Thermal management system of electric automobile

Abstract

The utility model provides a thermal management system of an electric automobile, which belongs to the technical field of automobile thermal management and comprises a refrigerant loop and a cooling liquid loop, a compressor is arranged on the refrigerant loop, and a passenger compartment heater, a radiator outside the automobile and an inter-loop heat exchanger are sequentially communicated on the refrigerant loop from an inlet of the compressor to an outlet of the compressor. And an electric driver with a locked-rotor function is arranged on the cooling liquid loop. The cooling liquid loop passes through the inter-loop heat exchanger and exchanges heat with the refrigerant loop through the inter-loop heat exchanger. According to the passenger compartment heating system, the electric drive on the cooling liquid loop has the locked-rotor function, and meanwhile, the cooling liquid loop passes through the inter-loop heat exchanger on the refrigerant loop, so that the electric drive can generate heat through locked-rotor and transmit the heat to the passenger compartment heater on the refrigerant loop through the inter-loop heat exchanger and the refrigerant loop, and the passenger compartment is heated. In the heating process of the passenger compartment, the refrigerant loop does not need to directly absorb heat from the air, simplification of the refrigerant loop is facilitated, and the cost of the refrigerant loop is reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile thermal management, in particular to a thermal management system for an electric vehicle. Background Art

[0002] The thermal management effect of the whole vehicle is a key factor affecting the vehicle's cruising range. The thermal management system is an important part of the whole vehicle, especially new energy vehicles. The vehicle's thermal management system is mainly used to regulate the heat circulation in the motor, drive battery electronic control and passenger compartment of new energy vehicles, so that the vehicle drive components such as the motor, the vehicle's drive battery assembly and the passenger compartment have a suitable operating temperature, and reasonably utilize the heat of the whole vehicle to improve the vehicle's cruising range. The existing whole vehicle thermal management system usually includes a refrigerant circuit and a coolant circuit, and the refrigerant in the refrigerant circuit directly exchanges heat with the air in the heat exchanger to absorb the heat of the air to heat the passenger compartment. However, this solution leads to too many valves in the refrigerant circuit, generally requiring 3 expansion valves and 3 stop valves, and also needs to be equipped with an electric heater to meet the additional heating needs of the drive battery and the passenger compartment, resulting in a complex structure of the existing refrigerant circuit and high manufacturing costs. Utility Model Content

[0003] In view of the above-mentioned shortcomings of the prior art, the purpose of the present invention is to provide an electric vehicle thermal management system for solving the problems of the prior art in which the refrigerant in the refrigerant circuit directly exchanges heat with the air in the heat exchanger, resulting in a complex refrigerant circuit structure and high manufacturing costs.

[0004] In order to achieve the above-mentioned purpose and other related purposes, the utility model provides an electric vehicle thermal management system, comprising:

[0005] A refrigerant circuit, wherein a compressor is provided on the refrigerant circuit, and a passenger compartment heater, an external radiator and an inter-circuit heat exchanger are sequentially connected from the inlet of the compressor to the outlet of the compressor on the refrigerant circuit,

[0006] A coolant circuit, wherein an electric drive with a stall function is provided on the coolant circuit,

[0007] The coolant circuit passes through the inter-circuit heat exchanger and exchanges heat with the refrigerant circuit through the inter-circuit heat exchanger.

[0008] Optionally, the coolant circuit includes a valve group and a plurality of passages, and the passages are connected by the valve group so that at least two of the passages are connected to form the coolant circuit.

[0009] The passage includes a first passage, a second passage, a third passage and a fourth passage. The first passage passes through the electric drive, the second passage passes through the drive battery, the third passage passes through the inter-circuit heat exchanger, and the fourth passage passes through an external heat exchanger.

[0010] Optionally, a liquid pump is provided on the first passage and the second passage respectively.

[0011] Optionally, the valve group includes a multi-way valve, and the ports of each of the passages are respectively connected to the valve ports of the multi-way valve.

