the sixth interface 42, the seventh interface 43 can selectively communicate with and / or disconnect from the eighth interface 44 and / or the ninth interface 45. When the fifth interface 41 communicates with the seventh interface 43, the sixth interface 42 can selectively communicate with and / or disconnect from the eighth interface 44 and / or the ninth interface 45. The heat exchange channel of the heat exchange thermostat 13 is also communicated with the fifth interface 41. The heat exchange channel of the battery 27 is also communicated with the sixth interface 42. The heat exchange channel of the motor 28 is also communicated with the seventh interface 43. The second input end of the first circulation pump 22 is communicated with the eighth interface 44. The second output end of the warm air core 21 is also communicated with the ninth interface 45.

[0060] Among them, as Figure 1 and Figures 4-9 shown, the second liquid circulation assembly further includes a first switching valve 23. The first switching valve 23 is arranged on the series loop formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the warm air core 21, the first output end of the warm air core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22. And the first switching valve 23 is distributed on the pipeline where the first output end of the warm air core 21 communicates with the heat exchange channel of the first heat exchange condenser 12. With such a setting, in cooperation with the first control valve 3 and the second control valve 4, a series loop can be formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the warm air core 21, the first output end of the warm air core 21, the first switching valve 23, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22, so that the heat generated by the operation of the battery 27 and / or the heat generated by the operation of the motor 28 can be used to heat the warm air core 21 by means of heat exchange between the first heat exchange condenser 12 and the heat exchange thermostat 13; secondly, in cooperation with the first control valve 3 and the second control valve 4, a series loop can be formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the warm air core 21, the second output end of the warm air core 21, the heat exchange channel of the battery 27 and / or the heat exchange channel of the motor 28, so that the heat generated by the operation of the battery 27 and / or the heat generated by the operation of the motor 28 can directly heat the warm air core 21.

[0061] In this embodiment, as Figure 1 and Figures 4-9 shown, the first switching valve 23 is exemplarily arranged on the pipeline where the first output end of the warm air core 21 communicates with the first input end of the first circulation pump 22. As an alternative solution, the first switching valve 23 can also be arranged on the pipeline where the output end of the first circulation pump 22 communicates with the heat exchange channel of the first heat exchange condenser 12.

[0062] Among them, the liquid flowing through the first communication loop, the second communication loop, the third communication loop, and the second switching valve 15 is the first cold liquid. The liquid flowing through the heat exchange channel of the heat exchange temperature regulator 13 is the second cold liquid. In this embodiment, the first cold liquid is non-water, and the second cold liquid is water.

[0063] Specifically, for heating, it includes at least the following working modes:

[0064] 1), as Figure 4 shown, connect the first communication loop formed by the compressor 11, the first heat exchange condenser 12, and the heat exchange temperature regulator 13. Connect the heat exchange channel of the first heat exchange condenser 12, the input end of the warm air core 21, the first output end of the warm air core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 through the first switching valve 23 to form a series loop. The second output end of the warm air core 21, the first interface 31 of the first control valve 3, the second interface 32 of the first control valve 3, the heat exchange channel of the battery 27, the sixth interface 42 of the second control valve 4, the fifth interface 41 of the second control valve 4, the heat exchange channel of the heat exchange temperature regulator 13, the third interface 33 of the first control valve 3, the fourth interface 34 of the first control valve 3, the heat exchange channel of the motor 28, the seventh interface 43 of the second control valve 4, the ninth interface 45 of the second control valve 4, and the second output end of the warm air core 21 form a series connection path.

[0065] Heat the liquid in the first communication loop through the heat generated by the battery 27 working and the heat generated by the motor 28 working, and then heat the warm air core 21 through the first heat exchange condenser 12.

[0066] 2), as Figure 5 shown, connect the first communication loop formed by the compressor 11, the first heat exchange condenser 12, and the heat exchange temperature regulator 13. Connect the heat exchange channel of the first heat exchange condenser 12, the input end of the warm air core 21, the first output end of the warm air core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 through the first switching valve 23 to form a series loop. The heat exchange channel of the battery 27, the sixth interface 42 of the second control valve 4, the fifth interface 41 of the second control valve 4, the heat exchange channel of the heat exchange temperature regulator 13, the third interface 33 of the first control valve 3, and the second interface 32 of the first control valve 3 form a series connection path.

