CN212289437U

CN212289437U - Thermal management system and electric automobile

Info

Publication number: CN212289437U
Application number: CN202021694312.4U
Authority: CN
Inventors: 于艳翠; 赵桓; 沈军
Original assignee: Gree Electric Appliances Inc of Zhuhai
Current assignee: Gree Electric Appliances Inc of Zhuhai
Priority date: 2020-08-14
Filing date: 2020-08-14
Publication date: 2021-01-05
Anticipated expiration: 2030-08-14

Abstract

The utility model provides a heat management system, electric automobile, heat management system includes carriage refrigerant circulation subsystem, battery secondary refrigerant circulation subsystem, motor secondary refrigerant circulation subsystem, carriage refrigerant circulation subsystem includes the parallelly connected first heat exchanger of pipeline, the second heat exchanger and form the third heat exchanger of pipeline series connection with first heat exchanger and second heat exchanger, the tonifying qi increases the enthalpy compressor, the second cross valve, first throttling element, second throttling element, third throttling element, increase the enthalpy part, battery secondary refrigerant circulation subsystem forms the heat exchange with carriage refrigerant circulation subsystem through the second heat exchanger, motor secondary refrigerant circulation subsystem forms the heat exchange with carriage refrigerant circulation subsystem through the third heat exchanger. The utility model discloses can make full use of motor and battery waste heat compensate not enough of carriage heating capacity under the low temperature operating mode, can also promote the precision and the speed of battery accuse temperature, improve the battery efficiency and reduce the battery difference in temperature.

Description

Thermal management system and electric automobile

Technical Field

The utility model belongs to the technical field of air conditioning, concretely relates to heat management system, electric automobile.

Background

The pure electric vehicle has zero fuel consumption, low use cost and good market prospect, and is favored by numerous enterprises. The existing pure electric vehicle has the problems of short endurance mileage and the fundamental reason that the working temperature of the battery influences the charge-discharge capacity and the service life of the battery, and particularly under the condition of lower temperature, the performance is seriously attenuated, and the pure electric vehicle cannot output enough power to drive a motor to normally work. Meanwhile, the temperature of the driving motor cannot be too high, the efficiency of the motor can be reduced due to the fact that the internal temperature of the motor is too high, the coil in the motor can be ablated even due to the fact that the coil is short-circuited under severe conditions, and the problem that the low-temperature heating capacity of the automobile air conditioner is insufficient is solved. Therefore, a set of efficient whole vehicle thermal management system is urgently needed to be developed, an air conditioning system, a battery thermal management system and a driving motor cooling system are integrated into the whole vehicle thermal management system, the energy utilization rate is improved, and the endurance mileage is increased.

SUMMERY OF THE UTILITY MODEL

Therefore, the to-be-solved technical problem of the utility model is to provide a thermal management system, electric automobile, battery secondary refrigerant circulation subsystem and motor secondary refrigerant circulation subsystem form the heat exchange through second heat exchanger, third heat exchanger and carriage refrigerant circulation subsystem respectively, can make full use of motor and battery waste heat compensation low temperature operating mode down the carriage heating capacity not enough on the one hand, and on the other hand can also promote the precision and the speed of battery accuse temperature, improves the battery efficiency and reduces the battery difference in temperature.

In order to solve the above problems, the present invention provides a thermal management system, which comprises a car refrigerant circulation subsystem, a battery secondary refrigerant circulation subsystem, and a motor secondary refrigerant circulation subsystem, wherein the car refrigerant circulation subsystem comprises a first heat exchanger, a second heat exchanger connected in parallel with each other via a pipeline, a third heat exchanger connected in series with the first heat exchanger and the second heat exchanger via a pipeline, an air-supply enthalpy-increasing compressor, a second four-way valve, a first throttling element, a second throttling element, a third throttling element, and an enthalpy-increasing component, so that the car refrigerant circulation subsystem is configured as a refrigerating and heating system with air-supply enthalpy-increasing function, the first throttling element and the second throttling element are respectively arranged corresponding to the first heat exchanger and the second heat exchanger one by one, and the battery secondary refrigerant circulation subsystem forms heat exchange with the car refrigerant circulation subsystem via the second heat exchanger, the motor secondary refrigerant circulation subsystem and the compartment refrigerant circulation subsystem form heat exchange through the third heat exchanger.

