Battery thermal management system and vehicle

Abstract

The utility model discloses a battery heat management system and a vehicle. The system comprises a fluorine pump and a battery heat exchange module. The outlet end of the fluorine pump is connected with the inlet end of the battery heat exchange module, the fluorine pump is used for pressurizing a refrigerant to obtain the pressurized refrigerant, and the battery heat exchange module is used for carrying out heat exchange on the pressurized refrigerant and battery cooling. According to the scheme, a compressor does not need to do work, a corresponding heat exchange device does not need to be additionally arranged, the fluorine pump does work, direct-drive refrigeration is carried out on the battery heat exchange module through the working medium, intermediate heat exchange is reduced, the refrigeration efficiency is greatly improved, natural cooling circulation of the battery can be achieved only by consuming a small amount of power of the fluorine pump, consumed power is low, and cost is low. And the energy efficiency is higher.

Description

Technical Field

[0001] The utility model relates to the technical field of thermal management, in particular to a battery thermal management system and a vehicle. Background Art

[0002] At present, one method in the relevant technology is to adopt direct cooling and direct heating of refrigerant. However, this method requires the compressor to participate in work, and there is a lot of energy loss in the actual compression process, resulting in low overall energy efficiency; another method adopts liquid cooling and liquid heating, which not only requires the compressor to do work, but also requires additional secondary heat exchange, which makes the system energy efficiency ratio lower; another method is to adopt partial liquid cooling and liquid heating, which uses water to achieve heating or cooling under some working conditions, but it uses water for heat exchange, so that the required water pump power is higher, which not only makes the energy efficiency lower, but also the system structure is more complex and the cost is high; another method is to use membrane heating to convert electrical energy into thermal energy, but this method has low heating efficiency. Utility Model Content

[0003] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a battery thermal management system and a vehicle.

[0004] In a first aspect, the utility model provides a battery thermal management system, comprising:

[0005] A fluorine pump and a battery heat exchange module; the outlet end of the fluorine pump is connected to the inlet end of the battery heat exchange module, the fluorine pump is used to pressurize the refrigerant to obtain the pressurized refrigerant, and the battery heat exchange module is used to perform heat exchange between the pressurized refrigerant and the battery cooling.

[0006] In one of the embodiments, the battery thermal management system further includes a heat exchange module, and an inlet end of the heat exchange module is connected to an outlet end of the battery heat exchange module.

[0007] In one embodiment, the heat exchange module is an off-vehicle heat exchanger.

[0008] In one of the embodiments, the heat exchange module includes a waste heat storage module; the waste heat storage module is arranged between the outlet end of the fluorine pump and the inlet end of the battery heat exchange module.

[0009] In one of the embodiments, the battery heat exchange module is provided with a medium channel.

[0010] In one of the embodiments, the battery thermal management system further includes a first throttling device, wherein the first throttling device is located between the outlet end of the fluorine pump and the inlet end of the battery cooling module.

[0011] In one of the embodiments, the battery thermal management system further includes: a liquid storage tank, wherein the liquid storage tank is disposed between the outlet end of the off-vehicle heat exchanger and the inlet end of the fluorine pump.

[0012] In one embodiment, the battery thermal management system further includes a first compression control mechanism, one end of the first compression control mechanism is connected to the liquid storage tank, and the other end of the first compression control mechanism is connected to the off-vehicle heat exchanger.

[0013] In one embodiment, the first compression control mechanism includes: a first compressor, an in-vehicle evaporator, a second throttling device, a third throttling device, and a fourth throttling device;

[0014] One end of the liquid storage tank is respectively connected to one end of the second throttling device and one end of the third throttling device, the other end of the second throttling device is connected to the outdoor heat exchanger through the in-vehicle evaporator and the compressor in sequence, the other end of the third throttling device is respectively connected to the battery heat exchange module and the first throttling device, one end of the fourth throttling device is respectively connected to the battery heat exchange module and the outdoor heat exchanger, and the other end of the fourth throttling device is respectively connected to the in-vehicle evaporator and the first compressor.

[0015] In one embodiment, the battery thermal management system further includes a second compression control mechanism, one end of the second compression control mechanism is connected to the liquid storage tank, and the other end of the second compression control mechanism is connected to the off-vehicle heat exchanger.

[0016] In one embodiment, the second compression control mechanism includes: a first regulating module, a second regulating module, a four-way valve, a fifth throttling device and a first one-way valve;

[0017] The first end of the four-way valve is respectively connected to the battery heat exchange module, the second end of the four-way valve is connected to the third end of the four-way valve through the first regulating module, the third end of the four-way valve is connected to the battery heat exchange module through the fifth throttling device, the fourth end of the four-way valve is connected to the liquid storage tank through the second regulating module, the inlet end of the first one-way valve is respectively connected to one end of the liquid storage tank and the second regulating module, and the outlet end of the first one-way valve is respectively connected to the fluorine pump and the first throttling device.

[0018] In one embodiment, the first regulating module includes a second compressor, an in-vehicle condenser, and a sixth throttling device;

[0019] The second end of the four-way valve is connected to the third end of the four-way valve through the sixth throttling device, the in-vehicle condenser, and the second compressor in sequence; the fourth end of the four-way valve is connected to one end of the in-vehicle heat exchanger.

[0020] In one embodiment, the second regulating module includes: a seventh throttling device, an in-vehicle heat exchanger, a second one-way valve, a third one-way valve, a fourth one-way valve, and a fifth one-way valve;

[0021] One end of the liquid storage tank is connected to the inlet end of the second pilot check valve and the inlet end of the third check valve through the seventh throttling device, the outlet end of the second pilot check valve is connected to the inlet end of the fourth check valve 325, the outlet end of the third check valve 324 is connected to the inlet end of the fifth check valve 326 and the other end of the in-vehicle heat exchanger, and the outlet end of the fourth check valve 325 is respectively connected to the outlet end of the fifth check valve 326 and one end of the liquid storage tank.

[0022] In one embodiment, the second compression control mechanism also includes: a first solenoid valve, one end of the first solenoid valve is respectively connected to the battery heat exchange module and the fifth throttling device, and the other end of the first solenoid valve is respectively connected to the external heat exchanger and the first end of the four-way valve.

[0023] In one embodiment, the second compression control mechanism further includes: a second solenoid valve, a third solenoid valve, an eighth throttling device and a waste heat storage module, one end of the second solenoid valve is respectively connected to the first throttling device and the battery heat exchange module, and the other end of the second solenoid valve is respectively connected to the off-vehicle heat exchanger and the first end of the four-way valve;

[0024] One end of the eighth throttling device is respectively connected to the fluorine pump, the first guide valve, and the first throttling device, the other end of the eighth throttling device is connected to one end of the waste heat storage module, the other end of the waste heat storage module is respectively connected to the fifth throttling device and the third end of the four-way valve, one end of the third solenoid valve is connected to the second compressor, and the other end of the third solenoid valve is connected to the third end of the four-way valve.

[0025] In one embodiment, the battery management system further includes a detection module and a control module, and the control module is electrically connected to the detection module and the fluorine pump respectively;

[0026] The detection module is used to detect the temperature of the external heat exchanger and / or the temperature of the battery heat exchange module and send them to the control module;

[0027] The control module is used to determine a first difference between the temperature of the external heat exchanger and the temperature of the battery heat exchange module when a battery cooling request is received, and control the fluorine pump to start when the first difference meets the fluorine pump start condition.

[0028] In one of the embodiments, the detection module is also used to detect the temperature of the waste heat storage module and send it to the control module;

[0029] The control module is also used to determine a second difference between the temperature of the waste heat storage module and the temperature of the battery heat exchange module when a battery heating request is received, and control the fluorine pump to start when the second difference meets the fluorine pump start condition.

[0030] In a second aspect, an embodiment of the present application provides a vehicle, comprising a battery thermal management system as described in the first aspect above.

[0031] The battery thermal management system and vehicle provided in the embodiment of the present application include: a fluorine pump and a battery heat exchange module; the outlet end of the fluorine pump is connected to the inlet end of the battery heat exchange module, the fluorine pump is used to pressurize the refrigerant to obtain the pressurized refrigerant, and the battery heat exchange module is used to heat exchange the pressurized refrigerant with the battery cooling. Compared with the prior art, the system in the present application does not require the compressor to work, nor does it need to add a corresponding heat exchange device. By directly connecting the outlet end of the fluorine pump to the battery heat exchange module through a pipeline, the fluorine pump works to directly drive the battery heat exchange module to cool it, reducing intermediate heat exchange, thereby greatly improving the cooling efficiency. Only a small amount of power of the fluorine pump is needed to realize the natural cooling cycle of the battery. The power consumption is low, which makes the energy efficiency higher, not only improving the heat exchange efficiency, but also reducing the cost. At the same time, the system has a simple structure, which further improves the practicality of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Other features, objects and advantages of the present application will become more apparent by reading the detailed description of non-limiting embodiments made with reference to the following drawings:

[0033] Figure 1 A schematic diagram of the structure of a battery thermal management system provided in an embodiment of the present application;

[0034] Figure 2 The pressure-enthalpy diagram of the non-throttling and non-phase-change refrigerant provided in the embodiment of the present application;

[0035] Figure 3 The pressure-enthalpy diagram of the phase-change refrigerant without throttling provided in the embodiment of the present application;

[0036] Figure 4 The pressure-enthalpy diagram of the non-throttling full phase change refrigerant provided in the embodiment of the present application;

[0037] Figure 5 A schematic diagram of the structure of a battery thermal management system provided in an embodiment of the present application;

[0038] Figure 6 The pressure-enthalpy diagram of the phase-change refrigerant with throttling part provided in the embodiment of the present application;

[0039] Figure 7 The pressure-enthalpy diagram of the refrigerant with throttling and full phase change provided in the embodiment of the present application;

[0040] Figure 8 A schematic diagram of the structure of a battery thermal management system provided in an embodiment of the present application;