[0012] Optionally, a first bypass branch is connected in parallel on the refrigerant circuit corresponding to the external radiator, and both ends of the first bypass branch are respectively connected to the inlet of the external radiator and the outlet of the external radiator, and a stop valve is arranged on the first bypass branch. A stop valve and a one-way valve are sequentially arranged on the part of the refrigerant circuit between the two ends of the first bypass branch and passing through the external radiator.

[0013] Optionally, when the electric drive is stalled to heat the passenger compartment and / or drive the battery, the outlet of the first passage is connected to the inlet of the third passage, the outlet of the third passage is connected to the inlet of the second passage, and the outlet of the second passage is connected to the inlet of the first passage.

[0014] Optionally, when the vehicle is running and the electric drive heat heats the passenger compartment, the outlet of the first passage is connected to the inlet of the third passage, and the outlet of the third passage is connected to the inlet of the first passage.

[0015] Optionally, when the vehicle is running and the heat outside the vehicle and the heat from the electric drive heat the passenger compartment, the outlet of the first passage is connected to the inlet of the third passage, the outlet of the third passage is connected to the inlet of the fourth passage, and the outlet of the fourth passage is connected to the inlet of the first passage.

[0016] Optionally, a second bypass branch is connected in parallel on the refrigerant circuit corresponding to the inter-circuit heat exchanger, and both ends of the second bypass branch are respectively connected to the inlet of the inter-circuit heat exchanger and the outlet of the inter-circuit heat exchanger. A throttle valve is provided on the part of the refrigerant circuit between the two ends of the second bypass branch and passing through the inter-circuit heat exchanger before the inter-circuit heat exchanger, and a throttle valve and a passenger compartment cooler are sequentially provided on the second bypass branch along the flow direction of the second bypass branch.

[0017] Optionally, the refrigerant circuit is connected to a liquid storage tank between the external heat radiator and the inter-circuit heat exchanger.

[0018] As described above, the utility model of an electric vehicle thermal management system has the following beneficial effects: since the coolant circuit passes through the electric drive, and the electric drive has a stall function, when the electric drive stalls and generates heat, the coolant circuit can absorb the heat generated by the electric drive. At the same time, the coolant circuit passes through the inter-circuit heat exchanger on the refrigerant circuit, and the heat in the coolant circuit can be transferred to the refrigerant circuit through the inter-circuit heat exchanger, and the passenger compartment is heated by the passenger compartment heater on the refrigerant circuit. During the heating process of the passenger compartment, there is no need for the refrigerant circuit to directly absorb heat from the air, which is conducive to the simplification of the refrigerant circuit and the reduction of the processing cost of the refrigerant circuit. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the structure of the thermal management system in the embodiment of the utility model;

[0020] Figure 2 This is a first connection diagram of the thermal management system in an embodiment of the utility model;

[0021] Figure 3 This is the second connection diagram of the thermal management system in the embodiment of the utility model;

[0022] Figure 4 The third connection diagram of the thermal management system in the embodiment of the utility model;

[0023] Figure 5 This is the fourth connection diagram of the thermal management system in the embodiment of the utility model;

[0024] Figure 6 This is the fifth connection diagram of the thermal management system in the embodiment of the utility model.

[0025] Explanation of the reference numerals in the drawings: compressor 1, passenger compartment heater 2, first on-off valve 3, second on-off valve 4, external radiator 5, one-way valve 6, liquid storage tank 7, first throttle valve 8, second throttle valve 9, inter-circuit heat exchanger 10, passenger compartment refrigerator 11, first bypass branch 12, second bypass branch 13, electric drive 14, drive battery 15, external heat exchanger 16, multi-way valve 17, first valve port I, second valve port II, third valve port III, fourth valve port IV, fifth valve port V, sixth valve port VI, seventh valve port VII. DETAILED DESCRIPTION

[0026] The following is a description of the implementation of the present invention by means of specific embodiments. People familiar with the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.