Preferably, the pipelines of the battery coolant circulation subsystem and the motor coolant circulation subsystem are in a through connection through a first four-way valve, and when the first four-way valve is in a first switching position, the coolant of the battery coolant circulation subsystem and the coolant of the motor coolant circulation subsystem respectively and independently flow; and when the first four-way valve is positioned at a second switching position, the secondary refrigerant of the battery secondary refrigerant circulation subsystem and the secondary refrigerant of the motor secondary refrigerant circulation subsystem flow in a penetrating way.

Preferably, the motor secondary refrigerant circulation subsystem comprises a motor to-be-cooled part and a first water pump, and the first water pump, a first secondary refrigerant pipeline, a first four-way valve, a second secondary refrigerant pipeline, a third heat exchanger, a third secondary refrigerant pipeline, the motor to-be-cooled part and a fourth secondary refrigerant pipeline are sequentially connected end to form the motor secondary refrigerant circulation subsystem; and/or the battery secondary refrigerant circulation subsystem comprises a battery and a second water pump, and the second water pump, a fifth secondary refrigerant pipeline, a first four-way valve, a sixth secondary refrigerant pipeline, a second heat exchanger, a seventh secondary refrigerant pipeline, the battery and an eighth secondary refrigerant pipeline are sequentially connected end to form the battery secondary refrigerant circulation subsystem; and or, the cabin refrigerant circulation subsystem further comprises a compressor, a second four-way valve, a first throttling element and a second throttling element, so that the cabin refrigerant circulation subsystem is configured to be a refrigerating and heating system, and the first throttling element and the second throttling element are respectively arranged in a one-to-one correspondence manner with the first heat exchanger and the second heat exchanger.

Preferably, a gas-liquid separator is arranged at the air suction port of the compressor.

Preferably, the motor secondary refrigerant circulation subsystem further comprises a three-way valve and an external heat exchanger, wherein the three-way valve is located on the second secondary refrigerant pipeline, so that secondary refrigerant in the motor secondary refrigerant circulation subsystem can pass through the second secondary refrigerant pipeline or pass through the external heat exchanger to communicate the third heat exchanger with the first four-way valve.

Preferably, an expansion water tank is further arranged on a pipeline between the third heat exchanger and the three-way valve.

Preferably, the component to be cooled by the motor comprises at least one of a driving motor, a motor driver and a charger.

Preferably, when the cabin refrigerant circulation subsystem and the battery coolant circulation subsystem operate simultaneously, and the cabin refrigerant circulation subsystem operates in a heating mode, the refrigerant in the second heat exchanger flows in the opposite direction to the coolant; when the compartment refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the second heat exchanger and the secondary refrigerant flow in the same direction.

Preferably, when the cabin refrigerant circulation subsystem and the motor-driven refrigerant circulation subsystem operate simultaneously, and the cabin refrigerant circulation subsystem operates in a heating mode, the refrigerant in the third heat exchanger flows in the opposite direction to the secondary refrigerant; when the compartment refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the third heat exchanger and the secondary refrigerant flow in the same direction.

The utility model also provides an electric automobile, including foretell thermal management system.

The utility model provides a heat management system, electric automobile, battery secondary refrigerant circulation subsystem and motor secondary refrigerant circulation subsystem respectively through second heat exchanger, third heat exchanger with carriage refrigerant circulation subsystem formation heat exchange, on the one hand can make full use of motor and battery waste heat compensation carriage heating capacity under the low temperature operating mode not enough, and then can promote air conditioner heating (also be the carriage heating) heating efficiency and heating comfort, on the other hand can realize heating or cooling to the battery through opening the carriage refrigerant circulation subsystem under some circumstances, can promote battery temperature control's precision and speed, improve battery efficiency and reduce the battery difference in temperature, and further can understand that the utility model discloses a heat management system realizes the organic integration of thermal coupling (heat exchange) with carriage refrigerant circulation subsystem, battery secondary refrigerant circulation subsystem and motor secondary refrigerant circulation subsystem, the cost, weight and occupied volume can be greatly reduced.

