CN112455187A

CN112455187A - Thermal management system applied to electric automobile and electric automobile

Info

Publication number: CN112455187A
Application number: CN202011462153.XA
Authority: CN
Inventors: 贝斯特; 耿杰
Original assignee: AVL List Technical Center Shanghai Co Ltd
Current assignee: AVL List Technical Center Shanghai Co Ltd
Priority date: 2020-12-08
Filing date: 2020-12-08
Publication date: 2021-03-09

Abstract

The invention provides a thermal management system applied to an electric automobile and the electric automobile, wherein the thermal management system comprises: a refrigerant circuit, a battery circuit and a motor circuit; the refrigerant loop comprises an internal condenser, the battery loop comprises a power battery, the refrigerant loop and the battery loop are connected through a battery cooler, and the battery loop is connected with the motor loop through a first electronic three-way valve; the internal condenser is used for carrying out heat exchange treatment on the refrigerant of the refrigerant loop and air in the passenger cabin so as to heat the passenger cabin; the battery cooler is used for performing heat exchange treatment on the refrigerant in the refrigerant loop and the cooling liquid of the battery loop so as to manage heat in the thermal management system. The heat management system provided by the application can be suitable for various environmental temperatures, the problem that the existing heat management system cannot meet the requirements of practical application is solved, the energy utilization rate is improved, and therefore the user experience degree is improved.

Description

Thermal management system applied to electric automobile and electric automobile

Technical Field

The invention relates to the technical field of thermal management, in particular to a thermal management system applied to an electric automobile and the electric automobile.

Background

For electric vehicles, in addition to providing the necessary cooling and heating to the passenger compartment to provide a user with greater comfort, thermal management of the battery and electric drive system is also required to ensure that the battery and electric drive system operate within an optimal efficiency range. Therefore, the efficient heat management system can effectively reduce the energy consumption of the whole vehicle, improve the endurance mileage and prolong the service life of parts.

For a pure electric vehicle, the temperature is lower in winter, and the attenuation of the endurance mileage is a serious challenge, and because of no engine waste heat, in order to meet the requirement of heating in winter, a heater is added in the traditional solution, the heater directly converts electric energy into heat energy, but the energy conversion efficiency is lower, so that the endurance mileage of the electric vehicle is greatly reduced. With the development Of electric automobile technology, more and more automobile manufacturers begin to adopt air source heat pumps to meet the requirement Of heating in winter, under the condition that the ambient temperature is not very low, the air source heat pumps can really realize COP (Coefficient Of Performance) > 1, but the traditional air source heat pump system also has the problems that the system cannot normally work at extremely low temperature (such as lower than-10 ℃) and the system arrangement is too complex, and the like, so that the heat management system in the existing method cannot well meet the actual requirement, and inconvenience is brought to the life Of people.

Disclosure of Invention

In view of the above, the present invention provides a thermal management system for an electric vehicle and an electric vehicle, so as to alleviate the above problems, and the thermal management system is suitable for various environmental temperatures, and improves energy utilization rate, thereby improving user experience.

In a first aspect, an embodiment of the present invention provides a thermal management system applied to an electric vehicle, where the thermal management system includes: a refrigerant circuit, a battery circuit and a motor circuit; wherein the refrigerant circuit comprises an internal condenser 2; the battery circuit comprises a power battery 21; the refrigerant circuit and the battery circuit are connected through the battery cooler 10, and the battery circuit is connected with the motor circuit through the first electronic three-way valve 22; the internal condenser 2 is used for carrying out heat exchange treatment on the refrigerant of the refrigerant loop and air in the passenger cabin so as to heat the passenger cabin; and the battery cooler 10 is used for performing heat exchange treatment on the refrigerant in the refrigerant loop and the cooling liquid of the battery loop so as to manage the heat in the thermal management system.

In combination with the first aspect, the present invention provides a first possible implementation manner of the first aspect, wherein the battery cooler 10 includes a refrigerant-side heat exchanger 101 and a coolant-side heat exchanger 102; the refrigerant circuit further includes: the system comprises an air-conditioning compressor 1, an external heat exchanger 5, an internal evaporator 8, a gas-liquid separator 11, a first two-way electromagnetic valve 3, a first electronic expansion valve 4, a first stop valve 6, a second electronic expansion valve 7, a third electronic expansion valve 9, a second two-way electromagnetic valve 12 and a third two-way electromagnetic valve 13; the air-conditioning compressor 1, the internal condenser 2, the first two-way solenoid valve 3, the first electronic expansion valve 4, the external heat exchanger 5, the third two-way solenoid valve 13 and the gas-liquid separator 11 are sequentially connected, the gas-liquid separator 11 is further respectively connected with the air-conditioning compressor 1, the internal evaporator 8 and the refrigerant side heat exchanger 101, the third electronic expansion valve 9, the first stop valve 6 and the third two-way solenoid valve 13 are sequentially connected, the internal evaporator 8, the second electronic expansion valve 7 and the second two-way solenoid valve 12 are sequentially connected, the second two-way solenoid valve 12 is further connected with the first two-way solenoid valve 3, and the first two-way solenoid valve 3 is further connected with the air-conditioning compressor 1.

With reference to the first possible implementation manner of the first aspect, an embodiment of the present invention provides a second possible implementation manner of the first aspect, where the battery circuit further includes: a second cut-off valve 23, a high-pressure heater 24, a first electronic water pump 25, a second electronic three-way valve 26 and a second electronic water pump 27; the power battery 21 is connected with the first port 221 of the first electronic three-way valve 22, the second port 222 of the first electronic three-way valve 22 is connected with the motor loop, the third port 223 of the first electronic three-way valve 22 is respectively connected with the second port 262 of the second electronic three-way valve 26, the second stop valve 23 and the coolant-side heat exchanger 102, the second stop valve 23, the high-pressure heater 24 and the first electronic water pump 25 are sequentially connected, the coolant-side heat exchanger 102 and the first electronic water pump 25 are also connected with the third port 263 of the second electronic three-way valve 26, and the first port 261 of the second electronic three-way valve 26 is connected with the power battery 21 through the second electronic water pump 27.

With reference to the second possible implementation manner of the first aspect, an embodiment of the present invention provides a third possible implementation manner of the first aspect, where the battery circuit is further connected to a motor circuit through a normally open branch a-B and a first electronic three-way valve 22; the motor circuit includes: the direct current converter DCDC31, the motor controller 32, the motor 33, the motor radiator 34, the third electronic three-way valve 35 and the third electronic water pump 36; the first port 351 of the third electronic three-way valve 35 is connected to the third electronic water pump 36, the third electronic water pump 36 is further connected to the second port 222 of the first electronic three-way valve 22 and the DCDC31, the DCDC31, the motor controller 32, the motor 33 and the motor radiator 34 are sequentially connected, the motor 33 is further connected to the second port 352 of the third electronic three-way valve 35, and the motor radiator 34 is further connected to the third port 353 of the third electronic three-way valve 35.