[0027] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the utility model, so they have no substantial technical significance. Any modification of the structure, change of the proportion relationship or adjustment of the size, without affecting the effects and purposes that can be achieved by the utility model, should still fall within the scope of the technical content disclosed by the utility model. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description, and are not used to limit the scope of the implementation of the utility model. The change or adjustment of their relative relationship should also be regarded as the scope of the implementation of the utility model without substantial change of the technical content.

[0028] See also Figures 1 to 6 , this embodiment provides an electric vehicle thermal management system, including a refrigerant circuit and a coolant circuit. A refrigerant circulates in the refrigerant circuit, and the refrigerant easily absorbs heat and vaporizes, and also easily releases heat and liquefies, so the refrigerant in the refrigerant circuit can transfer heat through evaporation and condensation. A compressor 1 is provided on the refrigerant circuit, and the compressor 1 can drive the refrigerant to circulate in the refrigerant circuit, from the inlet of the compressor 1 to the outlet of the compressor 1, and the passenger compartment heater 2, the vehicle external radiator 5 and the inter-circuit heat exchanger 10 are connected to the refrigerant circuit in sequence. A coolant circulates in the coolant circuit, and an electric drive 14 is provided on the coolant circuit. The coolant passes through the electric drive 14, and the electric drive 14 can be heated, cooled or equalized. The coolant circuit passes through the inter-circuit heat exchanger 10, so the coolant in the coolant circuit can exchange heat with the refrigerant in the refrigerant circuit through the inter-circuit heat exchanger 10.

[0029] In this embodiment, the electric drive 14 has a stall function. The stall of the electric drive 14 is also called motor stall, which means that the motor still outputs power when the speed is reduced or even 0. As the motor speed is reduced, the motor power output is reduced, the current in the motor increases, and the heat generated by the motor increases. Therefore, when there is a heating demand, the thermal management system can actively control the drive motor to reduce the power output, thereby increasing the heat generated by the motor and providing auxiliary heat for the area in need.

[0030] In this embodiment, since the coolant circuit passes through the electric drive 14, and the electric drive 14 has a stall function, when the electric drive 14 stalls and generates heat, the coolant circuit can absorb the heat generated by the electric drive 14. At the same time, the coolant circuit passes through the inter-circuit heat exchanger 10 on the refrigerant circuit, and the heat in the coolant circuit can be transferred to the refrigerant circuit through the inter-circuit heat exchanger 10, and the passenger compartment is heated through the passenger compartment heater 2 on the refrigerant circuit. During the heating process of the passenger compartment, the refrigerant circuit does not need to absorb heat directly from the air, which is conducive to the simplification of the refrigerant circuit and reduces the processing cost of the refrigerant circuit.

[0031] Specifically, Figure 1 As shown, in this embodiment, the coolant circuit includes a valve group and a plurality of passages, and the passages are connected by the valve group so that at least two passages are connected to form a coolant circuit.

[0032] Among them, the passage includes a first passage, a second passage, a third passage and a fourth passage, the first passage passes through the electric drive 14, the second passage passes through the drive battery 15, the third passage passes through the inter-circuit heat exchanger 10, and the fourth passage passes through the external heat exchanger 16. In this embodiment, the external heat exchanger 16 is the water tank of the car. In traditional cars, the water tank is often used for heat dissipation, so it is also called the radiator of the car. In this embodiment, the coolant in the external heat exchanger 16 can exchange heat with the air outside the car through the external heat exchanger 16. When the temperature of the coolant in the external heat exchanger 16 is higher than the temperature of the external environment, the external heat exchanger 16 dissipates heat to the external environment. When the temperature of the coolant in the external heat exchanger 16 is lower than the temperature of the external environment, the external heat exchanger 16 absorbs heat from the external environment.

[0033] In this embodiment, a liquid pump is provided on the first passage and the second passage, respectively. The liquid pump on the first passage is used to drive the coolant in the first passage to flow through the electric drive 14 to exchange heat with the electric drive 14. The liquid pump on the second passage is used to drive the coolant in the second passage to flow through the drive battery 15 to exchange heat with the drive battery 15.