Drawings

Fig. 1 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention, in which an enthalpy-increasing component employs a flash tank;

fig. 2 is a schematic structural diagram of a thermal management system according to another embodiment of the present invention, in which an enthalpy-increasing component employs a subcooler;

fig. 3 is a schematic view of a circulation flow path of a thermal management system according to an embodiment of the present invention in a first cycle;

FIG. 4 is a schematic view of a circulation flow path of a thermal management system according to an embodiment of the present invention in a second cycle;

fig. 5 is a schematic view of a circulation flow path of a thermal management system according to an embodiment of the present invention in a third cycle;

fig. 6 is a schematic view of a circulation flow path of a thermal management system according to an embodiment of the present invention in a fourth cycle;

fig. 7 is a schematic view of a circulation flow path of a thermal management system according to an embodiment of the present invention in a fifth cycle;

fig. 8 is a schematic view of a circulation flow path of a thermal management system according to an embodiment of the present invention in a sixth cycle;

fig. 9 is a schematic view of a circulation flow path of a thermal management system according to an embodiment of the present invention in a seventh cycle;

fig. 10 is a schematic view of a circulation flow path of a thermal management system according to an embodiment of the present invention in an eighth cycle;

fig. 11 is a schematic view of a circulation flow path of a thermal management system according to an embodiment of the present invention in a ninth cycle.

The reference numerals are represented as:

11. a first heat exchanger; 12. a second heat exchanger; 13. a third heat exchanger; 14. a vapor-supplementing and enthalpy-increasing compressor; 15. a second four-way valve; 16. a first throttling element; 17. a second throttling element; 18. a gas-liquid separator; 19. a flash tank; 20. a subcooler; 21. a third throttling element; 2. a first four-way valve; 31. a first water pump; 32. a three-way valve; 33. an exterior heat exchanger; 34. an expansion tank; 35. a drive motor; 36. a motor driver; 37. a charger; 41. a battery; 42. a second water pump; 301. a first coolant line; 302. a second coolant line; 303. a third coolant line; 304. a fourth coolant line; 305. a fifth coolant line; 306. a sixth coolant line; 307. a seventh secondary refrigerant line; 308. an eighth coolant line.

Detailed Description

Referring to fig. 1 to 11 in combination, according to an embodiment of the present invention, a thermal management system is provided, which includes a cabin refrigerant circulation subsystem (also referred to as an air conditioning operation system), a battery coolant circulation subsystem, and a motor coolant circulation subsystem, wherein the cabin refrigerant circulation subsystem includes a first heat exchanger 11 and a second heat exchanger 12 connected in parallel (when the cabin refrigerant circulation subsystem is in a cooling mode, the first heat exchanger 11 and the second heat exchanger 12 will act as evaporators), and a third heat exchanger 13 connected in series with the first heat exchanger 11 and the second heat exchanger 12 and forming a pipeline, an air-supplying enthalpy-increasing compressor 14, a second four-way valve 15, a first throttling element 16 (e.g., an electronic expansion valve), a second throttling element 17 (e.g., an electronic expansion valve), a third throttling element 21 (e.g., an electronic expansion valve), An enthalpy increasing component (the enthalpy increasing component may be, for example, a flash evaporator 19 or a subcooler 20) to configure the cabin refrigerant circulation subsystem into a refrigeration and heating system with air-supply enthalpy increase, the first throttling element 16 and the second throttling element 17 are respectively arranged in one-to-one correspondence with the first heat exchanger 11 and the second heat exchanger 12, the battery coolant circulation subsystem forms heat exchange with the cabin refrigerant circulation subsystem through the second heat exchanger 12, and the motor coolant circulation subsystem forms heat exchange with the cabin refrigerant circulation subsystem through the third heat exchanger 13. In the technical scheme, the battery secondary refrigerant circulation subsystem and the motor secondary refrigerant circulation subsystem respectively form heat exchange with the compartment refrigerant circulation subsystem through the second heat exchanger 12 and the third heat exchanger 13, on one hand, the motor and the battery waste heat can be fully utilized to compensate the deficiency of the compartment heating capacity under the low-temperature working condition, and further the heating efficiency and the heating comfort of air-conditioning heating (namely heating in the compartment) can be improved, on the other hand, the compartment refrigerant circulation subsystem can be opened to heat or cool the battery under some conditions, the battery temperature control precision and speed can be improved, the battery energy efficiency is improved, and the battery temperature difference is reduced, and further, the heat management system of the utility model realizes the organic integration of thermal coupling (heat exchange) with the compartment refrigerant circulation subsystem, the battery secondary refrigerant circulation subsystem and the motor secondary refrigerant circulation subsystem, the cost, weight and occupied volume can be greatly reduced. Additionally, in the utility model, carriage refrigerant circulation subsystem adopts tonifying qi to increase enthalpy compressor 14, can improve the ability output of heat pump under the overload operating mode, reduces the dependence to the compressor discharge capacity, has improved operating temperature scope and operating mode adaptability when the reduce system cost.