With reference to the third possible implementation manner of the first aspect, the present invention provides a fourth possible implementation manner of the first aspect, in the passenger compartment rapid heating mode, the valves of the first electronic expansion valve 4, the first shutoff valve 6, and the third electronic expansion valve 9 are all in a closed state, the first port 221 of the first electronic three-way valve 22 and the third port 223 of the first electronic three-way valve 22 are connected, the first port 261 of the second electronic three-way valve 26 and the third port 263 of the second electronic three-way valve 26 are connected, the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are connected, and the valves of the first two-way electromagnetic valve 3, the second two-way electromagnetic valve 12, the second electronic expansion valve 7, the third two-way electromagnetic valve 13 and the second stop valve 23 are all in an open state, and the normally open branch A-B is in an open state.

With reference to the third possible implementation manner of the first aspect, an embodiment of the present invention provides a fifth possible implementation manner of the first aspect, where in the defrosting mode, valves of the first two-way electromagnetic valve 3, the first electronic expansion valve 4, and the third two-way electromagnetic valve 13 are all in a closed state, and the normally-open branch a-B is in a closed state; the first port 221 of the first electronic three-way valve 22 and the second port 222 of the first electronic three-way valve 22 are communicated, the first port 261 of the second electronic three-way valve 26 and the port 262 of the second electronic three-way valve 26 are communicated, the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are communicated, and the valves of the second two-way solenoid valve 12, the second electronic expansion valve 7, the first shutoff valve 6, the third electronic expansion valve 9, and the second shutoff valve 23 are all in an open state.

With reference to the third possible implementation manner of the first aspect, an embodiment of the present invention provides a sixth possible implementation manner of the first aspect, where in a defrosting + heating mode, valves of the first electronic expansion valve 4, the first stop valve 6, and the third electronic expansion valve 9 are all in a closed state, and the normally-open branch a-B is in a closed state; the first port 221 of the first electronic three-way valve 22 and the second port 222 of the first electronic three-way valve 22 are communicated, the first port 261 of the second electronic three-way valve 26 and the third port 263 of the second electronic three-way valve 26 are communicated, and the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are communicated; and the valves of the first two-way electromagnetic valve 3, the second two-way electromagnetic valve 12, the second electronic expansion valve 7 and the second stop valve 23 are all in an open state.

With reference to the third possible implementation manner of the first aspect, an embodiment of the present invention provides a seventh possible implementation manner of the first aspect, where in the fast charging mode, valves of the first two-way electromagnetic valve 3, the first electronic expansion valve 4, the first stop valve 6, and the third electronic expansion valve 9 are all in a closed state, and the normally-open branch a-B is in a closed state; the first port 221 of the first electronic three-way valve 22 and the second port 222 of the first electronic three-way valve 22 are communicated, the first port 261 of the second electronic three-way valve 26 and the third port 263 of the second electronic three-way valve 26 are communicated, and the first port 351 of the third electronic three-way valve 35 and the third port 353 of the third electronic three-way valve 35 are communicated; and the valves of the second two-way electromagnetic valve 12, the second electronic expansion valve 7, the third two-way electromagnetic valve 13 and the second stop valve 23 are all in an open state.

With reference to the third possible implementation manner of the first aspect, the embodiment of the present invention provides an eighth possible implementation manner of the first aspect, wherein in the heating and dehumidifying mode, the valves of the second two-way electromagnetic valve 12 and the second electronic expansion valve 7 are both in a closed state; the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are connected, the valves of the first two-way solenoid valve 3, the first electronic expansion valve 4, the first stop valve 6, the third two-way solenoid valve 13, the third electronic expansion valve 9, the second stop valve 23, the first electronic three-way valve 22 and the second electronic three-way valve 26 are all in an open state, and the normally open branch a-B is in an open state.

In a second aspect, embodiments of the present invention further provide an electric vehicle, where the electric vehicle is configured with the thermal management system applied to the electric vehicle of the first aspect, and further includes a passenger cabin; the heat management system is applied to the electric automobile and used for heating or refrigerating the passenger compartment.

The embodiment of the invention has the following beneficial effects:

the embodiment of the invention provides a heat management system applied to an electric automobile and the electric automobile, wherein a refrigerant of a refrigerant loop and air in a passenger cabin are subjected to heat exchange treatment through an internal condenser so as to heat or refrigerate the passenger cabin, the refrigerant loop and a battery loop are subjected to heat exchange through a battery cooler, and the battery loop and a motor loop are subjected to heat flow through a first electronic three-way valve, so that the heat among the three loops can be fully utilized, the heat management system can be suitable for various environmental temperatures, the problem that the existing heat management system cannot meet the requirements of practical application is solved, the energy utilization rate is improved, and the user experience degree is improved.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and drawings.

In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.

FIG. 1 is a schematic diagram of one form of a thermal management system provided by an embodiment of the present invention;

FIG. 2 is a schematic diagram illustrating power comparison between an air source heat pump and an electric heater according to an embodiment of the present invention;

fig. 3 is a schematic diagram of a thermal management system applied to an electric vehicle according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of another thermal management system for an electric vehicle according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of another thermal management system for an electric vehicle according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of another thermal management system for an electric vehicle according to an embodiment of the present invention;

FIG. 7 is a schematic diagram of another thermal management system for an electric vehicle according to an embodiment of the present invention;

FIG. 8 is a schematic diagram of another thermal management system for an electric vehicle according to an embodiment of the present invention;

FIG. 9 is a schematic diagram of another thermal management system for an electric vehicle according to an embodiment of the present invention;

FIG. 10 is a schematic diagram of another thermal management system for an electric vehicle according to an embodiment of the present invention;

FIG. 11 is a schematic diagram of another thermal management system for an electric vehicle according to an embodiment of the present invention;

FIG. 12 is a schematic diagram of another thermal management system for an electric vehicle according to an embodiment of the present invention;

fig. 13 is a schematic view of another thermal management system applied to an electric vehicle according to an embodiment of the present invention.