[0034] In this embodiment, the valve group includes a multi-way valve 17, and the ports of each passage are respectively connected to the valve ports of the multi-way valve 17. The multi-way valve 17 integrates multiple valve ports, which can realize the switching of the connection state between multiple passages, which is conducive to simplifying the overall structure of the coolant circuit.

[0035] Specifically, in this embodiment, the multi-way valve 17 is a seven-way valve, and the valve ports of the seven-way valve are respectively the first valve port I, the second valve port II, the third valve port III, the fourth valve port IV, the fifth valve port V, the sixth valve port VI and the seventh valve port VII. The first valve port I is connected to the outlet of the third passage, the second valve port II is connected to the outlet of the second passage, the third valve port III is connected to the inlet of the second passage, the fourth valve port IV is connected to the outlet of the first passage, the fifth valve port V is connected to the inlet of the first passage and the inlet of the fourth passage respectively, the sixth valve port VI is connected to the outlet of the fourth passage, and the seventh valve port VII is connected to the inlet of the third passage.

[0036] like Figure 1As shown, in this embodiment, a first bypass branch 12 is connected in parallel to the refrigerant circuit corresponding to the external radiator 5, and the two ends of the first bypass branch 12 are respectively connected to the inlet of the external radiator 5 and the outlet of the external radiator 5, and a stop valve is provided on the first bypass branch 12. A stop valve and a one-way valve 6 are sequentially provided on the part of the refrigerant circuit between the two ends of the first bypass branch 12 and passing through the external radiator 5, and the one-way valve 6 is used to prevent the refrigerant in the refrigerant circuit from flowing in reverse. The stop valve on the first bypass branch 12 and the stop valve on the refrigerant circuit can be opened or closed to adjust the flow direction of the refrigerant in the refrigerant circuit, so that the refrigerant passes through or does not pass through the external radiator 5.

[0037] In this embodiment, a second bypass branch 13 is connected in parallel to the inter-circuit heat exchanger 10 on the refrigerant circuit, and the two ends of the second bypass branch 13 are respectively connected to the inlet and outlet of the inter-circuit heat exchanger 10. A throttle valve is provided before the inter-circuit heat exchanger 10 on the part of the refrigerant circuit between the two ends of the second bypass branch 13 and passing through the inter-circuit heat exchanger 10. The throttle valve and the passenger compartment refrigerator 11 are sequentially provided on the second bypass branch 13 along the flow direction of the second bypass branch 13. After the refrigerant passes through the throttle valve, the pressure is reduced, and it can evaporate and absorb heat in the passenger compartment refrigerator 11 or the inter-circuit heat exchanger 10 to produce a cooling effect. By controlling the opening degree of the throttle valve, the amount of refrigerant entering the inter-circuit heat exchanger 10 and the passenger compartment refrigerator 11 can be adjusted to achieve the distribution of cooling capacity between the passenger compartment refrigerator 11 and the inter-circuit heat exchanger 10. In this embodiment, the throttle valve adopts an electronic expansion valve, which can adjust the opening degree according to the received control signal, and has the advantages of wide adjustment range and fast adjustment response. In this embodiment, the inter-circuit heat exchanger 10 adopts a plate heat exchanger, which has the advantages of simple structure and high heat exchange efficiency.

[0038] In this embodiment, the refrigerant circuit is connected to a liquid storage tank 7 between the external heat radiator and the inter-circuit heat exchanger 10. The liquid storage tank 7 can be used to store liquid refrigerant for emergency use and to recover excess refrigerant in the system. Since the air-conditioning system requires different amounts of refrigerant at different refrigeration stages, the liquid storage tank 7 ensures that the refrigerant in the system is always in a saturated state, meeting the refrigerant amount requirements at each stage, thereby ensuring the normal operation of the air-conditioning system.

[0039] like Figure 2 As shown, in actual situations, such as in summer when the external ambient temperature is high, the passenger compartment needs to be cooled, and when the vehicle is running, the drive battery 15 and the electric drive 14 need to be actively cooled, the first valve port I of the seven-way valve is connected to the second valve port II, the third valve port III is connected to the seventh valve port VII, and the fourth valve port IV is connected to the sixth valve port VI. The first stop valve 3 is closed, the second stop valve 4 is opened, and the first throttle valve 8 and the second throttle valve 9 are both opened.