Furthermore, the pipelines of the battery secondary refrigerant circulation subsystem and the motor secondary refrigerant circulation subsystem are in through connection through a first four-way valve 2, and when the first four-way valve 2 is at a first switching position, secondary refrigerants of the battery secondary refrigerant circulation subsystem and the motor secondary refrigerant circulation subsystem respectively and independently flow; when the first four-way valve 2 is in a second switching position, the secondary refrigerant of the battery secondary refrigerant circulation subsystem and the secondary refrigerant of the motor secondary refrigerant circulation subsystem flow in a penetrating way. In the technical scheme, the design of the first four-way valve 2 enables the battery secondary refrigerant circulation subsystem and the motor secondary refrigerant circulation subsystem to form different arrangement modes, for example, the battery secondary refrigerant circulation subsystem and the motor secondary refrigerant circulation subsystem are independent or communicated with each other, so that the battery is cooled or heated to form a double-loop design, and the safety of the battery can be remarkably guaranteed. It can be further understood that the dual-loop design in this embodiment can be adapted to different cooling requirements or working conditions to a greater extent, for example, in a transitional season, the vehicle compartment may not have a cooling or heating requirement, and at this time, the first four-way valve 2 is controlled to be in the second switching position, so that the large circulation of the coolant can be used to form effective temperature adjustment for the battery, and in a winter season or a summer season, the vehicle compartment needs to be heated or cooled, and at this time, the first four-way valve 2 is controlled to be in the first switching position, so that the coolant can be used to form effective temperature adjustment for the battery.

Specifically, referring to fig. 1, the motor secondary refrigerant circulation subsystem includes a component to be cooled by the motor and a first water pump 31, and the first water pump 31, a first secondary refrigerant pipeline 301, a first four-way valve 2, a second secondary refrigerant pipeline 302, a third heat exchanger 13, a third secondary refrigerant pipeline 303, the component to be cooled by the motor and a fourth secondary refrigerant pipeline 304 are sequentially connected end to form the motor secondary refrigerant circulation subsystem; and/or the battery coolant circulation subsystem comprises a battery 41 and a second water pump 42, and the second water pump 42, a fifth coolant pipeline 305, a first four-way valve 2, a sixth coolant pipeline 306, a second heat exchanger 12, a seventh coolant pipeline 307, the battery 41 and an eighth coolant pipeline 308 are sequentially connected end to form the battery coolant circulation subsystem. The second four-way valve 15 switches different flow paths to realize the switching between cooling and heating of the vehicle compartment refrigerant circulation subsystem, and the first throttling element 16 and the second throttling element 17 are respectively arranged corresponding to the first heat exchanger 11 and the second heat exchanger 12, so that whether the refrigerants in the first heat exchanger 11 and the second heat exchanger 12 circulate or not can be effectively controlled, for example, when the vehicle compartment temperature does not need to be adjusted and the battery temperature needs to be adjusted, the air-supply enthalpy-increasing compressor 14 can be operated, and meanwhile, the opening degree of the first throttling element 16 is reduced to 0, so that only the heat or the cold of the air-supply enthalpy-increasing compressor 14 is utilized to exchange heat with the refrigerant in the battery refrigerant circulation subsystem, the efficient temperature control of the battery is realized, and similarly, when the vehicle compartment temperature needs to be adjusted and the battery temperature does not need to be adjusted, the vapor-supplementing enthalpy-increasing compressor 14 can be operated while the opening degree of the second throttling element 17 is reduced to 0, so that only the heat or cold of the vapor-supplementing enthalpy-increasing compressor 14 is no longer used for heat exchange with the coolant in the battery coolant circulation subsystem, and only the temperature control function of the coolant in the battery coolant circulation subsystem is used.