Detailed Description

To make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

At present, the thermal management system of the electric vehicle mainly has several forms as shown in fig. 1, wherein a PTC (Positive Temperature Coefficient) heating system directly converts electric energy into heat energy, the energy conversion efficiency is low, and the cruising mileage of the electric vehicle is greatly reduced in winter; the existing vehicle heat pump system is mostly a single-stage compressed air source heat pump, has better energy efficiency ratio COP (coefficient of performance) compared with a heater system under the condition that the ambient temperature is not too low, but is difficult to exchange heat by an outdoor heat exchanger when the ambient temperature is extremely low. In order to ensure heat exchange, the outdoor heat exchanger needs lower evaporation temperature and evaporation pressure, the frosting of the outdoor heat exchanger is more serious due to the low evaporation temperature, and the ventilation and heat exchange area during frosting is reduced, so that the heat exchange is more deteriorated; and, low evaporation pressure will lead to the compression ratio of the compressor to increase, thus lead to the compressor discharge pressure to exceed the safe range, therefore, the existing vehicular heat pump system, generally below-5 duC, the heat control capacity attenuation is aggravated, generally need the heater to assist and heat; and below-10 ℃, the air source heat pump system generally cannot work normally. As shown in fig. 2, the vertical axis represents power, and the horizontal axis represents ambient temperature, where a curve 1 represents an efficiency curve of the air source heat pump, and a curve 2 represents an efficiency curve of the electric heater, it can be seen that the air source heat pump has a good energy efficiency ratio between ambient temperature-5 ℃ and 10 ℃, but efficiency is rapidly reduced below-10 ℃, and there is no obvious advantage compared with the electric heater, so that the requirement of practical application cannot be met, and inconvenience is brought to users.

Aiming at the problem that the existing heat management system cannot meet the actual application requirements, the embodiment of the invention provides the heat management system applied to the electric automobile and the electric automobile, so that the problems are alleviated, the heat management system is suitable for various environmental temperatures, the energy utilization rate is improved, and the user experience is improved.

To facilitate understanding of the present embodiment, first, a detailed description is given of a thermal management system applied to an electric vehicle according to an embodiment of the present invention.

The first embodiment is as follows:

an embodiment of the present invention provides a thermal management system applied to an electric vehicle, and as shown in fig. 3, the thermal management system includes: a refrigerant circuit S1, a battery circuit S2, and a motor circuit S3; wherein the refrigerant circuit S1 includes an interior condenser 2; the battery circuit S2 includes the power battery 21; the refrigerant circuit S1 and the battery circuit S2 are connected by the battery cooler 10, and optionally, the refrigerant circuit S1 and the battery circuit S2 are disposed inside the motor circuit S3, and the battery circuit S2 is connected with the motor circuit S3 by the first electronic three-way valve 22, so that the battery circuit S2 and the motor circuit S3 are communicated or independent by the first electronic three-way valve 22, which can be set according to actual conditions.

The internal condenser 2 is used for performing heat exchange treatment on the refrigerant of the refrigerant loop and air in the passenger cabin so as to heat the passenger cabin; the battery cooler 10 is configured to perform heat exchange processing on the refrigerant in the refrigerant circuit and the cooling liquid in the battery circuit to cool the battery of the electric vehicle, so as to manage heat in the thermal management system. Specifically, a warm air core body used for heating in a conventional thermal management system is omitted, the heating requirement is met only through the internal condenser 2, at the moment, the refrigerant in the refrigerant loop and the cooling liquid in the battery loop perform heat exchange treatment through the battery cooler, and therefore a heat exchange medium can be provided for a heat pump in the thermal management system by using an air source, a battery source or a mixed heat source, the heat management system is suitable for various environmental temperatures, and the energy utilization rate is improved.

According to the heat management system applied to the electric automobile, provided by the embodiment of the invention, the refrigerant of the refrigerant loop and the air in the passenger cabin are subjected to heat exchange treatment through the internal condenser so as to heat or refrigerate the passenger cabin, the refrigerant loop and the battery loop are subjected to heat exchange through the battery cooler, and the battery loop and the motor loop are subjected to heat flow through the first electronic three-way valve, so that the heat among the three loops can be fully utilized, the heat management system can be suitable for various environmental temperatures, the problem that the existing heat management system cannot meet the requirements of practical application is solved, the energy utilization rate is improved, and the user experience degree is improved.

Specifically, as shown in fig. 4, the above-described battery cooler 10 includes a refrigerant-side heat exchanger 101 and a coolant-side heat exchanger 102; the refrigerant circuit further includes: the system comprises an air-conditioning compressor 1, an external heat exchanger 5, an internal evaporator 8, a gas-liquid separator 11, a first two-way electromagnetic valve 3, a first electronic expansion valve 4, a first stop valve 6, a second electronic expansion valve 7, a third electronic expansion valve 9, a second two-way electromagnetic valve 12 and a third two-way electromagnetic valve 13; the air-conditioning compressor 1, the internal condenser 2, the first two-way solenoid valve 3, the first electronic expansion valve 4, the external heat exchanger 5, the third two-way solenoid valve 13 and the gas-liquid separator 11 are sequentially connected, the gas-liquid separator 11 is further respectively connected with the air-conditioning compressor 1, the internal evaporator 8 and the refrigerant side heat exchanger 101, the third electronic expansion valve 9, the first stop valve 6 and the third two-way solenoid valve 13 are sequentially connected, the internal evaporator 8, the second electronic expansion valve 7 and the second two-way solenoid valve 12 are sequentially connected, the second two-way solenoid valve 12 is further connected with the first two-way solenoid valve 3, and the first two-way solenoid valve 3 is further connected with the air-conditioning compressor 1.

And, the battery circuit further includes: a second cut-off valve 23, a high-pressure heater 24, a first electronic water pump 25, a second electronic three-way valve 26 and a second electronic water pump 27; the power battery 21 is connected with the first port 221 of the first electronic three-way valve 22, the second port 222 of the first electronic three-way valve 22 is connected with the motor loop, the third port 223 of the first electronic three-way valve 22 is respectively connected with the second port 262 of the second electronic three-way valve 26, the second stop valve 23 and the coolant-side heat exchanger 102, the second stop valve 23, the high-pressure heater 24 and the first electronic water pump 25 are sequentially connected, the coolant-side heat exchanger 102 and the first electronic water pump 25 are also connected with the third port 263 of the second electronic three-way valve 26, and the first port 261 of the second electronic three-way valve 26 is connected with the power battery 21 through the second electronic water pump 27.

In addition, the battery loop is also connected with the motor loop through a normally open branch A-B and a first electronic three-way valve 22; therefore, the series connection and the parallel connection of the battery loop and the motor loop can be realized through the normally open branch A-B and the first electronic three-way valve 22. Wherein, the motor circuit includes: a DCDC (Direct Current converter) 31, a motor controller 32, a motor 33, a motor radiator 34, a third electronic three-way valve 35, and a third electronic water pump 36; the first port 351 of the third electronic three-way valve 35 is connected to the third electronic water pump 36, the third electronic water pump 36 is further connected to the second port 222 of the first electronic three-way valve 22 and the DCDC31, the DCDC31, the motor controller 32, the motor 33 and the motor radiator 34 are sequentially connected, the motor 33 is further connected to the second port 352 of the third electronic three-way valve 35, and the motor radiator 34 is further connected to the third port 353 of the third electronic three-way valve 35.