[0040] The compressor 1 is working, and the compressed refrigerant flows through the passenger compartment heater 2 and the external radiator 5 in sequence. The passenger compartment heater 2 does not work to avoid raising the temperature inside the vehicle. The refrigerant condenses after dissipating heat to the outside of the vehicle at the external radiator 5. Part of the condensed refrigerant enters the inter-circuit heat exchanger 10 after being reduced in pressure by the first throttle valve 8, and evaporates in the inter-circuit heat exchanger 10 to absorb heat from the coolant circuit. Another part of the condensed refrigerant enters the passenger compartment refrigerator 11 after being reduced in pressure by the second throttle valve 9, and evaporates in the passenger compartment refrigerator 11 to absorb heat from the passenger compartment and reduce the temperature inside the passenger compartment. The refrigerant that has absorbed heat in the inter-circuit heat exchanger 10 and the passenger compartment refrigerator 11 returns to the compressor 1, completing the circulation of the refrigerant.

[0041] The coolant in the second passage flows through the drive battery 15 under the action of the liquid pump on the second passage, absorbs heat and cools the drive battery 15. The coolant after absorbing heat flows into the third passage through the second valve port II and the first valve port I. The coolant flowing into the third passage absorbs heat in the coolant circuit and returns to the liquid pump of the second passage through the seventh valve port VII and the third valve port III, completing the cycle.

[0042] At the same time, the coolant in the first passage flows through the electric drive 14 under the action of the liquid pump on the first passage, absorbs heat and cools the electric drive 14, and the coolant after absorbing heat flows into the fourth passage through the fourth valve port IV and the sixth valve port VI, and the coolant in the fourth passage flows through the off-vehicle heat exchanger 16 and dissipates heat outside the vehicle. Since the fifth valve port V is in a closed state, and the inlet of the first passage and the outlet of the fourth passage are both connected to the fifth valve port V, the coolant after dissipating heat and cooling in the off-vehicle heat exchanger 16 flows into the first passage and returns to the liquid pump of the first passage to complete the cycle.

[0043] like Figure 3 As shown, in actual situations, such as in winter when the external ambient temperature is low, the vehicle is running, the drive battery 15 does not need to be heated, the passenger compartment needs to be heated, and the electric drive 14 is not heated enough, the first valve port I is connected to the fourth valve port IV, the second valve port II is connected to the third valve port III, the sixth valve port VI is connected to the seventh valve port VII, and the fifth valve port V is closed. The first stop valve 3 is opened, the second stop valve 4 is closed, the second stop valve 4 is opened, the first throttle valve 8 is opened, and the second throttle valve 9 is closed.

[0044] The compressor 1 is working, and the compressed refrigerant flows through the passenger compartment heater 2. The passenger compartment heater 2 is working, and the refrigerant condenses after the passenger compartment heater 2 dissipates heat to the passenger compartment to heat the passenger compartment. The condensed refrigerant is depressurized by the first throttle valve 8 and enters the inter-circuit heat exchanger 10. The depressurized refrigerant evaporates in the inter-circuit heat exchanger 10 to absorb heat from the coolant circuit. The refrigerant that has absorbed heat returns to the compressor 1, completing the refrigerant cycle.

[0045] The coolant in the first passage flows through the electric drive 14 under the action of the liquid pump on the first passage, absorbs heat and cools the electric drive 14, and the coolant after absorbing heat flows into the third passage through the fourth valve port IV and the first valve port I. The coolant in the third passage releases heat and cools in the inter-circuit heat exchanger 10, and the cooled coolant flows into the fourth passage through the seventh valve port VII and the sixth valve port VI. The coolant in the fourth passage flows through the external heat exchanger 16, and absorbs heat from the external environment at the external heat exchanger 16. The coolant after absorbing heat flows into the first passage and returns to the liquid pump of the first passage to complete the cycle.