[0067] Heat the liquid in the first communication loop through the heat generated by the battery 27 working, and then heat the warm air core 21 through the first heat exchange condenser 12.

[0068] 3), as Figure 6As shown, a first communication loop is formed by connecting the compressor 11, the first heat exchange condenser 12 and the heat exchange temperature regulator 13. A series loop is formed by connecting, through the first switching valve 23, the heat exchange channel of the first heat exchange condenser 12, the input end of the warm air core 21, the first output end of the warm air core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22. A series connection path is formed by the fourth interface 34 of the first control valve 3, the heat exchange channel of the motor 28, the seventh interface 43 of the second control valve 4, the fifth interface 41 of the second control valve 4, the heat exchange channel of the heat exchange temperature regulator 13, and the third interface 33 of the first control valve 3.

[0069] The heat generated by the operation of the motor 28 is used for heat exchange to heat the liquid in the first communication loop, and then the first heat exchange condenser 12 is used for heat exchange to heat the warm air core 21.

[0070] 4), as Figure 7 As shown, the first communication loop formed by the compressor 11, the first heat exchange condenser 12 and the heat exchange temperature regulator 13 is disconnected. The series loop formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the warm air core 21, the first output end of the warm air core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 is disconnected through the first switching valve 23. A series loop is formed by the second output end of the warm air core 21, the first interface 31 of the first control valve 3, the second interface 32 of the first control valve 3, the heat exchange channel of the battery 27, the sixth interface 42 of the second control valve 4, the eighth interface 44 of the second control valve 4, the second input end of the first circulation pump 22, the heat exchange channel of the first heat exchange condenser 12, and the input end of the warm air core 21.

[0071] The heat generated by the operation of the battery 27 directly heats the warm air core 21. It can be understood that in this working mode, the heat exchange temperature regulator 13 does not participate in the work. This can reduce the heat dissipation loss generated by the operation of the battery 27 and further improve the heating effect and heating efficiency of heating the warm air core 21.

[0072] 5), as Figure 8 As shown, the first communication loop formed by the compressor 11, the first heat exchange condenser 12 and the heat exchange temperature regulator 13 is disconnected. The series loop formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the warm air core 21, the first output end of the warm air core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 is disconnected through the first switching valve 23. A series loop is formed by the second output end of the warm air core 21, the first interface 31 of the first control valve 3, the fourth interface 34 of the first control valve 3, the heat exchange channel of the motor 28, the seventh interface 43 of the second control valve 4, the eighth interface 44 of the second control valve 4, the second input end of the first circulation pump 22, the heat exchange channel of the first heat exchange condenser 12, and the input end of the warm air core 21.

[0073] The heat generated by the operation of the motor 28 directly heats the heater core 21. It can be understood that in this working mode, the heat exchange thermostat 13 does not participate in the operation. This can reduce the heat dissipation loss generated by the operation of the motor 28 and further improve the heating effect and heating efficiency of heating the heater core 21.

[0074] 6), as Figure 9 shown, disconnect the compressor 11, the first heat exchange condenser 12 and the heat exchange thermostat 13 to form a first communication loop. Disconnect the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 to form a series loop. The second output end of the heater core 21, the first interface 31 of the first control valve 3, the second interface 32 of the first control valve 3, the heat exchange channel of the battery 27, the sixth interface 42 of the second control valve 4, the fifth interface 41 of the second control valve 4, the heat exchange channel of the heat exchange thermostat 13, the third interface 33 of the first control valve 3, the fourth interface 34 of the first control valve 3, the heat exchange channel of the motor 28, the seventh interface 43 of the second control valve 4, the eighth interface 44 of the second control valve 4, the second input end of the first circulation pump 22, the heat exchange channel of the first heat exchange condenser 12, and the input end of the heater core 21 form a series loop.