It should be noted that, as shown in fig. 5, the thermal management system further includes an air conditioner host, an air blower and a low-voltage PTC in the refrigerant circuit, so that energy management of the thermal management system is realized through mutual cooperation of the refrigerant circuit, the battery circuit, the motor circuit, the air conditioner host, the air blower and the low-voltage PTC, so that the thermal management system is suitable for more environmental temperatures, the application temperature range of the thermal management system is increased, various requirements of users are met, and the user experience is improved.

In one of the possible embodiments, in the passenger compartment rapid warming mode, and in the case where the battery temperature is not too low, as shown in fig. 6, the valves of the first electronic expansion valve 4, the first cut-off valve 6, and the third electronic expansion valve 9 are all in the closed state, so that the first electronic expansion valve 4, the first cut-off valve 6, and the third electronic expansion valve 9 are in the on state, i.e., in the operating state, the first port 221 of the first electronic three-way valve 22 and the third port 223 of the first electronic three-way valve 22 are connected, the first port 261 of the second electronic three-way valve 26 and the third port 263 of the second electronic three-way valve 26 are connected, the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are connected, and the valves of the first two-way solenoid valve 3, the second two-way solenoid valve 12, the second electronic expansion valve 7, the third two-way solenoid valve 13, and the second cut-, the normally open branches A-B are all in an open state, namely in an out-of-operation state.

At this time, for the refrigerant circuit: after being compressed by the air conditioner compressor 1, the refrigerant enters the internal condenser 2, so that the internal condenser 2 heats the passenger compartment according to the refrigerant, and the refrigerant output by the internal condenser 2 flows into the external heat exchanger 5 through the first electronic expansion valve 4, so that the external heat exchanger 5 performs heat absorption according to the external environment, and the refrigerant after the heat absorption is input to the refrigerant side heat exchanger 101 through the first stop valve 6 and the third electronic expansion valve 9, so that the refrigerant side heat exchanger 101 performs heat exchange according to the refrigerant and the cooling liquid in the cooling liquid side heat exchanger 102, and the refrigerant after the heat exchange is returned to the air conditioner compressor 1 through the gas-liquid separator 11, thereby completing the passenger compartment heating cycle of the refrigerant circuit.

For the battery circuit: since the first port 221 of the first electronic three-way valve 22 is connected with the third port 223 of the first electronic three-way valve 22, the battery circuit and the motor circuit are independent from each other, the coolant from the power battery 21 flows into the coolant-side heat exchanger 102 after passing through the first electronic three-way valve 22, exchanges heat with the refrigerant in the refrigerant-side heat exchanger 101, and returns to the power battery 21 through the third port 263 of the second electronic three-way valve 26, the first port 261 of the second electronic three-way valve 26 and the second electronic water pump 27, thereby realizing circulation of the coolant in the battery circuit.

And, for the motor circuit: the coolant respectively flows through the DCDC31, the motor controller 32, and the motor 33 and reaches the third electronic three-way valve 35, and since the first port 351 of the third electronic three-way valve 35 is connected to the second port 352 of the third electronic three-way valve 35, the coolant returns to the DCDC31 again after passing through the third electronic water pump 36, thereby realizing circulation of the coolant in the motor circuit.

In addition, under the quick heating mode in passenger cabin, if outside environment temperature is extremely low, passenger cabin and battery all need to heat this moment, and heat pump system has been unable from the external heat absorption promptly, then adopts high pressure feed water heater to carry out the boosting. Specifically, as shown in fig. 7, the valves of the second two-way solenoid valve 12 and the third electronic expansion valve 9 are both in a closed state, the second two-way solenoid valve 12 and the third electronic expansion valve 9 are in an open state, that is, in an operating state, the first port 221 of the first electronic three-way valve 22 and the third port 223 of the first electronic three-way valve 22 are connected, the first port 261 of the second electronic three-way valve 26, the second port 262 of the second electronic three-way valve 26, and the third port 263 of the second electronic three-way valve 26 are connected, the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are connected, and the valves of the first electronic expansion valve 4, the first shutoff valve 6, the first two-way solenoid valve 3, and the third two-way solenoid valve 13 are all in an open state, and the normally open branches a-B are all in an open state, that is.

At this time, the refrigerant circuit is operated in a heat pump mode, that is, after the refrigerant is compressed by the air-conditioning compressor 1, the refrigerant enters the internal condenser 2, so that the internal condenser 2 performs a heat exchange process with the air in the passenger compartment according to the refrigerant to heat the passenger compartment, and the refrigerant output from the internal condenser 2 passes through the second two-way solenoid valve 12 and the third electronic expansion valve 9 to reach the refrigerant-side heat exchanger 101, so that the refrigerant-side heat exchanger 101 performs a heat exchange process according to the refrigerant and the coolant in the coolant-side heat exchanger 102, and the refrigerant after the heat exchange process returns to the air-conditioning compressor 1 through the gas-liquid separator 11, thereby completing a passenger compartment heating cycle of the refrigerant circuit.

For the battery circuit: because the first port 221 of the first electronic three-way valve 22 is communicated with the third port 223 of the first electronic three-way valve 22, the battery loop and the motor loop are independent, the power battery 21 and the high-pressure heater 24 are connected in parallel, at this time, the cooling liquid from the power battery 21 passes through the first electronic three-way valve 22 and is divided into two paths, one path flows into the second port 262 of the second electronic three-way valve 26 and returns to the power battery 21 through the second electronic water pump 27, the other path is merged with the cooling liquid from the high-pressure heater 24 and flows into the cooling liquid side heat exchanger 102 to perform heat exchange treatment with the refrigerant in the refrigerant side heat exchanger 101, one part of the cooling liquid after heat exchange treatment returns to the high-pressure heater 24 through the first electronic water pump 25, and the other part returns to the power battery 21 through the third port 263 of the second electronic three-way valve 26, the first port 261 of the second electronic three-way valve 26 and the second electronic water pump 27, and circulation of cooling liquid in the battery loop is realized. It should be noted that, since the power of the second electronic water pump 27 is greater than the power of the first electronic water pump 25, the flow direction of the coolant is generated, and the specific flow rate of the coolant can be adjusted among the branches according to the opening degree of the second electronic three-way valve 26, which is not limited herein in the embodiments of the present invention.

For the motor circuit: the coolant flows into the third electronic three-way valve 35 through the DCDC31, the motor controller 32, and the motor 33, and the coolant returns to the DCDC31 through the third electronic water pump 36 because the first port 351 of the third electronic three-way valve 35 is connected to the second port 352 of the third electronic three-way valve 35, thereby realizing circulation of the coolant in the motor circuit.