[0041] Fig. 9 A schematic diagram of the structure of a battery thermal management system provided in an embodiment of the present application;

[0042] Fig.10 A schematic diagram of the structure of a battery thermal management system equipped with a common air conditioner provided in an embodiment of the present application;

[0043] Fig.11 A schematic diagram of the structure of a battery thermal management system equipped with a heat pump air conditioner provided in an embodiment of the present application;

[0044] Fig.12 A schematic diagram of the structure of a battery thermal management system equipped with a heat pump air conditioner provided in an embodiment of the present application;

[0045] Fig.13 A schematic diagram of the structure of a battery thermal management system equipped with a heat pump air conditioner provided in an embodiment of the present application;

[0046] Reference numerals:

[0047] Fluorine pump-20; battery heat exchange module-30; external heat exchanger-40; liquid storage tank-50; first throttling device-21; waste heat storage module-22; first compressor-23; in-vehicle evaporator-24, second throttling device-25; third throttling device-26; fourth throttling device-27; first solenoid valve-28; first regulating module-31; second regulating module-32; four-way valve-33; fifth throttling device-34; first check valve-35; second solenoid valve-36, third solenoid valve-37, eighth throttling device-38; second compressor-311; in-vehicle condenser-312; sixth throttling device-313; seventh throttling device-321; in-vehicle heat exchanger-322; second check valve-323; third check valve-324; fourth check valve-325; fifth check valve-326. DETAILED DESCRIPTION

[0048] The present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the relevant utility model, rather than to limit the utility model. It is also necessary to explain that, for ease of description, only the parts related to the utility model are shown in the accompanying drawings.

[0049] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0050] In the description of the present invention, unless otherwise clearly specified 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 an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0051] In the present utility model, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0052] In the description of this embodiment, the terms "upper", "lower", "left", "right" and other directions or positional relationships are based on the directions or positional relationships shown in the drawings, and are only for the convenience of description and simplified operation, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation of the present invention. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.

[0053] It is understandable that with the rapid development of the field of power electronics, electric vehicles have been used more and more widely, which is not only beneficial to environmental protection, but also brings great convenience to users' lives. Among them, power batteries, as one of the core components of electric vehicles, play a key role in electric vehicles. In order to give users a better experience, the battery needs to be kept within a suitable temperature range.

[0054] At present, the relevant technologies include a variety of thermal management systems. One method is to use direct cooling and direct heating of refrigerants. However, this method requires the compressor to participate in work, and there is a lot of energy loss in the actual compression process, resulting in low overall energy efficiency; another method is to use a liquid cooling and liquid heating system, which mainly uses cooling water to heat or cool the battery. However, when the compressor is required to do work, this system also requires additional secondary heat exchange. Its system structure is relatively complex and the cost is high, and the two heat exchanges result in poor energy efficiency; another method is to use partial liquid cooling and liquid heating, which uses water to achieve heating or cooling under some working conditions, but the heat exchange through water makes the required water pump power higher, which not only makes the energy efficiency lower, but also makes the system structure more complex and costly; another method is to use a battery heat pipe method with composite phase change heat transfer, but this system requires additional corresponding heat exchange devices, such as heat exchangers, heat pipes or other phase change materials, which makes the system cost high and the layout difficult, resulting in low practicality.

[0055] Based on the above-mentioned defects, a battery thermal management system and a vehicle are provided in the present application. Compared with the prior art, the system in the present application does not require a compressor to work, nor does it require the addition of a corresponding heat exchange device. By directly connecting the outlet end of the fluorine pump to the battery heat exchange module through a pipeline, the fluorine pump works to directly drive the battery heat exchange module to cool it through the working fluid, reducing intermediate heat exchange, thereby greatly improving the cooling efficiency. Only a small amount of power of the fluorine pump is needed to achieve the natural cooling cycle of the battery. The power consumption is low, which makes the energy efficiency higher. It not only improves the heat exchange efficiency but also reduces the cost. At the same time, the system has a simple structure, which further improves the practicality of the system.

[0056] Reference below Figure 1-Figure 13 A battery thermal management system and a vehicle according to embodiments of the present application are described.

[0057] like Figure 1 As shown, this embodiment provides a battery thermal management system, which includes: a fluorine pump 20 and a battery heat exchange module 30, the outlet end of the fluorine pump 20 is connected to the inlet end of the battery heat exchange module 30, the fluorine pump 20 is used to pressurize the refrigerant to obtain the pressurized refrigerant, and the battery heat exchange module 30 is used to perform heat exchange between the pressurized refrigerant and the battery cooling.

[0058] It should be noted that refrigerant is a working fluid used to transfer heat energy and produce a refrigeration effect in systems such as refrigeration and air conditioning. It is a substance that transfers heat through evaporation and condensation. It is a substance that easily absorbs heat and becomes a gas, and easily releases heat and becomes a liquid. Optionally, the refrigerant can be divided into primary refrigerant and secondary refrigerant according to the working mode, and can also be divided into natural refrigerant and synthetic refrigerant according to the material properties. For example, it can include: Freon, alkane, ammonia, carbon dioxide.

[0059] The fluorine pump 20 is a new type of refrigerator that uses the reaction of compressed air and fluorine gas to produce extremely low temperatures. Its refrigeration principle is to use the throttling expansion of gas to obtain refrigeration. It is used to pressurize the refrigerant in the initial state to obtain the pressurized refrigerant, increase the inlet pressure of the refrigerant entering the battery heat exchange module 30, and then increase the flow rate of the refrigerant. Among them, the refrigerant flow rate refers to the volume or mass of the refrigerant in the system passing through a certain part of the system per unit time.

[0060] The battery heat exchange module 30 can be a battery cold plate, which is a thin sheet located inside the battery. Its main function is to conduct the heat inside the battery to keep the battery temperature stable, thereby improving the working efficiency of the battery. The battery heat exchange module 30 is used to reduce the internal temperature of the battery. The battery heat exchange module 30 is provided with a medium channel. The medium channel is used to transmit the pressurized refrigerant to perform heat exchange with the battery cooling.

[0061] It is understandable that the battery will generate heat during operation. If the heat is not dissipated for a long time, it is easy to cause the battery to overheat, thereby reducing the working efficiency of the battery and affecting the service life of the battery. The role of the battery heat exchange module 30 is to help the battery dissipate heat, keep the internal temperature of the battery stable, and improve the working efficiency and service life of the battery; the role of the battery heat exchange module 30 is also to protect the safety of the battery, because the overheating of the battery can cause the battery to explode or fire. The battery heat exchange module 30 can effectively reduce the internal temperature of the battery, thereby reducing the heat accumulation of the battery and improving the safety of the battery.

[0062] The battery thermal management system provided in the embodiment of the present application includes: a fluorine pump 20 and a battery heat exchange module 30; the outlet end of the fluorine pump 20 is connected to the inlet end of the battery heat exchange module 30, the fluorine pump 20 is used to pressurize the refrigerant to obtain the pressurized refrigerant, and the battery heat exchange module 30 is used to heat exchange the pressurized refrigerant with the battery cooling. Compared with the prior art, the system in the present application does not require the compressor to work, nor does it need to add a corresponding heat exchange device. By directly connecting the outlet end of the fluorine pump 20 to the battery heat exchange module 30 through a pipeline, the fluorine pump works to directly drive the battery heat exchange module to cool it through the working fluid, reducing the intermediate heat exchange, thereby greatly improving the cooling efficiency, and only consuming a small amount of power of the fluorine pump 20 to achieve the natural cooling cycle of the battery, which consumes less power and makes the energy efficiency higher, not only improving the heat exchange efficiency, but also reducing the cost. At the same time, the system has a simple structure, which further improves the practicality of the system.

[0063] In one embodiment, the battery thermal management system further includes a heat exchange module, and an inlet end of the heat exchange module is connected to an outlet end of the battery heat exchange module 30 .

[0064] It should be noted that the fluorine pump 20 is used to pressurize the refrigerant in the initial state flowing out of the outlet end of the liquid storage tank 50 to obtain the pressurized refrigerant; the battery heat exchange module 30 is used to evaporate the pressurized refrigerant to absorb heat to obtain the refrigerant after heat absorption, so as to exchange heat with the battery cooling. The above heat exchange module is used to condense the refrigerant after absorbing heat through the battery heat exchange module 30 to release heat to obtain the refrigerant in the initial state.

[0065] The heat exchange module is an off-vehicle heat exchanger 40. The off-vehicle heat exchanger 40 is used to condense the refrigerant after absorbing heat and release heat to obtain the refrigerant in the initial state, so as to realize battery cooling.

[0066] After working for a long time, the battery in the vehicle will generate a lot of heat. The off-vehicle heat exchanger 40 is used to exchange heat between the refrigerant after absorbing heat and the outside air to keep the temperature of the battery within a normal range. It is mainly used to transfer the heat generated inside the battery to the air through the refrigerant, exchange heat between the refrigerant and the outside air, prevent the battery from overheating, make it work within the normal temperature range, and realize natural cooling of the battery.

[0067] In one embodiment, the battery thermal management system further includes: a liquid storage tank 50 , which is disposed between the outlet end of the off-vehicle heat exchanger 40 and the inlet end of the fluorine pump 20 .

[0068] The liquid storage tank 50 is a container for storing refrigerant, mainly used to store refrigerant in an initial state. It may include an external shell, the material of the external shell may be a rigid material, and the volume of the liquid storage tank 50 may be customized according to actual needs, and may include a spherical tank, a horizontal tank, a dome tank, an external floating roof tank, and an internal floating roof tank.