In order to prevent the phenomenon of liquid entrainment of the air suction of the air-replenishing enthalpy compressor 14, a gas-liquid separator 18 is preferably arranged at the air suction of the air-replenishing enthalpy compressor 14.

Further, the motor coolant circulation subsystem further comprises a three-way valve 32 and an exterior heat exchanger 33, wherein the three-way valve 32 is located on the second coolant pipeline 302, so that the coolant in the motor coolant circulation subsystem can pass through the second coolant pipeline 302 or pass through the exterior heat exchanger 33 to connect the third heat exchanger 13 with the first four-way valve 2. In this technical solution, by providing the exterior heat exchanger 33 and by switching the three-way valve 32, the thermal management system can select whether to use the exterior heat exchanger 33 to release or absorb heat from the coolant in the system according to actual requirements.

An expansion water tank 34 is further arranged on a pipeline between the third heat exchanger 13 and the three-way valve 32, so that an expansion space can be provided when the temperature of the secondary refrigerant in the motor secondary refrigerant circulation subsystem is high, and further, the secondary refrigerant in the secondary refrigerant pipeline is prevented from being over-high in pressure and damaging parts along the pipeline.

The motor to-be-cooled part comprises at least one of a driving motor 35, a motor driver 36 and a charger 37.

Preferably, when the cabin refrigerant circulation subsystem and the battery coolant circulation subsystem operate simultaneously, and the cabin refrigerant circulation subsystem operates in a heating mode, the refrigerant in the second heat exchanger 12 flows in the opposite direction to the coolant; when the compartment refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the second heat exchanger 12 and the secondary refrigerant flow in the same direction; when the compartment refrigerant circulation subsystem and the motor-driven refrigerant circulation subsystem operate simultaneously and the compartment refrigerant circulation subsystem operates in a heating mode, the refrigerant in the third heat exchanger 13 and the secondary refrigerant flow in opposite directions; when the cabin refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the third heat exchanger 13 flows in the same direction as the coolant. That is, when the refrigerant circulation subsystem of the vehicle compartment operates in the heating mode, the second heat exchanger 12 and the third heat exchanger 13 both perform countercurrent heat exchange, so that the heat exchange efficiency between the secondary refrigerant and the refrigerant can be improved.

Adopt the above-mentioned technical scheme of the utility model, make thermal management system's operational mode very abundant, it is right that the following corresponding thermal management system who adopts flash tank 19 with increasing the enthalpy part further combines the attached drawing as an example the technical scheme of the utility model introduces.

Fig. 3 shows the circulation flow path of the thermal management system under the first cycle of the present invention, wherein the compartment refrigerant circulation subsystem does not operate, i.e. the compartment is not cooled or heated, and the battery coolant circulation subsystem and the motor coolant circulation subsystem then realize the flow path through the first four-way valve 2 (the first four-way valve 2 at this time is in the second switching position), thereby realizing the cooling effect of the coolant, i.e. the coolant circulation is cooled by heat exchange with the external environment through the external heat exchanger 33 outside the vehicle, and the cooling component is to be cooled for the battery 41 and/or the motor, and the circulation working condition is suitable for the working condition of transition season or summer battery charging, and specifically refer to table 1.

Fig. 4 shows the utility model discloses a thermal management system is in the circulation flow path under the second circulation, and carriage refrigerant circulation subsystem wherein runs in the refrigeration mode, first cross valve 2 is in first switching position, battery 41 through battery secondary refrigerant circulation subsystem with carriage refrigerant circulation subsystem is in second heat exchanger 12 heat exchange realization is to battery 41's independent cooling, the motor is treated the cooling part then through motor secondary refrigerant circulation subsystem in third heat exchanger 13 and outer heat exchanger 33 department carry out the heat exchange, and then realize treating the motor the independent cooling (or not cooling) of cooling part, this circulation operating mode is applicable to under the full refrigeration in summer or the summer parking waiting operating mode, specifically can see table 1.