In conclusion, when the passenger cabin needs to be heated quickly, the hybrid source heat pump is used, namely, the air source and the battery source are used for heating the passenger cabin at the same time, so that the purpose of quick heating is achieved, at the moment, the energy efficiency ratio COP is far greater than 1, and the energy utilization rate is improved. And, under the extremely low temperature, can also heat passenger's cabin and battery at the same time through three heat sources of air source, battery source and high-pressure heater, thus can make the thermal management system suitable for the larger temperature interval, such as below-20 duC, etc.; in this case, besides the high-pressure heater, a low-pressure PTC, a compressor, and the like may be used as the heater, and the embodiment of the present invention is not limited to the description.

In another possible embodiment, after a certain period of time of operation of the heat pump system, frost formation will occur in the external heat exchanger 5, which then needs to be operated in a defrosting mode. Specifically, in the defrosting mode, which is also called a triangular defrosting mode, as shown in fig. 8, valves of the first two-way solenoid valve 3, the first electronic expansion valve 4 and the third two-way solenoid valve 13 are all in a closed state, the first two-way solenoid valve 3, the first electronic expansion valve 4 and the third two-way solenoid valve 13 are in an on state, and the normally-open branch a-B is in a closed state, that is, all in a working state; the first port 221 of the first electronic three-way valve 22 and the second port 222 of the first electronic three-way valve 22 are communicated, the first port 261 of the second electronic three-way valve 26 and the second port 262 of the second electronic three-way valve 26 are communicated, the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are communicated, and the valves of the second two-way solenoid valve 12, the second electronic expansion valve 7, the first stop valve 6, the third electronic expansion valve 9 and the second stop valve 23 are all in an open state, that is, all in an inoperative state.

At this time, for the refrigerant circuit operating in the defrosting mode: after being compressed by the air conditioner compressor 1, the refrigerant flows into the external heat exchanger 5 through the first two-way solenoid valve 3 and the first electronic expansion valve 4 to defrost the external heat exchanger 5, and at this time, the refrigerant output from the external heat exchanger 5 returns to the air conditioner compressor 1 through the third two-way solenoid valve 13 and the gas-liquid separator 11.

Since the first port 221 of the first electronic three-way valve 22 and the second port 222 of the first electronic three-way valve 22 are communicated, the battery circuit and the motor circuit are connected in series. At this time, the coolant from the power battery 21 passes through the first electronic three-way valve 22, then flows through the DCDC31, the motor controller 32, and the motor 33, and then reaches the third electronic three-way valve 35, and since the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are connected, the coolant returns to the power battery 21 through the third electronic water pump 36, the normally open branch a-B, the second port 262 of the second electronic three-way valve 26, the first port 261 of the second electronic three-way valve 26, and the second electronic water pump 27, thereby realizing circulation of the coolant in the battery circuit and the motor circuit.

In another possible embodiment, when defrosting is performed and the passenger compartment has a heating demand, i.e. in the defrosting + heating mode, as shown in fig. 9, the valves of the first electronic expansion valve 4, the first stop valve 6 and the third electronic expansion valve 9 are all in a closed state, the first electronic expansion valve 4, the first stop valve 6 and the third electronic expansion valve 9 are in an on state, and the normally-open branches a-B are in a closed state, i.e. all in an operating state; the first port 221 of the first electronic three-way valve 22 is communicated with the second port 222 of the first electronic three-way valve 22, the first port 261 of the second electronic three-way valve 26 is communicated with the third port 263 of the second electronic three-way valve 26, and the first port 351 and the second port 352 of the third electronic three-way valve 35 are communicated; and the valves of the first two-way electromagnetic valve 3, the second two-way electromagnetic valve 12, the second electronic expansion valve 7 and the second stop valve 23 are all in an open state, that is, all in a non-operating state.

At this time, for the refrigerant circuit: after being compressed by an air conditioner compressor 1, the refrigerant enters an internal condenser 2, so that the internal condenser 2 performs heat exchange treatment with air in a passenger cabin according to the refrigerant to heat the passenger cabin, and the refrigerant output by the internal condenser 2 enters an external heat exchanger 5 through a first electronic expansion valve 4 to perform defrosting treatment on the external heat exchanger 5; at this time, the refrigerant output from the external heat exchanger 5 passes through the first stop valve 6 and the third electronic expansion valve 9 to the refrigerant-side heat exchanger 101, so that the refrigerant-side heat exchanger 101 performs heat exchange processing according to the refrigerant and the coolant in the coolant-side heat exchanger 102, and the refrigerant after the heat exchange processing is returned to the air-conditioning compressor 1 through the gas-liquid separator 11, thereby realizing heating of the passenger compartment and simultaneously performing defrosting processing.

Since the first port 221 of the first electronic three-way valve 22 and the second port 222 of the first electronic three-way valve 22 are communicated, the battery circuit and the motor circuit are connected in series. At this time, the coolant from the power battery 21 passes through the first electronic three-way valve 22, then flows through the DCDC31, the motor controller 32, and the motor 33, and then reaches the third electronic three-way valve 35, and since the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are connected, the coolant enters the coolant-side heat exchanger 102 through the third electronic water pump 36 and the normally open branch a-B, exchanges heat with the refrigerant of the refrigerant-side heat exchanger 101, and then returns to the power battery 21 through the third port 263 of the second electronic three-way valve 26, the first port 261 of the second electronic three-way valve 26, and the second electronic water pump 27, thereby achieving circulation of the coolant in the battery circuit and the motor circuit.

In conclusion, the defrosting mode of the existing heat pump system is optimized, namely, the heat pump system runs in a triangular defrosting mode and a heating defrosting mode, the winter defrosting requirement can be met more flexibly, and compared with the existing defrosting mode, the defrosting speed is increased. In addition, as shown in fig. 8 or 9, through carrying out the series arrangement with inside condenser 2 and outside heat exchanger 5, the pressure level when outside heat exchanger 5 defrosts can be balanced on the one hand, on the other hand has still taken into account the common demand of defrosting and heating, and then the defrosting process in winter of control that can be better, simultaneously, every heat exchanger all sets up with a two-way solenoid valve is parallelly connected, can also accomplish better balance in flow and energy distribution, thereby the utilization ratio of energy has been improved, user's multiple demand has been satisfied.

In another possible embodiment, for the fast charging mode in which the ambient temperature is not extremely hot, as shown in fig. 10, the valves of the first two-way electromagnetic valve 3, the first electronic expansion valve 4, the first stop valve 6 and the third electronic expansion valve 9 are all in a closed state, the first two-way electromagnetic valve 3, the first electronic expansion valve 4, the first stop valve 6 and the third electronic expansion valve 9 are in an on state, and the normally-open branches a-B are in a closed state, that is, all in a working state; the first port 221 of the first electronic three-way valve 22 and the second port 222 of the first electronic three-way valve 22 are communicated, the first port 261 of the second electronic three-way valve 26 and the third port 263 of the second electronic three-way valve 26 are communicated, and the first port 351 of the third electronic three-way valve 35 and the third port 353 of the third electronic three-way valve 35 are communicated; and the valves of the second two-way electromagnetic valve 12, the second electronic expansion valve 7, the third two-way electromagnetic valve 13 and the second stop valve 23 are all in an open state, that is, all in a non-operating state.