[0069] Optionally, the outlet end of the fluorine pump 20 is connected to the battery heat exchange module 30, the off-vehicle heat exchanger 40, and one end of the liquid storage tank 50 in sequence through a pipeline, and the other end of the liquid storage tank 50 is connected to the inlet end of the fluorine pump 20 through a pipeline. Among them, the fluorine pump 20, the battery heat exchange module 30, the off-vehicle heat exchanger 40 and the liquid storage tank 50 are all connected by pipelines, and the lengths of the pipelines between the fluorine pump 20 and the battery heat exchange module 30, between the battery heat exchange module 30 and the off-vehicle heat exchanger 40, between the off-vehicle heat exchanger 40 and the liquid storage tank 50, and between the liquid storage tank 50 and the fluorine pump 20 can be the same or different, and can be customized according to the flow rate and amount of the refrigerant.

[0070] Specifically, the battery thermal management system can be applied to different application scenarios corresponding to different load batteries under different working conditions, for example, it can include two working conditions. Among them, △T1 can be defined as the first difference between the temperature of the external heat exchanger 40 and the temperature of the battery heat exchange module 30. During the operation of the system, the phase change of the refrigerant mainly depends on the refrigerant flow rate and △T1. Among them, the temperature of the external heat exchanger 40 can be the inlet air temperature of the external heat exchanger 40, and the temperature of the battery heat exchange module 30 can be the average temperature of the cold plate of the battery heat exchange module 30.

[0071] As an implementable manner, when a battery cooling request is received and the battery load is small, for example, the first difference △T1 between the air inlet temperature of the external heat exchanger 40 and the average temperature of the cold plate of the battery heat exchange module 30 is less than the first preset threshold value, for example, the first preset threshold value may be 10°C, that is, △T1<10°C, the battery can be cooled by adjusting the refrigerant flow rate and the sensible heat of the refrigerant (refrigerant). At this time, the refrigerant state change can be referred to Figure 2 As shown, Figure 3 The pressure-enthalpy diagram is a graph of the state change of the refrigerant in the system. The pressure-enthalpy diagram refers to a curve diagram of pressure and enthalpy value. The pressure-enthalpy diagram uses absolute pressure as the ordinate. In order to reduce the size of the diagram and improve the accuracy of the low-pressure area, the ordinate can usually take a logarithmic coordinate and the enthalpy value as the abscissa. The pressure-enthalpy diagram is an important tool for analyzing vapor compression refrigeration cycles and is often used in refrigeration cycle design, calculation and analysis.

[0072] It is understandable that the above-mentioned pressure-enthalpy diagram includes an approximate semicircular curve, which can be called a saturation curve, and different regions are separated by an approximate semicircular curve. In the region formed by the approximate semicircular curve and the horizontal axis, the refrigerant reaches thermal equilibrium and exists in the form of a mixture of vapor and liquid. Among them, the vapor content in the mixture changes from 0% (left side of the saturation semicircular curve) to 100% (right side of the saturation semicircular curve). On the left outer side of the saturation curve, the refrigerant (refrigerant) exists only in the form of liquid. On the right outer side of the saturation curve, the refrigerant (refrigerant) refrigerant exists only in the form of vapor.

[0073] Please note that, see Figure 2As shown, the refrigerant 1 in the initial state stored in the liquid storage tank 50 flows out from the outlet of the liquid storage tank 50 and reaches the inlet of the fluorine pump 20 through the pipeline. The refrigerant in the initial state is pressurized by the fluorine pump 20 to obtain the pressurized refrigerant 2, which is in a liquid state, and then reaches the battery heat exchange module 30 through the outlet of the fluorine pump 20 and the intermediate pipeline. The battery heat exchange module 30 evaporates and absorbs heat from the pressurized refrigerant, and the enthalpy value of the refrigerant increases and the pressure gradually decreases. However, at this time, because the battery load is small and the refrigerant flow rate is large, the refrigerant has no phase change, and the refrigerant 3 after heat absorption is obtained, which is in a liquid state. The high-temperature refrigerant is cooled and depressurized by the off-vehicle heat exchanger 40 and becomes the initial state 1, which is in a liquid state, and then returns to the liquid storage tank 50, thereby completing a cycle.

[0074] As another achievable method, when a battery cooling request is received and the battery load is large, for example, the first difference △T1 between the air inlet temperature of the external heat exchanger 40 and the average temperature of the cold plate of the battery heat exchange module 30 is between the first preset threshold and the second preset threshold, and the second preset threshold is greater than the first preset threshold, for example, the second preset threshold is 20°C, that is, 10°C≤△T1≤20°C, at this time, the refrigerant (refrigerant) flow rate no longer increases, and the refrigerant state change can be referred to Figure 3 As shown, Figure 3 It is a pressure-enthalpy diagram of the refrigerant state change in the system, with enthalpy value as the horizontal axis and pressure as the vertical axis.

[0075] Please note that, see Figure 3 As shown, the refrigerant 1 in the initial state stored in the liquid storage tank 50 flows out from the outlet end of the liquid storage tank 50 and reaches the inlet end of the fluorine pump 20 through the pipeline. The refrigerant in the initial state is pressurized by the fluorine pump 20 to obtain the pressurized refrigerant 2, which is in a liquid state, and then reaches the battery heat exchange module 30 through the outlet end of the fluorine pump 20 and the intermediate pipeline. The battery heat exchange module 30 evaporates the pressurized refrigerant and absorbs heat. At the same time, the enthalpy value of the refrigerant increases, and the pressure gradually decreases. At the same time, the refrigerant reaches the corresponding boiling point. However, due to the large battery load at this time, the refrigerant has a partial phase change, and the refrigerant 3 after heat absorption is obtained. Its state is two-phase, including liquid and gas. The two-phase refrigerant is cooled and depressurized (heat exchanged) by the off-vehicle heat exchanger 40 and becomes the initial state 1, which is in a liquid state, and then returns to the liquid storage tank 50, thereby completing a cycle.

[0076] As another possible implementation, when a battery cooling request is received and the battery load is large, for example, when the first difference ΔT1 between the air inlet temperature of the external heat exchanger 40 and the average temperature of the cold plate of the battery heat exchange module 30 is greater than the second preset threshold, that is, ΔT1>20°C. At this time, the refrigerant state change can be seen in Figure 4 As shown, Figure 4It is a pressure-enthalpy diagram of the refrigerant state change in the system, with enthalpy value as the horizontal axis and pressure as the vertical axis.

[0077] Please note that, see Figure 4 As shown, the refrigerant 1 in the initial state stored in the liquid storage tank 50 flows out from the outlet of the liquid storage tank 50 and reaches the inlet of the fluorine pump 20 through the pipeline. The refrigerant in the initial state is pressurized by the fluorine pump 20 to obtain the pressurized refrigerant 2, which is in a liquid state, and then reaches the battery heat exchange module 30 through the outlet of the fluorine pump 20 and the intermediate pipeline. The battery heat exchange module 30 evaporates and absorbs heat from the pressurized refrigerant, and the enthalpy of the refrigerant increases, and the pressure gradually decreases. At the same time, the refrigerant reaches the corresponding boiling point. However, at this time, because the first difference △T1 between the inlet temperature of the external heat exchanger 40 and the average temperature of the cold plate of the battery heat exchange module 30 is large, the refrigerant has all phase changes, and the refrigerant 3 after heat absorption is obtained, which is in a gaseous state. The gaseous refrigerant changes to the initial state 1 after cooling and depressurizing (heat exchange) by the external heat exchanger 40, and its state is liquid, and then returns to the liquid storage tank 50, thereby completing a cycle.

[0078] The battery thermal management system in this embodiment includes: a fluorine pump 20, a battery, an off-vehicle heat exchanger 40 and a liquid storage tank 50; a battery heat exchange module 30 is provided on the battery, and a medium channel is provided on the battery heat exchange module 30; the outlet end of the fluorine pump 20 is connected to the battery heat exchange module 30, the off-vehicle heat exchanger 40 and one end of the liquid storage tank 50 in sequence through a pipeline, and the other end of the liquid storage tank 50 is connected to the inlet end of the fluorine pump 20 through a pipeline; the liquid storage tank 50 is used to store the refrigerant in the initial state; the fluorine pump 20 is used to pressurize the refrigerant in the initial state flowing out of the outlet end of the liquid storage tank 50 to obtain the pressurized refrigerant; the battery heat exchange module 30 is used to evaporate the pressurized refrigerant to absorb heat to obtain the refrigerant after heat absorption; the off-vehicle heat exchanger 40 is used to condense the refrigerant after heat absorption to release heat to obtain the refrigerant in the initial state, and flow it to the liquid storage tank 50 to achieve battery cooling. Compared with the prior art, the system in the present application does not require a compressor to work, nor does it require additional corresponding heat exchange devices. By directly connecting the outlet end of the fluorine pump 20 to the battery heat exchange module 30 through a pipeline, the fluorine pump 20 works to directly drive the battery heat exchange module 30 to cool it through the working fluid, reducing intermediate heat exchange, thereby greatly improving the cooling efficiency. Only a small amount of power of the fluorine pump 20 is needed to achieve a natural cooling cycle of the battery. The power consumption is low, making the energy efficiency higher. The refrigerant that has absorbed heat is condensed and released through an external heat exchanger, and heat exchange processing can be performed quickly, which not only improves the heat exchange efficiency but also reduces costs. At the same time, the system has a simple structure, which further improves the practicality of the system.

[0079] In one embodiment, see Figure 5As shown, the battery thermal management system also includes: a first throttling device 21, which is arranged between the outlet end of the fluorine pump 20 and the inlet end of the battery heat exchange module 30; the first throttling device 21 is used to control the flow of the pressurized refrigerant, obtain the throttled refrigerant and enter the battery heat exchange module 30 through the pipeline.

[0080] It should be noted that during the use of the vehicle, its working conditions vary greatly. In order to broaden the use range of the fluorine pump 20, it is necessary to add a first throttling device 21 to the pipeline between the fluorine pump 20 and the battery heat exchange module 30 to meet the needs of actual use. The first throttling device 21 may include an expansion valve, which may be a large-caliber electronic expansion valve. The first throttling device 21 is arranged between the pipeline of the fluorine pump 20 and the battery heat exchange module 30 to control the inlet pressure of the refrigerant entering the battery heat exchange module 30.