[0075] Among them, in this working mode, if the external environment is relatively low and / or when the vehicle is cold-started, the heat generated by the operation of the motor 28 directly heats the battery 27 and the heater core 21. If it is not necessary to heat the battery 27, the heat generated by the operation of the battery 27 and the heat generated by the operation of the motor 28 directly heat the heater core 21. It can be understood that in this working mode, the heat exchange thermostat 13 participates in the operation as a connecting pipe.

[0076] Regarding directly heating the heater core 21 with the heat generated by the operation of the battery 27 and the heat generated by the operation of the motor 28, it can further improve the heating effect and heating efficiency of heating the heater core 21.

[0077] Preferably, as Figure 1 and Figures 3-9As shown, the second liquid circulation assembly further includes an electric heater 24, which is disposed on the series loop formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the warm air core 21, the first output end of the warm air core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22. The electric heater 24 can heat the liquid flowing into the warm air core 21. It can be understood that when the heat generated by the operation of the motor 28 and / or the heat generated by the operation of the motor 28 does not meet the heating requirement, the electric heater 24 is further controlled to heat the liquid flowing into the warm air core 21, so that the liquid flowing into the warm air core 21 can be quickly and efficiently heated to the expected temperature, and thus the passenger compartment can be quickly and efficiently heated to the expected temperature through the warm air core 21.

[0078] Further preferably, as Figure 1 and Figures 3-9 shown, a second circulation pump 25 is provided on the pipeline where the first control valve 3 is connected to the heat exchange channel of the battery 27. Alternatively, a second circulation pump 25 is provided on the pipeline where the second control valve 4 is connected to the heat exchange channel of the battery 27. In this embodiment, exemplarily, a second circulation pump 25 is provided on the pipeline where the first control valve 3 is connected to the heat exchange channel of the battery 27. Specifically, a second circulation pump 25 is provided on the pipeline where the second interface 32 of the first control valve 3 is connected to the heat exchange channel of the battery 27. The liquid flow rate through the heat exchange channel of the battery 27 can be controlled according to the actual working condition requirements.

[0079] Further preferably, as Figure 1 and Figures 3-9 shown, a third circulation pump 26 is provided on the pipeline where the first control valve 3 is connected to the heat exchange channel of the motor 28. Alternatively, a third circulation pump 26 is provided on the pipeline where the second control valve 4 is connected to the heat exchange channel of the motor 28. In this embodiment, exemplarily, a third circulation pump 26 is provided on the pipeline where the first control valve 3 is connected to the heat exchange channel of the motor 28. Specifically, a third circulation pump 26 is provided on the pipeline where the fourth interface 34 of the first control valve 3 is connected to the heat exchange channel of the motor 28. The liquid flow rate through the heat exchange channel of the motor 28 can be controlled according to the actual working condition requirements.

[0080] Among them, as Figure 1 and Figures 3-14As shown in the figure, the first liquid circulation assembly further includes a one-way flow assembly and an evaporator 14. The compressor 11 and the first heat exchange condenser 12 form a main path 54, the heat exchange thermostat 13 forms a first communication branch 51, the one-way flow assembly forms a second communication branch 52, and the evaporator 14 forms a third communication branch 53. The first communication branch 51, the second communication branch 52, and the third communication branch 53 are distributed in parallel. The first communication branch 51 and the main path 54 form a first communication loop, the second communication branch 52 and the main path 54 form a second communication loop, and the third communication branch 53 and the main path 54 form a third communication loop. By controlling the first control valve 3 and the second control valve 4, the electric vehicle air-conditioning heat management system, compared with the prior art, further improves the cooling of the battery 27, the cooling of the motor 28, and the diversification of the way of cooling the passenger compartment through the heater core 21 on the basis of simplifying the structure. Thus, the working performance of the electric vehicle air-conditioning heat management system can be further improved, and the service life of the motor 28 and the battery 27 can also be further improved.

[0081] Specifically, for refrigeration, it includes at least the following working modes:

[0082] 1). As Figure 10 shown in the figure, connect the third communication loop of the compressor 11, the first heat exchange condenser 12, and the evaporator 14. Connect the heat exchange channels of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 through the first switching valve 23 to form a series loop.

[0083] Cool the heater core 21 by the heat exchange of the first heat exchange condenser 12.