Fig. 5 shows the utility model discloses a thermal management system is in the circulation flow path under the third circulation, and carriage refrigerant circulation subsystem wherein runs in the mode of heating, first cross valve 2 is in first switching position, battery 41 pass through battery secondary refrigerant circulation subsystem with carriage refrigerant circulation subsystem is in second heat exchanger 12 heat exchange realization is to battery 41 alone heating, the motor is treated the cooling part then through motor secondary refrigerant circulation subsystem in third heat exchanger 13 (realized heating in the carriage and to the thermal recycle of motor secondary refrigerant circulation subsystem) and the heat exchanger 33 department of car carries out the heat exchange, and then realizes treating the independent cooling (or not cooling) of cooling part to the motor, and this circulation operating mode is applicable to under the operating mode of heating in winter or winter waste heat, can specifically refer to table 1.

Fig. 6 shows a circulation flow path of the thermal management system of the present invention under a fourth cycle, wherein the car refrigerant circulation subsystem operates in a heating mode, the first four-way valve 2 is in a first switching position, the battery 41 exchanges heat with the car refrigerant circulation subsystem at the second heat exchanger 12 through the battery coolant circulation subsystem, and the component to be cooled by the motor exchanges heat with the third heat exchanger 13 through the motor coolant circulation subsystem, so as to recycle heat of the motor coolant circulation subsystem for heating in the car, and simultaneously realize independent cooling of the component to be cooled by the motor, and the circulation condition is suitable for the working condition of heating in winter, specifically referring to table 1, it is worth mentioning that the difference between the fourth cycle and the third cycle is that the second coolant pipeline 302 is adopted in the fourth cycle to connect the exterior heat exchanger 33, this means that the thermal management system in this case does not need to absorb heat from the external environment to make reasonable use of the heat in the system.

Fig. 7 shows the circulation flow path of the thermal management system of the present invention under the fifth cycle, wherein the car refrigerant circulation subsystem operates in the heating mode, the first four-way valve 2 is at the second switching position, the battery 41 is communicated with the motor secondary refrigerant circulation subsystem through the battery secondary refrigerant circulation subsystem, and the car refrigerant circulation subsystem operates in the heating mode to heat the car, the opening degree of the second throttling element 17 is adjusted to 0, thereby avoiding the heat exchange between the battery secondary refrigerant circulation subsystem and the car refrigerant circulation subsystem at the second heat exchanger 12, realizing the heat recovery of the car heating to the motor secondary refrigerant circulation subsystem, and simultaneously not affecting the cooling function of the battery 41, the circulation working condition is suitable for the working conditions of winter heating, transition season and winter waste heat recovery, see table 1 for details.

Fig. 8 shows the circulation flow path of the thermal management system of the present invention under the sixth cycle, wherein the car refrigerant circulation subsystem operates in the heating mode, the first four-way valve 2 is at the second switching position, the battery 41 is communicated with the motor secondary refrigerant circulation subsystem through the battery secondary refrigerant circulation subsystem, and the car refrigerant circulation subsystem operates in the heating mode to heat the car, the opening degree of the second throttling element 17 is adjusted to 0, so as to prevent the heat exchange between the battery secondary refrigerant circulation subsystem and the car refrigerant circulation subsystem at the second heat exchanger 12, thereby realizing the heat recovery of the car heating to the motor secondary refrigerant circulation subsystem, and simultaneously not affecting the cooling effect to the battery 41, the circulation working condition is suitable for the transition season and the working condition of winter waste heat recovery, and can be specifically referred to table 1, it is worth mentioning that the sixth cycle differs from the fifth cycle in that the exterior heat exchanger 33 is bypassed by the second coolant line 302 in the sixth cycle, which means that the thermal management system can reasonably utilize the heat in the system without absorbing the heat in the external environment.

Fig. 9 shows the utility model discloses a thermal management system is in the circulation flow path under the seventh circulation, and carriage refrigerant circulation subsystem wherein runs in the mode of heating, first cross valve 2 is in first switching position, carriage refrigerant circulation subsystem passes through second heat exchanger 12 with battery secondary refrigerant circulation subsystem forms the heat exchange, and then realizes the heating to battery 41, and the aperture through first throttling element 16 simultaneously makes the interior temperature of carriage unchangeable (need not to heat in the carriage), and motor secondary refrigerant circulation subsystem then independently forms the cooling or not cooling of waiting to cool off the part to the motor, and this circulation operating mode is applicable to under the operating mode that the initial stage was started up in winter and the winter was charged, can specifically refer to table 1.