[0081] Specifically, the battery thermal management system can be applied to different application scenarios of batteries with different loads under different working conditions, for example, two working conditions. For the case with a throttling device, due to the design requirements of the system, a phase change will occur, which can reduce the flow rate of the refrigerant, thereby achieving the purpose of reducing the power of the fluorine pump 20.

[0082] As an implementable manner, taking the temperature of the external heat exchanger 40 as the inlet air temperature of the external heat exchanger 40 and the temperature of the battery heat exchange module 30 as the average temperature of the cold plate of the battery heat exchange module 30 as an example, when a battery cooling request is received and the battery load is small, for example, the first difference △T1 between the inlet air temperature of the external heat exchanger 40 and the average temperature of the cold plate of the battery heat exchange module 30 is between the third preset threshold and the first preset threshold, and the first preset threshold is greater than the third preset threshold, for example, when the third preset threshold is 5°C, that is, 5°C≤△T1≤10°C, at this time, the refrigerant state change can be referred to Figure 6 As shown, Figure 6 It is a pressure-enthalpy diagram of the refrigerant state change in the system, with enthalpy value as the horizontal axis and pressure as the vertical axis.

[0083] Please note that, see Figure 6As shown, the refrigerant 1 in the initial state stored in the liquid storage tank 50 flows out from the outlet of the liquid storage tank 50 and reaches the inlet of the fluorine pump 20 through the pipeline. The refrigerant in the initial state is pressurized by the fluorine pump 20 to obtain the pressurized refrigerant 2, which is in a liquid state, and then throttled by the first throttling device 21 to obtain the throttled refrigerant 3, which is in a liquid state, and then reaches the battery heat exchange module 30 through the intermediate pipeline. The battery heat exchange module 30 evaporates and absorbs heat from the throttled refrigerant 3. At the same time, the enthalpy value of the refrigerant increases, and the pressure gradually decreases. At the same time, the refrigerant reaches the corresponding boiling point. The refrigerant at the outlet of the battery heat exchange module 30 has a partial phase change, and the refrigerant 4 after heat absorption is obtained, which is in a two-phase state, including liquid and gas. The two-phase refrigerant is cooled and condensed by the off-vehicle heat exchanger 40 and becomes the initial state 1, which is in a liquid state, and then returns to the liquid storage tank 50, thereby completing a cycle.

[0084] As another possible implementation, when a battery cooling request is received and the battery load is large, for example, when the first difference ΔT1 between the air inlet temperature of the external heat exchanger 40 and the average temperature of the cold plate of the battery heat exchange module 30 is greater than the first preset threshold, that is, ΔT1>10°C. At this time, the refrigerant state change can be referred to Figure 7 As shown, Figure 7 It is a pressure-enthalpy diagram of the refrigerant state change in the system, with enthalpy value as the horizontal axis and pressure as the vertical axis.

[0085] Please note that, see Figure 7 As shown, the refrigerant 1 in the initial state stored in the liquid storage tank 50 flows out from the outlet end of the liquid storage tank 50 and reaches the inlet end of the fluorine pump 20 through the pipeline. The refrigerant in the initial state is pressurized by the fluorine pump 20 to obtain the pressurized refrigerant 2, which is in a liquid state, and then throttled by the first throttling device 21 to obtain the throttled refrigerant 3, which is in a two-phase state, including liquid and gaseous states, and then reaches the battery heat exchange module 30 through the intermediate pipeline. The battery heat exchange module 30 evaporates and absorbs heat from the throttled refrigerant 3, and at the same time, the enthalpy value of the refrigerant increases, the pressure gradually decreases, and the refrigerant reaches the corresponding boiling point. The refrigerant at the outlet end of the battery heat exchange module 30 undergoes all phase changes to obtain the refrigerant 4 after heat absorption, which is in a gaseous state. The gaseous refrigerant is first cooled by the off-vehicle heat exchanger 40 and then condensed to the initial state 1, which is in a liquid state, and then returns to the liquid storage tank 50, thereby completing a cycle.

[0086] In this embodiment, since the first throttling device 21 is provided on the pipeline between the fluorine pump 20 and the battery heat exchange module 30, the inlet pressure of the refrigerant entering the battery heat exchange module 30 can be controlled. After the pressure is controlled, the flow rate is controlled. Compared with the prior art, the applicable scope of the fluorine pump 20 is broadened. Compared with the liquid cooling and liquid heating system adopted in the prior art, the system with the fluorine pump 20 can realize phase change, which can greatly improve the cooling efficiency of the system and reduce the flow rate of the fluorine pump 20, thereby optimizing the power consumption of the fluorine pump 20 and improving the thermal management efficiency.

[0087] In one embodiment, see Figure 8 As shown, the heat exchange module includes: a waste heat storage module 22, which is arranged between the outlet end of the fluorine pump 20 and the inlet end of the battery heat exchange module 30. The waste heat storage module 22 is used to absorb heat from the pressurized refrigerant, obtain the treated refrigerant and enter the battery heat exchange module 30 through the pipeline.

[0088] It is understandable that there is currently waste heat during vehicle charging or driving, and this part of the waste heat can be utilized. For the heating needs of the power battery, for this part of the waste heat, in the system using the battery heat exchange module 30, the current system can only use membrane heating or direct cooling and direct heating. No matter which method is used, the system energy efficiency is low. The embodiment of the present application provides a specific implementation method for battery heating using a fluorine pump 20 for waste heat recovery and a battery heat exchange module 30. The waste heat is recovered through the waste heat storage module 22, and the waste heat is used to heat the battery through the battery heat exchange module 30, which can improve the system energy efficiency.

[0089] Specifically, the battery thermal management system can be applied to different application scenarios corresponding to different load batteries under different working conditions, for example, it can include three working conditions. Among them, ΔT2 can be defined as the second difference between the average temperature of the cold plate of the battery heat exchange module 30 and the inlet water temperature of the waste heat storage module 22. During the operation of the system, the phase change of the refrigerant mainly depends on the refrigerant flow and ΔT2.

[0090] As an implementable method, when a battery heating request is received and the system residual heat is small, for example, when △T2 < 10°C, the battery can be auxiliary heated by the sensible heat of the refrigerant. Figure 2As shown. The refrigerant 1 in the initial state stored in the liquid storage tank 50 flows out from the outlet of the liquid storage tank 50 and reaches the inlet of the fluorine pump 20 through the pipeline. The refrigerant in the initial state is pressurized by the fluorine pump 20 to obtain the pressurized refrigerant 2, which is in a liquid state, and then reaches the waste heat storage module 22 through the outlet of the fluorine pump 20 and the intermediate pipeline. The waste heat storage module 22 absorbs heat from the pressurized refrigerant, and at the same time, the temperature of the refrigerant increases and the pressure gradually decreases. At the same time, the refrigerant flow rate is large, and the refrigerant has no phase change, and releases heat through the battery heat exchange module 30 to obtain the refrigerant 3 after heat release, which is in a liquid state. The refrigerant with a higher temperature passes through the battery heat exchange module 30 to heat the battery and then cool it down. Then, it passes through the off-vehicle heat exchanger 40 to cool down further and become the initial state 1, which is in a liquid state, and then returns to the liquid storage tank 50, thereby completing a cycle.

[0091] As another possible implementation, when a battery heating request is received and the system has a lot of residual heat, for example, when 10℃≤△T2≤20℃, the battery can be auxiliary heated by the sensible heat of the refrigerant. Figure 3 As shown. The refrigerant 1 in the initial state stored in the liquid storage tank 50 flows out from the outlet of the liquid storage tank 50 and reaches the inlet of the fluorine pump 20 through the pipeline. The refrigerant in the initial state is pressurized by the fluorine pump 20 to obtain the pressurized refrigerant 2, which is in a liquid state, and then reaches the waste heat storage module 22 through the outlet of the fluorine pump 20 and the intermediate pipeline. The waste heat storage module 22 absorbs heat from the pressurized refrigerant. At the same time, as the temperature of the refrigerant gradually increases, the pressure gradually decreases. At the same time, the refrigerant reaches the corresponding boiling point, evaporates and absorbs heat, and the refrigerant undergoes a partial phase change. At this time, the refrigerant 3 after heat absorption is obtained at the outlet of the waste heat storage module 22, and its state is two-phase, including liquid and gas. The two-phase refrigerant releases heat through the battery heat exchange module 30 to obtain the refrigerant 3 after heat release, which is in a liquid state. The two-phase refrigerant releases heat through the battery heat exchange module 30, while the refrigerant condenses, cools down and reduces its pressure. It is then cooled and further supercooled through the external heat exchanger 40 to become the initial state 1, in liquid state, and then returns to the liquid storage tank 50, thus completing a cycle.

[0092] As another possible implementation, when a battery heating request is received and the system has a lot of residual heat, for example, when ΔT2>20°C, the battery can be auxiliary heated by the sensible heat of the refrigerant. Figure 4As shown. The refrigerant 1 in the initial state stored in the liquid storage tank 50 flows out from the outlet of the liquid storage tank 50 and reaches the inlet of the fluorine pump 20 through the pipeline. The refrigerant in the initial state is pressurized by the fluorine pump 20 to obtain the pressurized refrigerant 2, which is in a liquid state, and then reaches the waste heat storage module 22 through the outlet of the fluorine pump 20 and the intermediate pipeline. The waste heat storage module 22 absorbs heat from the pressurized refrigerant. At the same time, as the temperature of the refrigerant gradually increases, the pressure gradually decreases. At the same time, the refrigerant reaches the corresponding boiling point, evaporates and absorbs heat, and the refrigerant undergoes all phase changes. At this time, the refrigerant 3 after heat absorption is obtained at the outlet of the waste heat storage module 22, which is in a gaseous state. The gaseous refrigerant releases heat through the battery heat exchange module 30 to obtain the refrigerant 3 after heat release, which is in a liquid state. The gaseous refrigerant releases heat through the battery heat exchange module 30, while the refrigerant condenses, cools down and reduces its pressure. It is then cooled and further supercooled through the external heat exchanger 40 to become the initial state 1, in liquid state, and then returns to the liquid storage tank 50, thus completing a cycle.