[0084] 2). As Figure 11 shown in the figure, connect the third communication loop of the compressor 11, the first heat exchange condenser 12, and the evaporator 14. Disconnect the series loop formed by the heat exchange channels of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 through the first switching valve 23. The second output end of the heater core 21, the first interface 31 of the first control valve 3, the second interface 32 of the first control valve 3, the heat exchange channel of the battery 27, the sixth interface 42 of the second control valve 4, the fifth interface 41 of the second control valve 4, the heat exchange channel of the heat exchange thermostat 13, the third interface 33 of the first control valve 3, the fourth interface 34 of the first control valve 3, the heat exchange channel of the motor 28, the seventh interface 43 of the second control valve 4, the eighth interface 44 of the second control valve 4, and the second input end of the first circulation pump 22, the heat exchange channel of the first heat exchange condenser 12, and the input end of the heater core 21 form a series connection path.

[0085] Cool the heater core 21, motor 28, and battery 27 by heat exchange through the first heat exchange condenser 12.

[0086] 3), as Figure 12 shown, connect the third communication loop of the compressor 11, the first heat exchange condenser 12, and the evaporator 14. Disconnect the series loop formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 through the first switching valve 23. A series connection path is formed by the second output end of the heater core 21, the first interface 31 of the first control valve 3, the second interface 32 of the first control valve 3, the heat exchange channel of the battery 27, the sixth interface 42 of the second control valve 4, the eighth interface 44 of the second control valve 4, the second input end of the first circulation pump 22, the heat exchange channel of the first heat exchange condenser 12, and the input end of the heater core 21.

[0087] Cool the heater core 21 and battery 27 by heat exchange through the first heat exchange condenser 12.

[0088] 4), as Figure 13 shown, connect the third communication loop of the compressor 11, the first heat exchange condenser 12, and the evaporator 14. Disconnect the series loop formed by the heat exchange channel of the first heat exchange condenser 12, the input end of the heater core 21, the first output end of the heater core 21, the first input end of the first circulation pump 22, and the output end of the first circulation pump 22 through the first switching valve 23. A series connection path is formed by the second output end of the heater core 21, the first interface 31 of the first control valve 3, the fourth interface 34 of the first control valve 3, the heat exchange channel of the motor 28, the seventh interface 43 of the second control valve 4, the eighth interface 44 of the second control valve 4, the second input end of the first circulation pump 22, the heat exchange channel of the first heat exchange condenser 12, and the input end of the heater core 21.

[0089] Cool the heater core 21 and motor 28 by heat exchange through the first heat exchange condenser 12.

[0090] 5), as Figure 14 shown, simultaneously connect the main path 54, the first connecting branch 51, and the third connecting branch 53, and cool the heater core 21 and / or battery 27 and / or motor 28 by heat exchange through the first heat exchange condenser 12 and heat exchange with the heat exchange thermostat 13. The specific working mode is not elaborated here.

[0091] 6), as Figure 1 and Figures 4-14 shown, preferably arrange the evaporator 14 and the heater core 21 in the same box. Send air from the evaporator 14 to the heater core 21. It can also cool the heater core 21.

[0092] Preferably, as Figure 1 and Figures 4-14 shown, the first liquid circulation assembly further includes a second switching valve 15. The input end of the second switching valve 15 is communicated with the output end of the first heat exchange condenser 12, and the output end of the second switching valve 15 is communicated with the upstream of the second communication branch 52 and the upstream of the third communication branch 53. Further preferably, the first liquid circulation assembly further includes a second heat exchange condenser 19, and the second heat exchange condenser 19 is arranged on the main path 54 and distributed downstream of the first heat exchange condenser 12.

[0093] With such an arrangement, the second switching valve 15 can control the formation of a communication path among the compressor 11, the first heat exchange condenser 12 and the heat exchange temperature regulator 13, and can also control the formation of a communication path among the compressor 11, the first heat exchange condenser 12 and the second heat exchange condenser 19. Thus, the heating working mode and the refrigeration working mode of the pure electric vehicle air conditioning heat management system can be further expanded.

[0094] In this embodiment, the second heat exchange condenser 19 is exemplarily arranged to exchange heat with the outside air. It can be understood that the heat exchange channel of the second heat exchange condenser 19 can also be introduced with a third coolant according to the actual working conditions.