At this time, for the refrigerant circuit: after being compressed by the air conditioner compressor 1, the refrigerant enters the external heat exchanger 5 through the first two-way electromagnetic valve 3 and the first electronic expansion valve 4, so that the external heat exchanger 5 exchanges heat with air in the passenger compartment, and the refrigerant after the heat exchange treatment passes through the first stop valve 6 and the third electronic expansion valve 9 to reach the refrigerant side heat exchanger 101, so that the refrigerant side heat exchanger 101 exchanges heat according to the refrigerant and the cooling liquid in the cooling liquid side heat exchanger 102, and the refrigerant after the heat exchange treatment returns to the air conditioner compressor 1 through the gas-liquid separator 11.

Since the first port 221 of the first electronic three-way valve 22 and the second port 222 of the first electronic three-way valve 22 are communicated, the battery circuit and the motor circuit are connected in series. At this time, the coolant from the power battery 21 passes through the first electronic three-way valve 22, flows through the DCDC31, the motor controller 32, and the motor 33, and enters the motor radiator 34, so that the motor radiator 34 exchanges heat with the environment, the coolant after the heat exchange reaches the third electronic three-way valve 35, and since the first port 351 of the third electronic three-way valve 35 and the third port 353 of the third electronic three-way valve 35 are connected, the coolant enters the coolant-side heat exchanger 102 through the third electronic water pump 36 and the normally open branch a-B, exchanges heat with the refrigerant of the refrigerant-side heat exchanger 101, and then returns to the power battery 21 through the third port 263 of the second electronic three-way valve 26, the first port 261 of the second electronic three-way valve 26, and the second electronic water pump 27, thereby realizing circulation of the coolant in the battery circuit and the motor circuit.

Therefore, in the fast charging mode, in order to meet the requirement of the charging power, the optimal battery temperature working interval needs to be reached as soon as possible; meanwhile, a large amount of heat is generated during quick charging, and good cooling is needed to ensure that the temperature does not exceed the temperature threshold so as to achieve the purpose of protecting the battery and prolong the service life of the battery. After the coolant passes through the two heat exchanges of motor radiator 34 and battery cooler 10 in this application, the temperature can reduce fast, can satisfy the refrigeration demand of high-voltage battery under the well high temperature to and, can use high pressure feed water heater to carry out rapid heating to the battery package in winter, thereby solved the heat dissipation problem of power battery 21 under the condition of filling soon.

In another possible embodiment, in the heating and dehumidifying mode in which the ambient temperature is not high and both the heating and dehumidifying with a small load are required, as shown in fig. 11, the valves of the second two-way solenoid valve 12 and the second electronic expansion valve 7 are both in the closed state, and the second two-way solenoid valve 12 and the second electronic expansion valve 7 are both in the on state, that is, both are in the working state; the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are connected, the valves of the first two-way solenoid valve 3, the first electronic expansion valve 4, the first stop valve 6, the third two-way solenoid valve 13, the third electronic expansion valve 9, the second stop valve 23, the first electronic three-way valve 22 and the second electronic three-way valve 26 are all in an open state, and the normally open branch a-B is in an open state.

At this time, for the refrigerant circuit: the refrigerant is compressed by the air conditioner compressor 1 and then enters the internal condenser 2, so that the internal condenser 2 performs heat exchange treatment with air in the passenger compartment according to the refrigerant, the passenger compartment is heated, the refrigerant after the heat exchange treatment enters the internal evaporator 8 through the second two-way electromagnetic valve 12 and the second electronic expansion valve 7, so that the internal evaporator 8 performs heat exchange treatment with the passenger compartment, so as to achieve the dehumidification effect, and the refrigerant output by the internal evaporator 8 returns to the air conditioner compressor 1 through the gas-liquid separator 11.

For the motor circuit: the coolant flows into the second port 352 of the third electronic three-way valve 35 through the DCDC31, the motor controller 32, and the motor 33, and the coolant returns to the DCDC31 through the first port 351 of the third electronic three-way valve 35 and the third electronic water pump 36 because the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are connected, thereby circulating the coolant in the motor circuit.

In another possible embodiment, for a mode in which cooling is required for both the passenger compartment and the battery in summer, at this time, as shown in fig. 12, the valves of the first two-way electromagnetic valve 3, the first electronic expansion valve 4, the first cut-off valve 6, the second electronic expansion valve 7, and the third electronic expansion valve 9 are all in a closed state, the valves of the first two-way electromagnetic valve 3, the first electronic expansion valve 4, the first cut-off valve 6, the second electronic expansion valve 7, and the third electronic expansion valve 9 are in an on state, that is, in an operating state, the first port 221 of the first electronic three-way valve 22 and the third port 223 of the first electronic three-way valve 22 are in communication, the first port 261 of the second electronic three-way valve 26 and the third port 263 of the second electronic three-way valve 26 are in communication, and the first port 351 of the third electronic three-way valve 35 and the third port 353 of the third; and the valves of the second two-way electromagnetic valve 12, the third two-way electromagnetic valve 13 and the second stop valve 23 are all in an open state, and the normally open branch A-B is in an open state, namely, is in an inoperative state.

At this time, for the refrigerant circuit: after being compressed by an air conditioner compressor 1, a refrigerant enters an external heat exchanger 5 through a first two-way electromagnetic valve 3 and a first electronic expansion valve 4 so that the external heat exchanger 5 exchanges heat with air in a passenger cabin, the refrigerant after heat exchange treatment is divided into two paths after passing through a first stop valve 6, one path of refrigerant passes through a third electronic expansion valve 9 to a refrigerant side heat exchanger 101 so that the refrigerant side heat exchanger 101 exchanges heat according to the refrigerant and cooling liquid in a cooling liquid side heat exchanger 102, and the refrigerant after heat exchange treatment flows into a gas-liquid separator 11; the other path flows into the internal evaporator 8 through the second electronic expansion valve 7 so that the internal evaporator 8 and the passenger compartment perform heat exchange treatment, and the refrigerant flowing out of the internal evaporator 8 flows to the gas-liquid separator 11 so that the two paths of refrigerant are merged in the gas-liquid separator 11 and then flow into the air-conditioning compressor 1.