[0093] The battery thermal management system in this embodiment realizes natural cooling or heating of the battery through the sensible heat of the refrigerant when there is no phase change in the refrigerant. When the refrigerant undergoes a phase change, it is equivalent to a heat pipe with forced flow. By providing a waste heat storage module 22 on the pipeline between the fluorine pump 20 and the battery heat exchange module 30, the pressurized refrigerant can be subjected to heat absorption treatment, and the treated refrigerant is obtained and enters the battery heat exchange module 30 through the pipeline, thereby realizing waste heat recovery to heat the battery. Only the fluorine pump 20 needs to be operated to realize waste heat recovery, making full use of various heat sources in the system and greatly improving the system energy efficiency.

[0094] In one embodiment, the waste heat storage module 22 is disposed on a pipeline between the first throttling device 21 and the battery heat exchange module 30 . Fig. 9 For a schematic diagram of the battery thermal management system provided in this application embodiment, see Fig. 9 As shown, the system includes a fluorine pump 20, a first throttling device 21, a waste heat storage module 22, a battery heat exchange module 30, an off-vehicle heat exchanger 40, and a liquid storage tank 50 which are sequentially connected through pipelines.

[0095] It should be noted that in order to broaden the applicable scope of the fluorine pump 20, it is necessary to add a first throttling device 21 to the pipeline between the fluorine pump 20 and the battery heat exchange module 30 to meet the actual use requirements. The throttling device may include an expansion valve, which may be a large-diameter electronic expansion valve.

[0096] Specifically, the battery thermal management system can be applied to different application scenarios of batteries with different loads under different operating conditions, for example, it can include two operating conditions.

[0097] As an implementable manner, when a battery heating request is received and the residual heat is small, for example, the second difference △T2 between the average temperature of the cold plate of the battery heat exchange module 30 and the inlet water temperature of the residual heat storage module 22 is between the third preset threshold and the first preset threshold, and the first preset threshold is greater than the third preset threshold. For example, when the third preset threshold is 5°C, that is, 5°C≤△T1≤10°C, at this time, the refrigerant state change can continue to refer to Figure 6 As shown, Figure 6 It is a pressure-enthalpy diagram of the refrigerant state change in the system, with enthalpy value as the horizontal axis and pressure as the vertical axis.

[0098] Please note that, see Figure 6 As shown, the refrigerant 1 in the initial state stored in the liquid storage tank 50 flows out from the outlet end of the liquid storage tank 50 and reaches the inlet end of the fluorine pump 20 through the pipeline. The refrigerant in the initial state is pressurized by the fluorine pump 20 to obtain a pressurized refrigerant in a liquid state, and then throttled by the first throttling device 21 to obtain a throttled refrigerant 3 in a liquid state, and then reaches the waste heat storage module 22 through the intermediate pipeline, so that the waste heat storage module 22 evaporates and absorbs heat from the throttled refrigerant 3. At the same time, the enthalpy value of the refrigerant increases, and the pressure gradually decreases. At the same time, the refrigerant reaches the corresponding boiling point, and the refrigerant at the outlet end of the waste heat storage module 22 undergoes partial phase changes to obtain a refrigerant 4 after heat absorption, which is in a two-phase state, including liquid and gas. The two-phase refrigerant passes through the battery heat exchange module 30 to release heat and condense. At the same time, the refrigerant condenses, cools down and reduces its pressure. It then passes through the external heat exchanger 40 to cool down and further supercool to become the initial state 1, which is liquid. It then returns to the liquid storage tank 50, thus completing a cycle.

[0099] As another possible implementation, when a battery heating request is received and the residual heat is high, for example, when the second difference ΔT2 between the average temperature of the cold plate of the battery heat exchange module 30 and the inlet water temperature of the residual heat storage module 22 is greater than the first preset threshold, that is, ΔT1>10°C. At this time, the refrigerant state change can continue to refer to Figure 7 As shown, Figure 7 It is a pressure-enthalpy diagram of the refrigerant state change in the system, with enthalpy value as the horizontal axis and pressure as the vertical axis.

[0100] Please note that, see Figure 7As shown, the refrigerant 1 in the initial state stored in the liquid storage tank 50 flows out from the outlet end of the liquid storage tank 50 and reaches the inlet end of the fluorine pump 20 through the pipeline. The refrigerant in the initial state is pressurized by the fluorine pump 20 to obtain the pressurized refrigerant, which is in a liquid state, and then throttled by the throttling device to obtain the throttled refrigerant 3, which is in a liquid state, and then reaches the waste heat storage module 22 through the intermediate pipeline, so that the waste heat storage module 22 evaporates and absorbs heat from the throttled refrigerant 3, and at the same time, the enthalpy value of the refrigerant increases, the pressure gradually decreases, and the refrigerant reaches the corresponding boiling point. The refrigerant at the outlet end of the waste heat storage module 22 has all phase changes, and the refrigerant 4 after heat absorption is obtained, which is in a gaseous state. The gaseous refrigerant passes through the battery heat exchange module 30 for heat release and condensation, and at the same time, the refrigerant condenses and cools down, and then passes through the off-vehicle heat exchanger 40 for further cooling and becomes the initial state 1, which is in a liquid state, and then returns to the liquid storage tank 50, thereby completing a cycle.

[0101] The battery thermal management system provided in this embodiment, since a first throttling device 21 is provided between the fluorine pump 20 and the waste heat storage module 22, can recover waste heat and reheat the battery based on the principle of a heat pipe, thereby effectively solving the problem that the battery cannot be heated directly.

[0102] In one embodiment, the battery thermal management system further includes a first compression control mechanism, one end of the first compression control mechanism is connected to the liquid storage tank 50 , and the other end of the first compression control mechanism is connected to the off-vehicle heat exchanger 40 .

[0103] It should be noted that for ordinary air conditioning systems, the battery thermal management system therein includes a fluorine pump 20, a battery heat exchange module 30, an off-board heat exchanger 40, a first throttling device 21 and a liquid storage tank 50, which can be adjusted according to the vehicle's carrying requirements to achieve the battery's natural cooling function. The above-mentioned battery thermal management system can also include a first compression control mechanism, which can independently achieve vehicle cooling, independently achieve battery cooling in the vehicle, and can also simultaneously achieve vehicle cooling and battery cooling and other functions.

[0104] See also Fig.10 As shown, Fig.10 This is a structural diagram of a battery thermal management system equipped with a common air conditioner. The above-mentioned first compression control mechanism includes: a first compressor 23, an in-vehicle evaporator 24, a second throttling device 25, a third throttling device 26 and a fourth throttling device 27.

[0105] One end of the liquid storage tank 50 is respectively connected to one end of the second throttling device 25 and one end of the third throttling device 26, the other end of the second throttling device 25 is connected to the outdoor heat exchanger 40 through the in-vehicle evaporator 24 and the first compressor 23 in sequence, the other end of the third throttling device 26 is respectively connected to the battery heat exchange module 30 and the first throttling device 21, one end of the fourth throttling device 27 is respectively connected to the battery heat exchange module 30 and the outdoor heat exchanger 40, and the other end of the fourth throttling device 27 is respectively connected to the in-vehicle evaporator 24 and the first compressor 23.

[0106] Optionally, the battery management system further comprises a detection module and a control module, and the control module is respectively electrically connected to the detection module and the fluorine pump 20. The second throttling device 25, the third throttling device 26 and the fourth throttling device 27 may be large-diameter expansion valves.

[0107] The detection module is used to detect the temperature of the external heat exchanger 40 and / or the temperature of the battery heat exchange module 30, and send it to the control module; the control module is used to determine the first difference between the temperature of the external heat exchanger 40 and the temperature of the battery heat exchange module 30 when receiving a battery cooling request, and when the first difference meets the start-up condition of the fluorine pump 20, control the fluorine pump 20 to start, so that the refrigerant in the initial state flowing out of the outlet end of the liquid storage tank 50 is pressurized by the fluorine pump 20, the battery heat exchange module 30 absorbs heat, and the external heat exchanger 40 releases heat to the refrigerant in the initial state, so as to achieve battery cooling.

[0108] Specifically, taking the temperature of the external heat exchanger 40 as the inlet air temperature of the external heat exchanger 40 and the temperature of the battery heat exchange module 30 as the average temperature of the cold plate of the battery heat exchange module 30 as an example, the battery can send a cooling request to the control module, so that the control module receives the battery cooling request, determines the first difference △T1 between the temperature of the external heat exchanger 40 and the average temperature of the cold plate of the battery heat exchange module 30, and judges whether the first difference △T1 meets the start-up condition of the fluorine pump 20, for example, judges whether the first difference △T1 is greater than the preset threshold value. When it is greater than the preset threshold value, it indicates that the start-up condition of the fluorine pump 20 is met, and the fluorine pump 20 is controlled to be turned on; when it is not greater than the preset threshold value, it indicates that the start-up condition of the fluorine pump 20 is not met, and no processing is performed.

[0109] The refrigerant in the initial state in the liquid storage tank 50 is pressurized by the fluorine pump 20 to obtain a pressurized refrigerant, and then is throttled by the first throttling device 21 to obtain a throttled refrigerant, and reaches the battery heat exchange module 30 through the intermediate pipeline. The battery heat exchange module 30 performs heat absorption on the throttled refrigerant to obtain an endothermic refrigerant. The phase state of the refrigerant can be two-phase or gaseous, and the two-phase state includes liquid and gas. The two-phase or gaseous refrigerant leaving the battery heat exchange module 30 enters the external heat exchanger 40 for cooling and condensation to become the initial state, and then returns to the liquid storage tank 50, thereby completing the natural cooling cycle of the battery.