[0046] At the same time, the coolant in the second passage flows through the driving battery 15 under the action of the second passage upper liquid pump, and the coolant flowing through the driving battery 15 returns to the second passage upper liquid pump via the second valve port II and the third valve port III to complete the cycle. When the coolant flows through the driving battery 15, the high temperature part of the driving battery 15 releases heat to the coolant, and the low temperature part of the driving battery 15 absorbs heat to the coolant. The coolant circulates, so that the temperature of each part of the driving battery 15 can be kept balanced, avoiding the local temperature of the driving battery 15 being too high or too low.

[0047] like Figure 4 As shown, in actual situations, such as in winter when the external ambient temperature is low, the vehicle is running, the drive battery 15 does not need to be heated, the passenger compartment needs to be heated, and the electric drive 14 is heated enough, the first valve port I is connected to the fourth valve port IV, the second valve port II is connected to the third valve port III, and the fifth valve port V is connected to the seventh valve port VII. The first stop valve 3 is opened, the second stop valve 4 is closed, the second stop valve 4 is opened, the first throttle valve 8 is opened, and the second throttle valve 9 is closed.

[0048] The compressor 1 is working, and the compressed refrigerant flows through the passenger compartment heater 2. The passenger compartment heater 2 is working, and the refrigerant condenses after the passenger compartment heater 2 dissipates heat to the passenger compartment to heat the passenger compartment. The condensed refrigerant is depressurized by the first throttle valve 8 and enters the inter-circuit heat exchanger 10. The depressurized refrigerant evaporates in the inter-circuit heat exchanger 10 to absorb heat from the coolant circuit. The refrigerant that has absorbed heat returns to the compressor 1, completing the refrigerant cycle.

[0049] The coolant in the first passage flows through the electric drive 14 under the action of the liquid pump on the first passage, absorbs heat and cools the electric drive 14, and the coolant after absorbing heat flows into the third passage through the fourth valve port IV and the first valve port I. The coolant in the third passage releases heat and cools in the inter-circuit heat exchanger 10, and the cooled coolant returns to the liquid pump on the first passage through the seventh valve port VII and the fifth valve port V, completing the cycle.

[0050] At the same time, the coolant in the second passage flows through the driving battery 15 under the action of the second passage upper liquid pump, and the coolant flowing through the driving battery 15 returns to the second passage upper liquid pump via the second valve port II and the third valve port III to complete the cycle. When the coolant flows through the driving battery 15, the high temperature part of the driving battery 15 releases heat to the coolant, and the low temperature part of the driving battery 15 absorbs heat to the coolant. The coolant circulates, so that the temperature of each part of the driving battery 15 can be kept balanced, avoiding the local temperature of the driving battery 15 being too high or too low.

[0051] like Figure 5 As shown, in actual situations, such as in spring and autumn when the external ambient temperature is relatively mild, the vehicle is running, the passenger compartment does not need to be heated or cooled, and the drive battery 15 and the electric drive 14 need to dissipate heat, the first valve port I is connected to the third valve port III, the second valve port II is connected to the sixth valve port VI, the fourth valve port IV is connected to the seventh valve port VII, the fifth valve port V is closed, and the compressor 1 does not work.

[0052] The coolant in the first passage flows through the electric drive 14 under the action of the liquid pump on the first passage, absorbing heat and cooling the electric drive 14. The coolant after absorbing heat flows into the third passage through the fourth valve port IV and the seventh valve port VII. The coolant in the third passage flows into the second passage through the first valve port I and the third valve port III, and flows through the drive battery 15 under the action of the liquid pump on the second passage, absorbing heat and cooling the drive battery 15. The coolant after absorbing heat enters the fourth passage through the second valve port II and the sixth valve port VI. The coolant in the fourth passage flows through the external heat exchanger 16, and dissipates heat to the external environment at the external heat exchanger 16. The coolant after heat dissipation returns to the first passage, completing the circulation of the coolant.