Fig. 10 shows the utility model discloses a thermal management system is in the circulation flow path under the eighth circulation, and carriage refrigerant circulation subsystem wherein runs in the mode of heating, first cross valve 2 is in first switching position, carriage refrigerant circulation subsystem passes through second heat exchanger 12 with battery secondary refrigerant circulation subsystem forms the heat exchange, and then realizes the heating to battery 41, and the aperture through first throttling element 16 simultaneously makes the interior temperature of carriage unchangeable (need not to heat in the carriage), and motor secondary refrigerant circulation subsystem then independently forms the cooling of treating the cooling part to the motor, and this circulation operating mode is applicable to under the operating mode of winter start-up initial stage, can specifically refer to table 1.

Fig. 11 shows the circulation flow path of the thermal management system under the ninth cycle of the present invention, wherein the refrigerant circulation subsystem of the compartment does not operate, i.e. the compartment does not refrigerate nor heat, and the battery secondary refrigerant circulation subsystem and the refrigerant circulation subsystem of the motor realize the flow path through via the first four-way valve 2 (the first four-way valve 2 at this time is in the second switching position), thereby realizing the heating effect of the motor waste heat (the cooling effect on the part to be cooled by the motor) on the battery 41, and the circulation working condition is suitable for the working condition at the initial stage of starting in winter, specifically referring to table 1, it is worth mentioning that the core difference between the ninth cycle and the first cycle is whether to bypass the external heat exchanger 33 in the refrigerant circulation subsystem of the motor.

TABLE 1 temperature control mode for thermal management system of pure electric vehicle

In the above table, the reference numeral "H" denotes a heating demand, H denotes a heating demand, and C denotes a cooling demand. Some heat management modes in the table correspond to two or more than two circulation solutions, for example, the winter startup initial stage — HC corresponds to the seventh circulation of fig. 9, the eighth circulation of fig. 10, and the ninth circulation of fig. 11, and the switching standard is judged according to the required amount of heating of the battery. Specifically, the battery heating capacity requirement is large, and if an air conditioner refrigerant loop needs to be started for heating, a seventh cycle and an eighth cycle are selected to recover the waste heat of the motor system; further, if the heat dissipation capacity of the motor system is large, the heating of the air-conditioning refrigerant loop on the battery can be met only by a heat source of the motor system, and an eighth cycle is selected; if the heat source of the motor system alone cannot meet the heating capacity of the battery, the seventh cycle is selected to supplement the heat source of the heat exchanger 33 outside the vehicle. If the battery heating capacity requirement is low, the ninth cycle is selected, the air-conditioning refrigerant loop does not need to be started, and the heat dissipation capacity of the motor system is directly heated by the secondary refrigerant.

In addition, some circulation schemes in the table correspond to two or more than two heat management modes, for example, as shown in fig. 5, the third circulation corresponds to a heat management mode for heating HHC in winter and a heat management mode for preheating HH in winter, the difference point of the two heat management modes is that the motor system does not work, and no refrigeration requirement exists, for the heat management mode for heating HHC in winter, the heat source of the air-conditioning refrigerant loop is the heat dissipation of the exterior heat exchanger 33 and the motor system, that is, the refrigerant of the third heat exchanger 13 absorbs the heat absorbed by the secondary refrigerant from the exterior heat exchanger 33 and the motor system, and the waste heat is recovered and is compressed by the compressor to heat the vehicle cabin and the battery, so that the; for the heat management mode for preheating the HH in winter, the heat source of the air-conditioning refrigerant loop is only the external heat exchanger 33, namely, the refrigerant of the third heat exchanger 13 absorbs the heat absorbed by the secondary refrigerant from the external heat exchanger 33, and the heat is compressed by a compressor and the like to heat a compartment and a battery, so that the heating demand is met.

According to the utility model discloses an embodiment still provides an electric automobile, including foretell thermal management system.

It is readily understood by a person skilled in the art that the advantageous ways described above can be freely combined, superimposed without conflict.

The above description is only exemplary of the present invention and should not be construed as limiting the present invention, and any modifications, equivalents and improvements made within the spirit and principles of the present invention are intended to be included within the scope of the present invention. The above is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.