[0110] As an implementable method, the above system can also realize the refrigeration function independently. Specifically, the exhaust gas from the first compressor 23 is discharged to the external heat exchanger 40 for condensation and then enters the liquid storage tank 50, and then enters the second throttling device 25. The gas is throttled through the second throttling device 25 to the internal evaporator 24 for evaporation and cooling, thereby returning the refrigerant low-temperature and low-pressure gas to the first compressor 23, realizing the vehicle refrigeration cycle.

[0111] As another possible implementation method, the above system can also independently implement the battery cooling function. Specifically, the exhaust gas from the first compressor 23 is discharged to the external heat exchanger 40 for condensation and then enters the liquid storage tank 50, and then enters the third throttling device 26 for throttling to the battery heat exchange module 30 for battery cooling, and then passes through the fourth throttling device 27, thereby returning the refrigerant low-temperature and low-pressure gas to the first compressor 23, thereby realizing the battery cooling cycle.

[0112] As another possible implementation, the above system can also realize the refrigeration and battery cooling functions simultaneously. Specifically, the exhaust gas from the first compressor 23 enters the liquid storage tank 50 after being exhausted to the condenser of the external heat exchanger 40, and a part of it enters the second throttling device 25 to be throttled to the internal evaporator 24 for evaporation and cooling, and the low-temperature and low-pressure gas of the refrigerant returns to the first compressor 23. The other part enters the third throttling device 26 to be throttled to the battery heat exchange module 30 for battery cooling, and then throttled and reduced in pressure by the fourth throttling device 27. The function of the fourth throttling device 27 is to control the outlet pressure of the battery heat exchange module 30, thereby avoiding the risk of lithium deposition of the battery due to too low outlet pressure of the battery, thereby returning the low-temperature and low-pressure gas of the refrigerant to the first compressor 23, and realizing the refrigeration and battery cooling cycle.

[0113] The ordinary pump air conditioner in this embodiment adopts the fluorine pump 20 system, which only requires the fluorine pump 20 to work and fully utilizes the heat sources of the system. The system energy efficiency is much higher than the traditional compression refrigeration cycle, and by setting the first throttling device 21, the refrigerant flow rate can be reduced, thereby reducing the efficiency of the fluorine pump 20, thereby greatly improving the battery thermal management efficiency.

[0114] In one embodiment, the battery thermal management system further includes a second compression control mechanism, one end of the second compression control mechanism is connected to the liquid storage tank 50 , and the other end of the second compression control mechanism is connected to the off-vehicle heat exchanger 40 .

[0115] It should be noted that for the heat pump air conditioning system, on the basis of the battery thermal management system including the fluorine pump 20, the battery heat exchange module 30, the off-board heat exchanger 40, the first throttling device 21 and the liquid storage tank 50, it can be adjusted according to the vehicle loading requirements to realize the natural cooling function of the battery. The system can also include a second compression control mechanism, which can realize the cooling function of the vehicle alone, the cooling function of the battery in the vehicle alone, the cooling function of the vehicle and the battery at the same time, the dehumidification function of the heat pump, and the heating function of the heat pump.

[0116] See also Fig.11 As shown, the second compression control mechanism includes: a first regulating module 31 , a second regulating module 32 , a four-way valve 33 , a fifth throttling device 34 and a first one-way valve 35 .

[0117] The first end of the four-way valve 33 is connected to the battery heat exchange module 30, the second end of the four-way valve 33 is connected to the third end of the four-way valve 33 through the first regulating module 31, the third end of the four-way valve 33 is connected to the battery heat exchange module 30 through the fifth throttling device 34, the fourth end of the four-way valve 33 is connected to the liquid storage tank 50 through the second regulating module 32, the inlet end of the first one-way valve 35 is connected to one end of the liquid storage tank 50 and the second regulating module 32, and the outlet end of the first one-way valve 35 is connected to the fluorine pump 20 and the first throttling device 21.

[0118] Optional, see Fig.12 As shown, the first regulating module 31 includes a second compressor 311, an in-vehicle condenser 312, and a sixth throttling device 313. The second end of the four-way valve 33 is connected to the third end of the four-way valve 33 through the sixth throttling device 313, the in-vehicle condenser 312, and the second compressor 311 in sequence; the fourth end of the four-way valve 33 is connected to one end of the in-vehicle heat exchanger 322.

[0119] The second regulating module 32 includes: a seventh throttling device 321, an in-vehicle heat exchanger 322, a second one-way valve 323, a third one-way valve 324, a fourth one-way valve 325, and a fifth one-way valve 326. One end of the liquid storage tank 50 is connected to the inlet end of the second pilot valve 323 and the inlet end of the third one-way valve 324 through the seventh throttling device 321, the outlet end of the second pilot valve 323 is connected to the inlet end of the fourth one-way valve 325, the outlet end of the third one-way valve 324 is connected to the inlet end of the fifth one-way valve and the other end of the out-vehicle heat exchanger 40, and the outlet end of the fourth one-way valve 325 is connected to the outlet end of the fifth one-way valve 326 and one end of the liquid storage tank 50.

[0120] Among them, the above-mentioned second compression control mechanism also includes: a first solenoid valve 28, one end of the first solenoid valve 28 is respectively connected to the battery heat exchange module 30 and the fifth throttling device 34, and the other end of the first solenoid valve 28 is respectively connected to the external heat exchanger 40 and the first end of the four-way valve 33.

[0121] Specifically, taking the temperature of the external heat exchanger 40 as the inlet temperature of the external heat exchanger 40 and the temperature of the battery heat exchange module 30 as the average temperature of the cold plate of the battery heat exchange module 30 as an example, the battery can send a cooling request to the control module, so that the control module receives the battery cooling request, determines the first difference △T1 between the inlet temperature of the external heat exchanger 40 and the average temperature of the cold plate of the battery heat exchange module 30, and determines whether the first difference △T1 meets the start-up condition of the fluorine pump 20. When it meets the condition, the fluorine pump 20 is controlled to start, and the refrigerant in the initial state in the liquid storage tank 50 is pressurized by the fluorine pump 20. After processing, a pressurized refrigerant is obtained, which is then throttled by the first throttling device 21 to obtain a throttled refrigerant, and reaches the battery heat exchange module 30 through an intermediate pipeline. The battery heat exchange module 30 evaporates and absorbs heat on the throttled refrigerant to obtain an absorbent refrigerant. The phase state of the refrigerant can be two-phase or gaseous, and the two-phase state includes liquid and gas. The two-phase or gaseous refrigerant leaving the battery heat exchange module 30 passes through the first solenoid valve 28 into the external heat exchanger 40 for cooling and condensation to become the initial state, and then returns to the liquid storage tank 50, thereby completing the natural cooling cycle of the battery.

[0122] As an implementable method, the above system can also realize the refrigeration function independently. Specifically, the exhaust gas from the second compressor 311 is discharged to the in-vehicle condenser 312 (no heat exchange at this time), and then passes through the sixth throttling device 313 and the second end of the four-way valve 33, and then passes through the external heat exchanger 40 for condensation, and then passes through the fourth one-way valve 325 to enter the liquid storage tank 50, and then enters the seventh throttling device 321 for throttling to the third one-way valve 324, and then passes through the in-vehicle heat exchanger 322 for evaporation and cooling. The low-temperature and low-pressure refrigerant gas then passes through the four-way valve 33 back to the second compressor 311, thereby realizing the refrigeration function.

[0123] As another feasible method, the above system can also realize the battery cooling function separately. Specifically, the exhaust gas from the second compressor 311 is discharged to the in-vehicle condenser 312 (no heat exchange at this time), and then passes through the sixth throttling device 313 and the second end of the four-way valve 33, and then passes through the external heat exchanger 40 for condensation, and then passes through the fourth one-way valve 325 to enter the liquid storage tank 50, and then enters the seventh throttling device 321 for throttling to the third one-way valve 324, and then passes through the in-vehicle heat exchanger 322 for evaporation and cooling. The low-temperature and low-pressure refrigerant gas is then throttled to the third one-way valve 324, and then passes through the in-vehicle heat exchanger 322 for evaporation and cooling. It passes through the four-way valve 33 and returns to the second compressor 311. The second compressor 311 exhausts gas to the in-vehicle condenser 312 (no heat exchange at this time), passes through the sixth throttling device 313 and the second end of the four-way valve 33, and then passes through the external heat exchanger 40 to condense and enter the liquid storage tank 50 through the fourth one-way valve 325, and then passes through the first one-way valve 35, and then enters the first throttling device 21 to be throttled to the battery heat exchange module 30 and then passes through the fifth throttling device 34. The refrigerant low-temperature and low-pressure gas passes through the four-way valve 33 and returns to the compressor.

[0124] As another possible implementation, the above system can also realize the refrigeration and battery cooling functions simultaneously. Specifically, the second compressor 311 exhausts to the in-vehicle condenser 312 (no heat exchange at this time) and then passes through the sixth throttling device 313 and the second end of the four-way valve 33, and then passes through the external heat exchanger 40 for condensation and enters the liquid storage tank 50 through the fourth one-way valve 325. At this time, a part passes through the first one-way valve 35, then enters the first throttling device 21 for throttling to the battery direct cooling plate and then passes through the fifth throttling device 34. The refrigerant low-temperature and low-pressure gas passes through the four-way valve 33 to the second compressor 311. Another part enters the seventh throttling device 321 for throttling to the third one-way valve 324 and then passes through the in-vehicle heat exchanger 322 for evaporation and cooling. The refrigerant low-temperature and low-pressure gas passes through the four-way valve 33 and returns to the compressor.