For the battery circuit: because the first port 221 of the first electronic three-way valve 22 is connected with the third port 223 of the first electronic three-way valve 22, the battery circuit and the motor circuit are independent from each other, the coolant from the power battery 21 flows into the coolant-side heat exchanger 102 after passing through the first electronic three-way valve 22, and exchanges heat with the refrigerant in the refrigerant-side heat exchanger 101, and the coolant after heat exchange returns to the power battery 21 through the third port 263 of the second electronic three-way valve 26, the first port 261 of the second electronic three-way valve 26, and the second electronic water pump 27, so that the coolant circulation of the battery circuit is realized.

And, for the motor circuit: the coolant respectively flows through the DCDC31, the motor controller 32, and the motor 33 and then reaches the motor radiator 34, so that the motor radiator 34 exchanges heat with the environment, the coolant after the heat exchange reaches the third electronic three-way valve 35, and since the first port 351 of the third electronic three-way valve 35 and the third port 353 of the third electronic three-way valve 35 are connected, the coolant returns to the DCDC31 through the third port 353 of the third electronic three-way valve 35 and the third electronic water pump 36, and circulation of the coolant in the motor circuit is realized.

In another possible embodiment, for the daily driving condition that the ambient temperature is not extremely low, the passenger compartment is heated by the heat pump, and the battery is heated by the waste heat of the motor loop. As shown in fig. 13, the valves of the first electronic expansion valve 4 and the third two-way solenoid valve 13 are in a closed state, the first electronic expansion valve 4 and the third two-way solenoid valve 13 are in an on state, the normally-open branches a-B are in a closed state, that is, both are in an operating state, the first port 221 of the first electronic three-way valve 22 and the second port 222 of the first electronic three-way valve 22 are connected, the first port 261 of the second electronic three-way valve 26 and the second port 262 of the second electronic three-way valve 26 are connected, and the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are connected; and the valves of the first two-way electromagnetic valve 3, the first stop valve 6, the second electronic expansion valve 7, the third electronic expansion valve 9, the second two-way electromagnetic valve 12 and the second stop valve 23 are all in an open state, that is, all in an inoperative state.

At this time, for the refrigerant circuit: after being compressed by the air conditioner compressor 1, the refrigerant enters the internal condenser 2, so that the internal condenser 2 performs heat exchange treatment with air in the passenger compartment according to the refrigerant, the passenger compartment is heated, the refrigerant after the heat exchange treatment enters the external heat exchanger 5 through the first electronic expansion valve 4, so that the external heat exchanger 5 performs heat exchange treatment with the air in the passenger compartment, heat is absorbed from the external environment, and at the moment, the refrigerant returns to the air conditioner compressor 1 through the electromagnetic valve 13 and the gas-liquid separator 11 through the third two.

Since the first port 221 of the first electronic three-way valve 22 and the second port 222 of the first electronic three-way valve 22 are communicated, the battery circuit and the motor circuit are connected in series. At this time, the coolant from the power battery 21 passes through the first electronic three-way valve 22, flows through the DCDC31, the motor controller 32, and the motor 33, and then flows into the second port 352 of the third electronic three-way valve 35, and since the first port 351 of the third electronic three-way valve 35 and the second port 352 of the third electronic three-way valve 35 are connected, the coolant returns to the power battery 21 through the first port 351 of the third electronic three-way valve 35, the third electronic water pump 36, the normally open branch a-B, the second port 262 of the second electronic three-way valve 26, the first port 261 of the second electronic three-way valve 26, and the second electronic water pump 27, thereby realizing the circulation of the coolant in the battery circuit and the motor circuit, so that the battery is heated by the residual heat in the motor circuit.

In addition, for the specific situation of the thermal management of the electric vehicle under other working conditions, reference may be made to the foregoing embodiment, and details are not described again in the embodiment of the present invention.

In summary, compared with the existing thermal management system, the thermal management system provided by the application has the following advantages: (1) the energy efficiency ratio is higher in winter with lower ambient temperature; (2) the temperature range is wider, such as a heat exchange medium is provided by an air source and/or a battery source; (3) the defrosting speed is more flexible in winter, such as the triangular defrosting and the heating defrosting; (4) the requirement of quick cooling of the battery under quick charging can be met; such as two heat exchanges by the motor radiator 34 and the battery cooler 10; (5) a warm air core body in a conventional thermal management system is omitted, and the heating requirement is met only through the internal condenser 2, so that the space is saved; in addition, interior condenser 2 can also be controlled in a flexible way to realize the demand that the passenger cabin reheats after reaching good comfortable air temperature, consequently, the multiple demand of user can be satisfied to the thermal management system that this application provided, thereby has improved user's experience degree.

On the basis of the above embodiment, the embodiment of the present invention further provides an electric vehicle, where the electric vehicle is configured with the above thermal management system applied to the electric vehicle, and further includes a passenger compartment; in practical applications, the above thermal management system applied to the electric vehicle is used for heating or cooling the passenger compartment, and specific processes may refer to the foregoing embodiments, and detailed descriptions of the embodiments of the present invention are omitted here.

The electric vehicle provided by the embodiment of the invention has the same technical characteristics as the thermal management system applied to the electric vehicle provided by the embodiment, so that the same technical problems can be solved, and the same technical effects can be achieved.

It can be clearly understood by those skilled in the art that, for convenience and brevity of description, the specific working process of the electric vehicle described above may refer to the corresponding process in the foregoing embodiment, and is not described herein again.

In addition, in the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a non-volatile computer-readable storage medium executable by a processor. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present invention, which are used for illustrating the technical solutions of the present invention and not for limiting the same, and the protection scope of the present invention is not limited thereto, although the present invention is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the embodiments of the present invention, and they should be construed as being included therein. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A thermal management system for an electric vehicle, the thermal management system comprising: a refrigerant circuit, a battery circuit and a motor circuit; wherein the refrigerant circuit comprises an internal condenser (2); the battery circuit comprises a power battery (21); the refrigerant circuit and the battery circuit are connected by a battery cooler (10), the battery circuit being connected to the motor circuit by a first electronic three-way valve (22);

the internal condenser (2) is used for performing heat exchange treatment on the refrigerant of the refrigerant loop and air in the passenger compartment so as to heat the passenger compartment;

the battery cooler (10) is used for performing heat exchange treatment on the refrigerant in the refrigerant loop and the cooling liquid of the battery loop so as to manage the heat in the thermal management system.