[0053] like Figure 6 As shown, in actual situations, such as in winter when the ambient temperature is extremely low, when the vehicle is started and the electric drive 14 needs to be blocked to heat the passenger compartment and the drive battery 15, or when the heat of the electric drive 14 and the drive battery 15 needs to be recovered during the driving process of the vehicle to heat the passenger compartment, the outlet of the first passage is connected to the inlet of the third passage, the outlet of the third passage is connected to the inlet of the second passage, and the outlet of the second passage is connected to the inlet of the first passage. That is, the first valve port I is connected to the third valve port III, the second valve port II is connected to the fifth valve port V, and the fourth valve port IV is connected to the seventh valve port VII. The first stop valve 3 is opened, the second stop valve 4 is closed, the second stop valve 4 is opened, the first throttle valve 8 is opened, and the second throttle valve 9 is closed.

[0054] Specifically, when the vehicle is started and the electric drive 14 needs to be stalled to heat the passenger compartment and the drive battery 15, the electric drive 14 stalls to generate heat, and the coolant in the first passage flows through the electric drive 14 under the action of the liquid pump on the first passage, absorbing the heat of the electric drive 14. The coolant after absorbing heat flows into the third passage through the fourth valve port IV and the seventh valve port VII, and the coolant in the third passage flows through the inter-circuit heat exchanger 10 and releases heat in the inter-circuit heat exchanger 10. The coolant after releasing heat flows into the second passage through the first valve port I and the third valve port III, and flows through the drive battery 15 under the action of the liquid pump on the second passage to heat the drive battery 15. The coolant after releasing heat returns to the liquid pump of the first passage through the second valve port II and the fifth valve port V, completing the circulation of the coolant.

[0055] At the same time, the compressor 1 works, and the compressed refrigerant flows through the passenger compartment heater 2. The passenger compartment heater 2 works, and the refrigerant condenses after the passenger compartment heater 2 dissipates heat to the passenger compartment to heat the passenger compartment. The condensed refrigerant is depressurized by the first throttle valve 8 and enters the inter-circuit heat exchanger 10. The depressurized refrigerant evaporates in the inter-circuit heat exchanger 10 to absorb heat from the coolant circuit. The refrigerant that has absorbed heat returns to the compressor 1, completing the refrigerant cycle.

[0056] Specifically, when the heat of the electric drive 14 and the drive battery 15 needs to be recovered to heat the passenger compartment during the driving process of the automobile, the coolant in the second passage flows through the drive battery 15 under the action of the liquid pump on the second passage to absorb heat from the drive battery 15. The coolant after absorbing heat flows into the first passage through the second valve port II and the fifth valve port V. The coolant in the first passage flows through the electric drive 14 under the action of the liquid pump on the first passage, and continues to absorb the heat generated by the operation of the electric drive 14. The coolant after absorbing heat again flows into the third passage through the fourth valve port IV and the seventh valve port VII, and the coolant in the third passage flows through the inter-circuit heat exchanger 10 and releases heat in the inter-circuit heat exchanger 10. The coolant after releasing heat returns to the liquid pump of the second passage through the first valve port I and the third valve port III to complete the circulation of the coolant.

[0057] At the same time, the compressor 1 works, and the compressed refrigerant flows through the passenger compartment heater 2. The passenger compartment heater 2 works, and the refrigerant condenses after the passenger compartment heater 2 dissipates heat to the passenger compartment to heat the passenger compartment. The condensed refrigerant enters the inter-circuit heat exchanger 10 after the pressure is reduced by the first throttle valve 8. The reduced-pressure refrigerant evaporates in the inter-circuit heat exchanger 10 to absorb heat from the coolant circuit. The refrigerant after absorbing heat returns to the compressor 1 to complete the circulation of the refrigerant. In summary, in the thermal management system of an electric vehicle in this embodiment, since the coolant circuit passes through the electric drive, and the electric drive has a stall function, when the electric drive stalls and generates heat, the coolant circuit can absorb the heat generated by the electric drive. At the same time, the coolant circuit passes through the inter-circuit heat exchanger on the refrigerant circuit, and the heat in the coolant circuit can be transferred to the refrigerant circuit through the inter-circuit heat exchanger, and the passenger compartment is heated by the passenger compartment heater on the refrigerant circuit. During the heating process of the passenger compartment, there is no need for the refrigerant circuit to directly absorb heat from the air, which is conducive to the simplification of the refrigerant circuit and the reduction of the processing cost of the refrigerant circuit.