[0125] As another achievable method, the above system can also realize the heat pump dehumidification function. Specifically, the second compressor 311 exhausts air to the in-vehicle condenser 312 to release heat and then passes through the sixth throttling device 313 to throttle and reduce the pressure. The medium-pressure refrigerant passes through the four-way valve 33, and then passes through the outdoor heat exchanger 40 to condense and enter the liquid storage tank 50 through the fourth one-way valve 325, and then enters the seventh throttling device 321 to be throttled to the third one-way valve 324 and then passes through the in-vehicle heat exchanger 322 for refrigeration and dehumidification. The low-temperature and low-pressure refrigerant gas passes through the four-way valve 33 and returns to the second compressor 311.

[0126] As another possible implementation, the above system can also realize the heat pump heating function. Specifically, the second compressor 311 exhausts the gas to the in-vehicle condenser 312 to release heat and then passes through the sixth throttling device 313 to throttle and reduce the pressure. The medium-pressure refrigerant passes through the four-way valve 33 and then enters the in-vehicle heat exchanger 322 to release heat and condense. It passes through the fifth one-way valve 326 to enter the liquid storage tank 50, then enters the seventh throttling device 321 to be throttled to the second one-way valve 323 and then passes through the out-vehicle heat exchanger 40 to absorb heat and evaporate. The low-temperature and low-pressure refrigerant gas passes through the four-way valve 33 and returns to the second compressor 311.

[0127] Compared with the liquid cooling and liquid heating system in this embodiment, the system with the fluorine pump 20 can achieve phase change, greatly improving the cooling or heating efficiency of the system, while reducing the flow of the fluorine pump 20, thereby achieving optimal power consumption, and equipped with the first compression refrigeration mechanism of an ordinary air conditioner, which can realize the basic functions of an ordinary air conditioner while realizing the natural cooling cycle of the vehicle's battery through the fluorine pump 20, thereby improving the heat treatment efficiency.

[0128] In one embodiment, see Fig.13 As shown, the above-mentioned second compression control mechanism also includes: a second solenoid valve 36, a third solenoid valve 37, an eighth throttling device 38 and a waste heat storage module 22, one end of the second solenoid valve 36 is respectively connected to the first throttling device 21 and the battery heat exchange module 30, and the other end of the second solenoid valve 36 is respectively connected to the external heat exchanger 40 and the first end of the four-way valve 33.

[0129] One end of the eighth throttling device 38 is respectively connected to the fluorine pump 20, the first guide valve, and the first throttling device 21, the other end of the eighth throttling device 38 is connected to one end of the waste heat storage module 22, the other end of the waste heat storage module 22 is respectively connected to the fifth throttling device 34 and the third end of the four-way valve 33, one end of the third solenoid valve 37 is connected to the second compressor 311, and the other end of the third solenoid valve 37 is connected to the third end of the four-way valve 33.

[0130] It should be noted that, in actual use, in addition to using the fluorine pump 20 for natural cooling, the above system can also recover the waste heat of the motor electronic control or the engine based on the principle of the heat pipe effect.

[0131] The control module is also used to determine the second difference between the temperature of the waste heat storage module 22 and the temperature of the battery heat exchange module 30 when a battery heating request is received. When the second difference meets the start-up condition of the fluorine pump 20, the fluorine pump 20 is controlled to be turned on, so that the refrigerant in the initial state flowing out of the outlet end of the liquid storage tank 50 is pressurized by the fluorine pump 20, absorbed by the waste heat storage module 22, released by the battery heat exchange module 30, and supercooled by the external heat exchanger 40 to become the refrigerant in the initial state, so as to realize the waste heat recovery process.

[0132] Specifically, taking the temperature of the waste heat storage module 22 as the water inlet temperature of the waste heat storage module 22 and the temperature of the battery heat exchange module 30 as the average temperature of the cold plate of the battery heat exchange module 30 as an example, the battery can send a cooling request to the control module, so that the control module receives the battery cooling request, determines the first difference △T1 between the air inlet temperature of the external heat exchanger 40 and the average temperature of the cold plate of the battery heat exchange module 30, and determines whether the first difference △T1 meets the start-up condition of the fluorine pump 20. When the start-up condition of the fluorine pump 20 is met, the fluorine pump 20 is controlled to be turned on, and the refrigerant in the initial state in the liquid storage tank 50 passes through the fluorine pump After the pressurization treatment is performed at 20, a pressurized refrigerant is obtained, and then the refrigerant is throttled by the first throttling device 21 to obtain a throttled refrigerant, and reaches the battery heat exchange module 30 through the intermediate pipeline. The battery heat exchange module 30 performs heat absorption treatment on the throttled refrigerant to obtain a heat-absorbent refrigerant. The phase state of the refrigerant can be two-phase or gaseous, and the two-phase state includes liquid and gas. The two-phase or gaseous refrigerant leaving the battery heat exchange module 30 enters the external heat exchanger 40 through the four-way valve 33 to cool and condense into an initial state, and then returns to the liquid storage tank 50, thereby completing the natural cooling cycle of the battery.

[0133] As an implementable method, the battery can send a heating request to the control module, so that the control module receives the battery heating request, determines the second difference △T2 between the average temperature of the cold plate of the battery heat exchange module 30 and the inlet water temperature of the waste heat storage module 22, and judges whether the second difference △T2 meets the start-up condition of the fluorine pump 20. When it meets the condition, the fluorine pump 20 is controlled to start, and the refrigerant in the initial state in the liquid storage tank 50 is pressurized by the fluorine pump 20 to obtain the pressurized refrigerant, and then passes through the first throttling device 21 for throttling treatment to obtain the throttled refrigerant, and reaches the waste heat storage module 22 through the intermediate pipeline for evaporation and heat absorption. The two-phase or gaseous refrigerant leaving the waste heat storage module 22 passes through the fifth throttling device 34 and enters the battery heat exchange module 30 for condensation and heat release, and then passes through the second solenoid valve 36, and then enters the external heat exchanger 40 for further supercooling to the initial state, and then returns to the liquid storage tank 50, thereby completing the battery heating cycle.

[0134] As an implementable method, the above system can also realize the refrigeration function independently. Specifically, the exhaust gas from the second compressor 311 is discharged to the in-vehicle condenser 312 (no heat exchange at this time), and then passes through the sixth throttling device 313 and the second end of the four-way valve 33, and then passes through the outdoor heat exchanger 40 to cool and then enter the liquid storage tank 50 through the fourth one-way valve 325, and then enters the seventh throttling device 321 to be throttled to the third one-way valve 324 and then passes through the in-vehicle heat exchanger 322 for evaporation and cooling. The refrigerant low-pressure gas then passes through the four-way valve 33 and returns to the second compressor 311.

[0135] As an implementable method, the above system can also realize the battery cooling function independently. Specifically, the exhaust from the second compressor 311 is discharged to the in-vehicle condenser 312 (no heat exchange at this time), and then passes through the sixth throttling device 313 and the second end of the four-way valve 33, and then passes through the external heat exchanger 40 for condensation, and then passes through the fourth one-way valve 325 to enter the liquid storage tank 50, and then passes through the first one-way valve 35, and then enters the first throttling device 21 for throttling to the battery heat exchange module 30 and then passes through the fifth throttling device 34. The refrigerant low-temperature and low-pressure gas passes through the four-way valve 33 and returns to the second compressor 311.

[0136] As another possible implementation, the above system can also realize the refrigeration and battery cooling functions simultaneously. Specifically, the second compressor 311 exhausts to the in-vehicle condenser 312 (no heat exchange at this time), then passes through the sixth throttling device 313 and the second end of the four-way valve 33, and then passes through the external heat exchanger 40 for condensation and enters the liquid storage tank 50 through the fourth one-way valve 325. At this time, a part passes through the first one-way valve 35, then enters the first throttling device 21 for throttling to the battery heat exchange module 30, and then passes through the fifth throttling device 34. The refrigerant low-temperature and low-pressure gas passes through the four-way valve 33 and returns to the second compressor 311. Another part enters the seventh throttling device 321 for throttling to the third one-way valve 324, and then passes through the in-vehicle heat exchanger 322 for evaporation and cooling. The refrigerant low-temperature and low-pressure gas passes through the four-way valve 33 and returns to the second compressor 311.

[0137] As another achievable method, the above system can also realize the heat pump dehumidification function. Specifically, the second compressor 311 exhausts air to the in-vehicle condenser 312 to release heat and then passes through the sixth throttling device 313 and the second end of the four-way valve 33. The medium-pressure refrigerant passes through the four-way valve 33, and then passes through the external heat exchanger 40 to condense and enter the liquid storage tank 50 through the fourth one-way valve 325, and then enters the seventh throttling device 321 to be throttled to the second one-way valve 323 and then passes through the in-vehicle heat exchanger 322 for refrigeration and dehumidification. The refrigerant low-temperature and low-pressure gas passes through the four-way valve 33 and returns to the second compressor 311.

[0138] As another achievable method, the above system can also realize the heat pump heating function. Specifically, the second compressor 311 exhausts the gas to the in-vehicle condenser 312 to release heat and then passes through the sixth throttling device 313 to reduce the pressure. The medium-pressure refrigerant passes through the four-way valve 33, and then enters the in-vehicle heat exchanger 322 to release heat and condense, passes through the fifth one-way valve 326 to enter the liquid storage tank 50, and then enters the seventh throttling device 321 to be throttled to the second one-way valve 323 and then passes through the outdoor heat exchanger 40 to absorb heat and evaporate. The low-temperature and low-pressure refrigerant gas passes through the four-way valve 33 and returns to the second compressor 311.

[0139] As another possible implementation, the above system can also realize the water source heat pump heating function. Specifically, the second compressor 311 exhausts the gas to the in-vehicle condenser 312 to release heat and then passes through the sixth throttling device 313 to throttle and reduce the pressure. The medium-pressure refrigerant passes through the four-way valve and then enters the in-vehicle heat exchanger 322 to release heat and cool. It enters the liquid storage tank 50 through the fifth one-way valve 326, and then enters the eighth throttling device 38 after passing through the first one-way valve 35 to throttle to the waste heat storage module 22 for heat absorption and evaporation. The low-temperature and low-pressure refrigerant gas passes through the four-way valve 33 and returns to the second compressor 311.