[0095] Preferably, as Figure 1 and Figures 4-14 shown, a second one-way valve 113 is provided at the upstream of the second communication branch 52 and the upstream of the third communication branch 53. The input end of the second one-way valve 113 is communicated with the downstream of the main path 54 and the upstream of the first communication branch 51.

[0096] Preferably, as Figure 1 and Figures 4-14 shown, the first liquid circulation assembly further includes a first electronic expansion valve 17 and a gas-liquid separator 18. Both the gas-liquid separator 18 and the first electronic expansion valve 17 are arranged on the main path 54. The gas-liquid separator 18 is distributed upstream of the compressor 11, and the first electronic expansion valve 17 is distributed downstream of the first heat exchange condenser 12. This can improve the stability of the first coolant flowing through the main path 54 and enhance the use safety of the pure electric vehicle air conditioning heat management system.

[0097] Preferably, as Figure 1 and Figures 4-14 shown, the first liquid circulation assembly further includes a second electronic expansion valve 110, and the second electronic expansion valve 110 is arranged on the first communication branch 51 and distributed upstream of the heat exchange temperature regulator 13. This can improve the stability of the first coolant flowing through the second communication branch 52 and further enhance the use safety of the pure electric vehicle air conditioning heat management system.

[0098] Preferably, as Figure 1 andFigures 4-14 As shown, the first liquid circulation assembly further includes a third switching valve 111 and a third electronic expansion valve 112. Both the third switching valve 111 and the third electronic expansion valve 112 are disposed on the third communication branch 53. The third electronic expansion valve 112 is distributed upstream of the evaporator 14, and the third switching valve 111 is distributed downstream of the evaporator 14. The third switching valve 111 can connect or disconnect the communication relationship between the third communication branch 53 and the main path 54; the third electronic expansion valve 112 can improve the stability of the first coolant flowing through the third communication branch 53, further improving the use safety of the electric vehicle air-conditioning heat management system.

[0099] Specifically, as Figure 1 and Figures 4-14 shown, the unidirectional flow assembly includes a first check valve 16. The input end of the first check valve 16 is communicated with the upstream of the second communication branch 52, and the output end of the first check valve 16 is communicated with the downstream of the second communication branch 52. This enables the liquid to flow unidirectionally when flowing through the second communication branch 52.

[0100] Preferably, as Figure 1 and Figures 4-14 shown, the unidirectional flow assembly further includes a fourth switching valve 114. The fourth switching valve 114 is disposed on the second communication branch 52. In this embodiment, the fourth switching valve 114 is exemplarily distributed upstream of the second check valve 113. With this arrangement, in cooperation with the second switching valve 15 and the third switching valve 111, the main path 54 can separately form a first communication loop with the first communication branch 51, the main path 54 can separately form a second communication loop with the second communication branch 52, and the main path 54 can separately form a third communication loop with the third communication branch 53. Thereby, the heating working modes and the refrigeration working modes of the electric vehicle air-conditioning heat management system can be further expanded.

[0101] In summary, compared with the prior art, the electric vehicle air-conditioning heat management system can further diversify the ways of utilizing the heat generated by the battery 27 and the heat generated by the motor 28 on the basis of simplifying the structure, can also further diversify the refrigeration methods, can also improve the utilization rate and efficiency of the heat generated by the battery 27, can also improve the utilization rate and efficiency of the heat generated by the motor 28, thereby effectively improving the working performance of the electric vehicle air-conditioning heat management system, effectively improving the working performance and service life of the battery 27, and effectively improving the working performance and service life of the motor 28.

[0102] The present invention also provides an electric vehicle, including the above-mentioned electric vehicle air-conditioning heat management system. By adopting the above-mentioned electric vehicle air-conditioning heat management system, the working performance of the electric vehicle can be effectively improved.

[0103] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, rather than limitations on the implementation manners of the present invention. For those of ordinary skill in the art, various obvious changes, re-adjustments and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to enumerate all implementation manners here. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the claims of the present invention.