[0058] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the technology may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed in the present invention shall still be covered by the claims of the present invention.

Claims

1. A thermal management system for an electric vehicle, characterized in that: include: A refrigerant circuit, wherein a compressor is provided on the refrigerant circuit, and a passenger compartment heater, an external radiator and an inter-circuit heat exchanger are sequentially connected from the inlet of the compressor to the outlet of the compressor on the refrigerant circuit, A coolant circuit, wherein an electric drive with a stall function is provided on the coolant circuit, The coolant circuit passes through the inter-circuit heat exchanger and exchanges heat with the refrigerant circuit through the inter-circuit heat exchanger.

2. The electric vehicle thermal management system according to claim 1, characterized in that: The coolant circuit includes a valve group and a plurality of passages, wherein the passages are connected by the valve group so that at least two of the passages are connected to form the coolant circuit. The passage includes a first passage, a second passage, a third passage and a fourth passage. The first passage passes through the electric drive, the second passage passes through the drive battery, the third passage passes through the inter-circuit heat exchanger, and the fourth passage passes through an external heat exchanger.

3. The electric vehicle thermal management system according to claim 2, characterized in that: Liquid pumps are respectively arranged on the first passage and the second passage.

4. The electric vehicle thermal management system according to claim 2, characterized in that: The valve group includes a multi-way valve, and the ports of each of the passages are respectively connected to the valve ports of the multi-way valve.

5. The electric vehicle thermal management system according to claim 2, characterized in that: A first bypass branch is connected in parallel on the refrigerant circuit corresponding to the external radiator, and both ends of the first bypass branch are respectively connected to the inlet of the external radiator and the outlet of the external radiator. A stop valve is arranged on the first bypass branch, and a stop valve and a one-way valve are arranged in sequence on the part of the refrigerant circuit between the two ends of the first bypass branch and passing through the external radiator.

6. The electric vehicle thermal management system according to claim 2 or 5, characterized in that: When the electric drive is stalled to heat the passenger compartment and / or drive the battery, the outlet of the first passage is connected to the inlet of the third passage, the outlet of the third passage is connected to the inlet of the second passage, and the outlet of the second passage is connected to the inlet of the first passage.

7. The electric vehicle thermal management system according to claim 2, characterized in that: When the vehicle is running and the electric drive heat heats the passenger compartment, the outlet of the first passage is connected to the inlet of the third passage, and the outlet of the third passage is connected to the inlet of the first passage.

8. The electric vehicle thermal management system according to claim 2, characterized in that: When the vehicle is running and the heat outside the vehicle and the heat from the electric drive heat the passenger compartment, the outlet of the first passage is connected to the inlet of the third passage, the outlet of the third passage is connected to the inlet of the fourth passage, and the outlet of the fourth passage is connected to the inlet of the first passage.

9. The electric vehicle thermal management system according to claim 2, characterized in that: A second bypass branch is connected in parallel on the refrigerant circuit corresponding to the inter-circuit heat exchanger, and both ends of the second bypass branch are respectively connected to the inlet of the inter-circuit heat exchanger and the outlet of the inter-circuit heat exchanger. A throttle valve is provided before the inter-circuit heat exchanger on the part of the refrigerant circuit between the two ends of the second bypass branch and passing through the inter-circuit heat exchanger, and a throttle valve and a passenger compartment cooler are sequentially provided on the second bypass branch along the flow direction of the second bypass branch.

10. The electric vehicle thermal management system according to claim 1, characterized in that: The refrigerant circuit is connected with a liquid storage tank between the external radiator and the inter-circuit heat exchanger.

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