[0140] In this embodiment, a waste heat recovery device is heated on the basis of the original system of the heat pump air conditioner, and the waste heat in the vehicle is effectively utilized by using the heat pipe effect. The fluorine pump provides power to improve the system efficiency. The refrigerant is heated by the waste heat in the vehicle to form a phase change. At the same time, a throttling device is added at the outlet of the fluorine pump to allow the fluorine pump to circulate under more working conditions, thereby realizing phase change heat transfer and adapting to more working conditions. It has a wide range of applications.

[0141] On the other hand, in another embodiment of the present application, a vehicle is provided, which includes the battery thermal management system provided by the above embodiment.

[0142] The vehicle provided in this embodiment includes a battery thermal management system, which includes: a fluorine pump and a battery heat exchange module; the outlet end of the fluorine pump is connected to the inlet end of the battery heat exchange module, the fluorine pump is used to pressurize the refrigerant in the initial state to obtain the pressurized refrigerant, and the battery heat exchange module is used to heat exchange the pressurized refrigerant with the battery cooling. Compared with the prior art, the system in this application does not require the compressor to work, nor does it need to add a corresponding heat exchange device. By directly connecting the outlet end of the fluorine pump to the battery heat exchange module through a pipeline, the fluorine pump works to directly drive the battery heat exchange module to cool it, reducing intermediate heat exchange, thereby greatly improving the cooling efficiency, and only consuming a small amount of power of the fluorine pump to achieve the natural cooling cycle of the battery. It consumes less power, making the energy efficiency higher, not only improving the heat exchange efficiency, but also reducing the cost. At the same time, the system has a simple structure, which further improves the practicality of the system.

[0143] It should be noted that although the operations of the utility model method are described in a specific order in the accompanying drawings, this does not require or imply that these operations must be performed in this specific order, or that all the operations shown must be performed to achieve the desired results. On the contrary, the steps depicted in the flow chart can change the order of execution. Additionally or alternatively, some steps can be omitted, multiple steps can be combined into one step, and / or one step can be decomposed into multiple steps.

[0144] The above description is only a preferred embodiment of the present application and an explanation of the technical principles used. Those skilled in the art should understand that the scope of the utility model involved in the present application is not limited to the technical solution formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the concept of the utility model. For example, the above features are replaced with the technical features with similar functions disclosed in the present application (but not limited to) by each other to form a technical solution.

Claims

1. A battery thermal management system, characterized in that: include: A fluorine pump (20) and a battery heat exchange module (30); the outlet end of the fluorine pump (20) is connected to the inlet end of the battery heat exchange module (30); the fluorine pump (20) is used to pressurize the refrigerant to obtain the pressurized refrigerant; and the battery heat exchange module (30) is used to perform heat exchange between the pressurized refrigerant and the battery cooling.

2. The battery thermal management system according to claim 1, characterized in that: The battery thermal management system further comprises a heat exchange module, the inlet end of the heat exchange module being connected to the outlet end of the battery heat exchange module (30).

3. The battery thermal management system according to claim 2, characterized in that: The heat exchange module is an off-vehicle heat exchanger (40).

4. The battery thermal management system according to claim 3, characterized in that: The heat exchange module comprises a waste heat storage module (22); the waste heat storage module (22) is arranged between the outlet end of the fluorine pump (20) and the inlet end of the battery heat exchange module (30).

5. The battery thermal management system according to claim 1, characterized in that: The battery heat exchange module (30) is provided with a medium channel.

6. The battery thermal management system according to claim 4, characterized in that: The battery thermal management system further comprises a first throttling device (21), wherein the first throttling device (21) is located between the outlet end of the fluorine pump (20) and the inlet end of the battery heat exchange module (30).

7. The battery thermal management system according to claim 6, characterized in that: The battery thermal management system further comprises: a liquid storage tank (50), wherein the liquid storage tank (50) is arranged between the outlet end of the off-vehicle heat exchanger (40) and the inlet end of the fluorine pump (20).

8. The battery thermal management system according to claim 7, characterized in that: The battery thermal management system further comprises a first compression control mechanism, one end of the first compression control mechanism is connected to the liquid storage tank (50), and the other end of the first compression control mechanism is connected to the off-vehicle heat exchanger (40).

9. The battery thermal management system according to claim 8, characterized in that: The first compression control mechanism comprises: a first compressor (23), an in-vehicle evaporator (24), a second throttling device (25), a third throttling device (26) and a fourth throttling device (27); One end of the liquid storage tank (50) is respectively connected to one end of the second throttling device (25) and one end of the third throttling device (26); the other end of the second throttling device (25) is connected to the external heat exchanger (40) via the in-vehicle evaporator (24) and the first compressor (23) in sequence; the other end of the third throttling device (26) is respectively connected to the battery heat exchange module (30) and the first throttling device (21); one end of the fourth throttling device (27) is respectively connected to the battery heat exchange module (30) and the external heat exchanger (40); the other end of the fourth throttling device (27) is respectively connected to the in-vehicle evaporator (24) and the first compressor (23).

10. The battery thermal management system according to claim 7, characterized in that: The battery thermal management system further comprises a second compression control mechanism, one end of the second compression control mechanism is connected to the liquid storage tank (50), and the other end of the second compression control mechanism is connected to the off-vehicle heat exchanger (40).

11. The battery thermal management system according to claim 10, characterized in that: The second compression control mechanism comprises: a first regulating module (31), a second regulating module (32), a four-way valve (33), a fifth throttling device (34) and a first one-way valve (35); The first end of the four-way valve (33) is respectively connected to the battery heat exchange module (30), the second end of the four-way valve (33) is connected to the third end of the four-way valve (33) through the first regulating module (31), the third end of the four-way valve (33) is connected to the battery heat exchange module (30) through the fifth throttling device (34), the fourth end of the four-way valve (33) is connected to the liquid storage tank (50) through the second regulating module (32), the inlet end of the first one-way valve (35) is respectively connected to one end of the liquid storage tank (50) and the second regulating module (32), and the outlet end of the first one-way valve (35) is respectively connected to the fluorine pump (20) and the first throttling device (21).

12. The battery thermal management system according to claim 11, characterized in that: The first regulating module (31) comprises a second compressor (311), an in-vehicle condenser (312), and a sixth throttling device (313); The second end of the four-way valve (33) is connected to the third end of the four-way valve (33) via the sixth throttling device (313), the in-vehicle condenser (312), and the second compressor (311) in sequence; and the fourth end of the four-way valve (33) is connected to one end of the in-vehicle heat exchanger (322).

13. The battery thermal management system according to claim 11, characterized in that: The second regulating module (32) comprises: a seventh throttling device (321), an in-vehicle heat exchanger (322), a second one-way valve (323), a third one-way valve (324), a fourth one-way valve (325), and a fifth one-way valve (326); One end of the liquid storage tank (50) is connected to the inlet end of the second one-way valve (323) and the inlet end of the third one-way valve (324) respectively through the seventh throttling device (321); the outlet end of the second one-way valve (323) is connected to the inlet end of the fourth one-way valve (325); the outlet end of the third one-way valve (324) is connected to the inlet end of the fifth one-way valve (326) and the other end of the off-vehicle heat exchanger (40); and the outlet end of the fourth one-way valve (325) is connected to the outlet end of the fifth one-way valve (326) and one end of the liquid storage tank (50).

14. The battery thermal management system according to claim 12, characterized in that: The second compression control mechanism further comprises: a first solenoid valve (28), one end of the first solenoid valve (28) being respectively connected to the battery heat exchange module (30) and the fifth throttling device (34), and the other end of the first solenoid valve (28) being respectively connected to the off-vehicle heat exchanger (40) and the first end of the four-way valve (33).

15. The battery thermal management system according to claim 14, characterized in that: The second compression control mechanism further comprises: a second solenoid valve (36), a third solenoid valve (37), an eighth throttling device (38) and a waste heat storage module (22); one end of the second solenoid valve (36) is respectively connected to the first throttling device (21) and the battery heat exchange module (30); the other end of the second solenoid valve (36) is respectively connected to the off-vehicle heat exchanger (40) and the first end of the four-way valve (33); One end of the eighth throttling device (38) is respectively connected to the fluorine pump (20), the first one-way valve (35), and the first throttling device (21); the other end of the eighth throttling device (38) is connected to one end of the waste heat storage module (22); the other end of the waste heat storage module (22) is respectively connected to the fifth throttling device (34) and the third end of the four-way valve (33); one end of the third solenoid valve (37) is connected to the second compressor (311); the other end of the third solenoid valve (37) is connected to the third end of the four-way valve (33).

16. The battery thermal management system according to any one of claims 7 to 13 and 15, characterized in that: The battery management system further comprises a detection module and a control module, wherein the control module is electrically connected to the detection module and the fluorine pump (20) respectively; The detection module is used to detect the temperature of the off-board heat exchanger (40) and / or the temperature of the battery heat exchange module (30), and send the temperature to the control module; The control module is used to determine a first difference between the temperature of the off-board heat exchanger (40) and the temperature of the battery heat exchange module (30) when a battery cooling request is received, and to control the fluorine pump (20) to be turned on when the first difference meets a condition for turning on the fluorine pump (20).

17. The battery thermal management system according to claim 16, characterized in that: The detection module is also used to detect the temperature of the waste heat storage module (22) and send it to the control module; The control module is further configured to determine a second difference between the temperature of the waste heat storage module (22) and the temperature of the battery heat exchange module (30) when a battery heating request is received, and control the fluorine pump (20) to be turned on when the second difference meets a condition for turning on the fluorine pump (20).

18. A vehicle, characterized in that: The vehicle comprises a battery thermal management system as claimed in any one of claims 1 to 17.

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