2. The thermal management system applied to the electric vehicle according to claim 1, wherein the battery cooler (10) includes a refrigerant-side heat exchanger (101) and a coolant-side heat exchanger (102); the refrigerant circuit further includes: the system comprises an air-conditioning compressor (1), an external heat exchanger (5), an internal evaporator (8), a gas-liquid separator (11), a first two-way electromagnetic valve (3), a first electronic expansion valve (4), a first stop valve (6), a second electronic expansion valve (7), a third electronic expansion valve (9), a second two-way electromagnetic valve (12) and a third two-way electromagnetic valve (13);

wherein the air-conditioning compressor (1), the internal condenser (2), the first two-way solenoid valve (3), the first electronic expansion valve (4), the external heat exchanger (5), the third two-way solenoid valve (13), and the gas-liquid separator (11) are sequentially connected, the gas-liquid separator (11) is further sequentially connected with the air-conditioning compressor (1), the internal evaporator (8), and the refrigerant-side heat exchanger (101), the third electronic expansion valve (9), the first shut-off valve (6), and the third two-way solenoid valve (13), the internal evaporator (8), the second electronic expansion valve (7), and the second two-way solenoid valve (12) are sequentially connected, the second two-way solenoid valve (12) is further connected with the first two-way solenoid valve (3), the first two-way electromagnetic valve (3) is also connected with the air-conditioning compressor (1).

3. The thermal management system applied to the electric vehicle according to claim 2, wherein the battery circuit further comprises: the device comprises a second stop valve (23), a high-pressure heater (24), a first electronic water pump (25), a second electronic three-way valve (26) and a second electronic water pump (27);

wherein the power battery (21) is connected with a first port (221) of the first electronic three-way valve (22), a second port (222) of the first electronic three-way valve (22) is connected with the motor loop, a third port (223) of the first electronic three-way valve (22) is connected to a second port (262) of the second electronic three-way valve (26), the second shutoff valve (23), and the coolant-side heat exchanger (102), respectively, the second stop valve (23), the high-pressure heater (24) and the first electronic water pump (25) are connected in sequence, the cooling liquid side heat exchanger (102) and the first electronic water pump (25) are both connected with a third port (263) of the second electronic three-way valve (26), the first port (261) of the second electronic three-way valve (26) is connected with the power battery (21) through the second electronic water pump (27).

4. The thermal management system applied to the electric vehicle according to claim 3, wherein the battery circuit is further connected with the motor circuit through a normally open branch (A-B) and the first electronic three-way valve (22); the motor circuit includes: the system comprises a direct current converter DCDC (31), a motor controller (32), a motor (33), a motor radiator (34), a third electronic three-way valve (35) and a third electronic water pump (36);

wherein the first port (351) of the third electronic three-way valve (35) is connected with the third electronic water pump (36), the third electronic water pump (36) is further connected with the second port (222) of the first electronic three-way valve (22) and the DCDC (31) respectively, the DCDC (31), the motor controller (32), the motor (33) and the motor radiator (34) are sequentially connected, the motor (33) is further connected with the second port (352) of the third electronic three-way valve (35), and the motor radiator (34) is further connected with the third port (353) of the third electronic three-way valve (35).

5. The thermal management system applied to an electric vehicle according to claim 4, wherein in the passenger compartment rapid heating mode, the valves of the first electronic expansion valve (4), the first cut-off valve (6) and the third electronic expansion valve (9) are all in a closed state, the first port (221) of the first electronic three-way valve (22) and the third port (223) of the first electronic three-way valve (22) are communicated, the first port (261) of the second electronic three-way valve (26) and the third port (263) of the second electronic three-way valve (26) are communicated, the first port (351) of the third electronic three-way valve (35) and the second port (352) of the third electronic three-way valve (35) are communicated, and the first two-way solenoid valve (3), the second two-way solenoid valve (12), the second electronic expansion valve (7), The valves of the third two-way electromagnetic valve (13) and the second stop valve (23) are both in an open state, and the normally open branch (A-B) is in an open state.

6. The thermal management system applied to the electric automobile according to claim 4, wherein in a defrosting mode, the valves of the first two-way solenoid valve (3), the first electronic expansion valve (4) and the third two-way solenoid valve (13) are all in a closed state, and the normally open branch (A-B) is in a closed state; the first port (221) of the first electronic three-way valve (22) and the second port (222) of the first electronic three-way valve (22) are communicated, the first port (261) of the second electronic three-way valve (26) and the second port (262) of the second electronic three-way valve (26) are communicated, the first port (351) of the third electronic three-way valve (35) and the second port (352) of the third electronic three-way valve (35) are communicated, and the valves of the second two-way solenoid valve (12), the second electronic expansion valve (7), the first stop valve (6), the third electronic expansion valve (9) and the second stop valve (23) are all in an open state.

7. The thermal management system applied to the electric automobile according to claim 4, wherein in a defrosting + heating mode, the valves of the first electronic expansion valve (4), the first stop valve (6) and the third electronic expansion valve (9) are all in a closed state, and the normally open branch (A-B) is in a closed state; a first port (221) of the first electronic three-way valve (22) and a second port (222) of the first electronic three-way valve (22) are communicated, a first port (261) of the second electronic three-way valve (26) and a port (263) of the second electronic three-way valve (26) are communicated, and a first port (351) of the third electronic three-way valve (35) and a second port (352) of the third electronic three-way valve (35) are communicated; and the valves of the first two-way electromagnetic valve (3), the second two-way electromagnetic valve (12), the second electronic expansion valve (7) and the second stop valve (23) are all in an open state.

8. The thermal management system applied to the electric automobile according to claim 4, wherein in a fast charging mode, the valves of the first two-way electromagnetic valve (3), the first electronic expansion valve (4), the first stop valve (6) and the third electronic expansion valve (9) are all in a closed state, and the normally open branch (A-B) is in a closed state; a first port (221) of the first electronic three-way valve (22) and a second port (222) of the first electronic three-way valve (22) are communicated, a first port (261) of the second electronic three-way valve (26) and a third port (263) of the second electronic three-way valve (26) are communicated, and a first port (351) of the third electronic three-way valve (35) and a third port (353) of the third electronic three-way valve (35) are communicated; and the valves of the second two-way electromagnetic valve (12), the second electronic expansion valve (7), the third two-way electromagnetic valve (13) and the second stop valve (23) are all in an open state.

9. The thermal management system applied to the electric automobile according to claim 4, wherein in a heating and dehumidifying mode, the valves of the second two-way solenoid valve (12) and the second electronic expansion valve (7) are both in a closed state; the first port (351) of the third electronic three-way valve (35) and the second port (352) of the third electronic three-way valve (35) are communicated, the first two-way solenoid valve (3), the first electronic expansion valve (4), the first stop valve (6), the third two-way solenoid valve (13), the third electronic expansion valve (9), the second stop valve (23), the first electronic three-way valve (22) and the second electronic three-way valve (26) are all in an open state, and the normally-open branch (A-B) is in an open state.

10. An electric vehicle, characterized in that the electric vehicle is provided with the heat management system applied to the electric vehicle as claimed in any one of claims 1 to 9, and further comprises a passenger compartment;

the heat management system applied to the electric automobile is used for heating or refrigerating the passenger cabin.