Claims

1. The heat management system is characterized by comprising a compartment refrigerant circulation subsystem, a battery secondary refrigerant circulation subsystem and a motor secondary refrigerant circulation subsystem, wherein the compartment refrigerant circulation subsystem comprises a first heat exchanger (11), a second heat exchanger (12) which are connected in parallel through pipelines, a third heat exchanger (13), an air-supply enthalpy-increasing compressor (14), a second four-way valve (15), a first throttling element (16), a second throttling element (17), a third throttling element (21) and an enthalpy-increasing component which are connected in series through pipelines formed by the first heat exchanger (11) and the second heat exchanger (12), so that the compartment refrigerant circulation subsystem is configured into a refrigerating and heating system with air-supply enthalpy-increasing function, the first throttling element (16) and the second throttling element (17) are respectively arranged corresponding to the first heat exchanger (11) and the second heat exchanger (12) one by one, the battery secondary refrigerant circulation subsystem and the compartment refrigerant circulation subsystem form heat exchange through the second heat exchanger (12), and the motor secondary refrigerant circulation subsystem and the compartment refrigerant circulation subsystem form heat exchange through the third heat exchanger (13).

2. The thermal management system according to claim 1, wherein the conduits of the battery coolant circulation subsystem and the motor coolant circulation subsystem are in a through connection via a first four-way valve (2), and when the first four-way valve (2) is in a first switching position, the coolant of the battery coolant circulation subsystem and the coolant of the motor coolant circulation subsystem flow independently; when the first four-way valve (2) is in a second switching position, the secondary refrigerant of the battery secondary refrigerant circulation subsystem and the secondary refrigerant of the motor secondary refrigerant circulation subsystem flow in a penetrating way.

3. The thermal management system of claim 2, wherein the electric motor coolant circulation subsystem comprises an electric motor component to be cooled and a first water pump (31), and the first water pump (31), a first coolant pipeline (301), a first four-way valve (2), a second coolant pipeline (302), a third heat exchanger (13), a third coolant pipeline (303), the electric motor component to be cooled and a fourth coolant pipeline (304) are sequentially connected end to form the electric motor coolant circulation subsystem; and/or the battery secondary refrigerant circulation subsystem comprises a battery (41) and a second water pump (42), and the second water pump (42), a fifth secondary refrigerant pipeline (305), a first four-way valve (2), a sixth secondary refrigerant pipeline (306), a second heat exchanger (12), a seventh secondary refrigerant pipeline (307), the battery (41) and an eighth secondary refrigerant pipeline (308) are sequentially connected end to form the battery secondary refrigerant circulation subsystem.

4. The thermal management system according to claim 3, characterized in that a gas-liquid separator (18) is provided at the suction of the vapor-supplementing enthalpy-increasing compressor (14).

5. The thermal management system of claim 3, wherein the electric coolant circulation subsystem further comprises a three-way valve (32), an offboard heat exchanger (33), the three-way valve (32) being positioned on the second coolant line (302) such that coolant in the electric coolant circulation subsystem can pass the third heat exchanger (13) through the second coolant line (302) or through the offboard heat exchanger (33) to communicate with the first four-way valve (2).

6. The thermal management system according to claim 5, characterized in that an expansion tank (34) is also provided on the line between the third heat exchanger (13) and the three-way valve (32).

7. The thermal management system according to claim 3, wherein the electric machine component to be cooled comprises at least one of a drive motor (35), a motor driver (36), and a charger (37).

8. The thermal management system of claim 1 wherein the cabin refrigerant circulation subsystem is operating simultaneously with the battery coolant circulation subsystem, and wherein the refrigerant in the second heat exchanger (12) flows in a direction opposite to the coolant flow when the cabin refrigerant circulation subsystem is operating in the heating mode; when the cabin refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the second heat exchanger (12) flows in the same direction as the secondary refrigerant.

9. The thermal management system of claim 1 wherein the cabin refrigerant circulation subsystem is operated simultaneously with the electric cabin refrigerant circulation subsystem, and wherein refrigerant in the third heat exchanger (13) flows in a direction opposite to the coolant flow when the cabin refrigerant circulation subsystem is operating in the heating mode; when the cabin refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the third heat exchanger (13) and the secondary refrigerant flow in the same direction.

10. An electric vehicle comprising a thermal management system, wherein the thermal management system is according to any one of claims 1 to 9.