Claims

1. A pure electric vehicle air conditioning thermal management system, characterized in that: include: A first liquid circulation component, the first liquid circulation component comprising a compressor (11), a first heat exchange condenser (12) and a heat exchange thermostat (13), the compressor (11) and the first heat exchange condenser (12) and the heat exchange thermostat (13) being capable of forming a first communication loop; A second liquid circulation component, the second liquid circulation component comprising a heater core (21) and a first circulation pump (22), the heat exchange channel of the first heat exchange condenser (12), the input end of the heater core (21), the first output end of the heater core (21), the first input end of the first circulation pump (22), and the output end of the first circulation pump (22) being able to form a series loop; A control valve assembly, the control valve assembly comprising a first control valve (3) and a second control valve (4), wherein one input end of the first control valve (3) is connected to the second output end of the warm air core (21), and one output end of the second control valve (4) is connected to the second input end of the first circulation pump (22); The first control valve (3) and the second control valve (4) are configured to at least: be able to adjust the second output end of the heater core (21), the heat exchange channel of the battery (27), the heat exchange channel of the heat exchange thermostat (13), and the heat exchange channel of the motor (28) to form a series loop; be able to adjust the second output end of the heater core (21), the heat exchange channel of the battery (27), the heat exchange channel of the heat exchange thermostat (13), the heat exchange channel of the motor (28) to be connected to the second input end of the first circulation pump (22); be able to adjust the heat exchange channel of the battery (27) to be connected in parallel to the heat exchange channel of the motor (28) The branch formed by the heater core (21) and the first circulation pump (22); the heat exchange channel of the motor (28) can be adjusted in parallel to the branch formed by the heater core (21) and the first circulation pump (22); the heat exchange channel of the battery (27) and the heat exchange channel of the heat exchange thermostat (13) can be adjusted to form a series loop; the heat exchange channel of the motor (28) and the heat exchange channel of the heat exchange thermostat (13) can be adjusted to form a series loop; the heat exchange channel of the battery (27) can be adjusted to form a self-circulation loop; the heat exchange channel of the motor (28) can be adjusted to form a self-circulation loop.

2. The pure electric vehicle air conditioning thermal management system according to claim 1, characterized in that: The first control valve (3) comprises a first interface (31), a second interface (32), a third interface (33) and a fourth interface (34) which are sequentially spaced and distributed along the circumferential direction, and any two adjacent ones of the first interface (31), the second interface (32), the third interface (33) and the fourth interface (34) can be connected; The second output end of the heater core (21) is connected to the first interface (31), the heat exchange channel of the battery (27) is connected to the second interface (32), the heat exchange channel of the heat exchange thermostat (13) is connected to the third interface (33), and the heat exchange channel of the motor (28) is connected to the fourth interface (34).

3. The pure electric vehicle air conditioning thermal management system according to claim 1, characterized in that: The second control valve (4) comprises a fifth interface (41), a sixth interface (42), a seventh interface (43), an eighth interface (44) and a ninth interface (45) which are spaced apart in sequence along the circumferential direction; the fifth interface (41) can selectively communicate with the sixth interface (42) or the seventh interface (43) adjacent thereto; when the fifth interface (41) is in communication with the sixth interface (42), the seventh interface (43) can selectively communicate with or disconnect from the eighth interface (44) and / or the ninth interface (45); when the fifth interface (41) is in communication with the seventh interface (43), the sixth interface (42) can selectively communicate with or disconnect from the eighth interface (44) and / or the ninth interface (45); The heat exchange channel of the heat exchange thermostat (13) is also connected to the fifth interface (41), the heat exchange channel of the battery (27) is also connected to the sixth interface (42), the heat exchange channel of the motor (28) is also connected to the seventh interface (43), the second input end of the first circulation pump (22) is connected to the eighth interface (44), and the second output end of the heater core (21) is also connected to the ninth interface (45).

4. The pure electric vehicle air conditioning thermal management system according to any one of claims 1 to 3, characterized in that: The second liquid circulation component also includes a first switch valve (23), which is arranged on a series loop formed by the heat exchange channel of the first heat exchange condenser (12), the input end of the warm air core (21), the first output end of the warm air core (21), the first input end of the first circulation pump (22), and the output end of the first circulation pump (22), and the first switch valve (23) is distributed on a pipeline connecting the first output end of the warm air core (21) and the heat exchange channel of the first heat exchange condenser (12).

5. The pure electric vehicle air conditioning thermal management system according to any one of claims 1 to 3, characterized in that: The second liquid circulation component also includes an electric heater (24), which is arranged in a series loop formed by the heat exchange channel of the first heat exchange condenser (12), the input end of the warm air core (21), the first output end of the warm air core (21), the first input end of the first circulation pump (22), and the output end of the first circulation pump (22), and the electric heater (24) can heat the liquid flowing into the warm air core (21).

6. The pure electric vehicle air conditioning thermal management system according to any one of claims 1 to 3, characterized in that: A second circulation pump (25) is provided on a pipeline connecting the first control valve (3) and the heat exchange channel of the battery (27); or a second circulation pump (25) is provided on a pipeline connecting the second control valve (4) and the heat exchange channel of the battery (27).

7. The pure electric vehicle air conditioning thermal management system according to any one of claims 1 to 3, characterized in that: A third circulating pump (26) is provided on the pipeline connecting the first control valve (3) and the heat exchange channel of the motor (28); or a third circulating pump (26) is provided on the pipeline connecting the second control valve (4) and the heat exchange channel of the motor (28).

8. The pure electric vehicle air conditioning thermal management system according to any one of claims 1 to 3, characterized in that: The first liquid circulation component further comprises a one-way circulation component and an evaporator (14); the compressor (11) and the first heat exchange condenser (12) form a main path (54); the heat exchange thermostat (13) forms a first communication branch (51); the one-way circulation component forms a second communication branch (52); and the evaporator (14) forms a third communication branch (53); The first connecting branch (51), the second connecting branch (52) and the third connecting branch (53) are arranged in parallel; the first connecting branch (51) and the main road passage (54) form the first connecting loop; the second connecting branch (52) and the main road passage (54) form the second connecting loop; and the third connecting branch (53) and the main road passage (54) form the third connecting loop.

9. The pure electric vehicle air conditioning thermal management system according to claim 8, characterized in that: The first liquid circulation component also includes a second switch valve (15), the input end of the second switch valve (15) is connected to the output end of the first heat exchange condenser (12), and the output end of the second switch valve (15) is connected to the upstream of the second connecting branch (52) and the upstream of the third connecting branch (53).

10. The pure electric vehicle air conditioning thermal management system according to claim 8, characterized in that: The one-way flow component comprises a first one-way valve (16), the input end of the first one-way valve (16) is connected to the upstream of the second communication branch (52), and the output end of the first one-way valve (16) is connected to the downstream of the second communication branch (52).

11. The pure electric vehicle air conditioning thermal management system according to claim 8, characterized in that: The first liquid circulation component also includes a first electronic expansion valve (17) and a gas-water separator (18), wherein the gas-water separator (18) and the first electronic expansion valve (17) are both arranged in the main passage (54), the gas-water separator (18) is distributed upstream of the compressor (11), and the first electronic expansion valve (17) is distributed downstream of the first heat exchange condenser (12).

12. The pure electric vehicle air conditioning thermal management system according to claim 8, characterized in that: The first liquid circulation component further comprises a second heat exchange condenser (19), wherein the second heat exchange condenser (19) is arranged in the main passage (54) and distributed downstream of the first heat exchange condenser (12).

13. The pure electric vehicle air conditioning thermal management system according to claim 8, characterized in that: The first liquid circulation component further comprises a second electronic expansion valve (110), wherein the second electronic expansion valve (110) is arranged in the first communication branch (51) and is distributed upstream of the heat exchange thermostat (13).

14. The pure electric vehicle air conditioning thermal management system according to claim 8, characterized in that: The first liquid circulation component further comprises a third switch valve (111) and a third electronic expansion valve (112); the third switch valve (111) and the third electronic expansion valve (112) are both arranged in the third connecting branch (53); the third electronic expansion valve (112) is arranged upstream of the evaporator (14), and the third switch valve (111) is arranged downstream of the evaporator (14).

15. A pure electric vehicle, characterized in that: Including the pure electric vehicle air conditioning thermal management system as described in any one of claims 1-14.

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