CN210733893U - Electric automobile's thermal management system and electric automobile that has it - Google Patents
Electric automobile's thermal management system and electric automobile that has it Download PDFInfo
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- CN210733893U CN210733893U CN201921488030.6U CN201921488030U CN210733893U CN 210733893 U CN210733893 U CN 210733893U CN 201921488030 U CN201921488030 U CN 201921488030U CN 210733893 U CN210733893 U CN 210733893U
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- 230000017525 heat dissipation Effects 0.000 claims abstract description 17
- 238000004891 communication Methods 0.000 claims abstract description 14
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 33
- 238000004378 air conditioning Methods 0.000 claims description 9
- 230000002349 favourable effect Effects 0.000 abstract description 3
- 239000002826 coolant Substances 0.000 description 16
- 239000000110 cooling liquid Substances 0.000 description 15
- 238000001816 cooling Methods 0.000 description 12
- 238000010438 heat treatment Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 3
- 239000013589 supplement Substances 0.000 description 3
- 238000005265 energy consumption Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 239000000047 product Substances 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Air-Conditioning For Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The utility model discloses an electric automobile's thermal management system and electric automobile that has it. The thermal management system comprises: a motor branch in thermal communication with the motor; a battery branch in thermal communication with the battery, the battery branch having a heater and a heat exchanger disposed thereon; a heat dissipation branch in thermal communication with the heat sink; carrying out route deviation; the first reversing valve has a large circulation state and a small circulation state; the second directional valve has a series state and a parallel state. According to the utility model discloses an electric automobile's thermal management system has optimized electric automobile's thermal management system, through the control to first switching-over valve and second switching-over valve, can utilize the heat that the motor produced to heat the battery, can also utilize the radiator to cool off the battery to be favorable to reducing the power consumption to battery temperature control, practice thrift the electric quantity, help increasing electric automobile's continuation of the journey mileage.
Description
Technical Field
The utility model relates to an electric automobile field particularly, relates to an electric automobile's thermal management system and electric automobile who has it.
Background
When the electric automobile works, the temperature of the motor and the temperature of the battery are regulated by the heat management system to ensure that the battery and the motor work at proper temperature.
SUMMERY OF THE UTILITY MODEL
The utility model discloses aim at solving one of the above-mentioned technical problem among the prior art to a certain extent at least. Therefore, the utility model provides an electric automobile's thermal management system through optimizing thermal management system, helps increasing electric automobile's continuation of the journey mileage.
The utility model also provides an electric automobile who has above-mentioned thermal management system.
According to the utility model discloses electric automobile's thermal management system, include: a motor branch in thermal communication with the motor; a battery branch in thermal communication with the battery, the battery branch having a heater and a heat exchanger disposed thereon; a heat dissipation branch in thermal communication with the heat sink; carrying out route deviation; the first reversing valve has a large circulation state and a small circulation state, and is communicated with the motor branch and the heat dissipation branch when in the large circulation state; when the first reversing valve is in the small circulation state, the first reversing valve is communicated with the motor branch and the bias circuit; the second reversing valve has a series state and a parallel state, and is used for communicating the motor branch with the battery branch when the second reversing valve is in the series state; and when the second reversing valve is in the parallel connection state, the second reversing valve cuts off the motor branch and the battery branch.
According to the utility model discloses electric automobile's thermal management system has optimized electric automobile's thermal management system, through the control to first switching-over valve and second switching-over valve, can utilize the heat that the motor produced to heat the battery, can also utilize the radiator to cool off the battery to be favorable to reducing the power consumption to battery control by temperature change, practice thrift the electric quantity, help increasing electric automobile's continuation of the journey mileage.
According to some embodiments of the utility model, first switching-over valve has first interface, first switching-over valve second interface, first switching-over valve third interface of first switching-over valve, first interface of first switching-over valve with heat dissipation branch road intercommunication, first switching-over valve second interface with motor branch road intercommunication, first switching-over valve third interface with communicate on a partial way.
Further, when the first reversing valve is in the large circulation state, the second interface of the first reversing valve is communicated with the first interface of the first reversing valve, and the second interface of the first reversing valve is disconnected with the third interface of the second reversing valve; when the first reversing valve is in the small circulation state, the second interface of the first reversing valve is communicated with the third interface of the first reversing valve, and the second interface of the first reversing valve is disconnected with the first interface of the first reversing valve.
According to some embodiments of the utility model, the second switching-over valve has the first interface of second switching-over valve, second switching-over valve second interface, second switching-over valve third interface, second switching-over valve fourth interface, the first interface of second switching-over valve the second switching-over valve fourth interface with motor branch road intercommunication, the second switching-over valve second interface the second switching-over valve third interface with battery branch road intercommunication.
Further, when the second reversing valve is in the series state, the first port of the second reversing valve is communicated with the second port of the second reversing valve, and the third port of the second reversing valve is communicated with the fourth port of the second reversing valve;
when the second reversing valve is in the parallel state, the first interface of the second reversing valve is communicated with the fourth interface of the second reversing valve, and the second interface of the second reversing valve is communicated with the third interface of the second reversing valve.
According to some embodiments of the utility model, be provided with expansion tank on the motor branch road, the battery branch road with the motor branch road sharing expansion tank.
According to the utility model discloses a some embodiments, be provided with the motor water pump on the motor branch road, be provided with the battery water pump on the battery branch road.
According to some embodiments of the present invention, the heat exchanger is a heat exchanger of an air conditioning system, and the heater is a PTC heater.
According to some embodiments of the utility model, still be provided with machine controller and power distribution unit on the motor branch road.
According to another aspect of the present invention, an electric vehicle includes the above-mentioned electric vehicle's thermal management system.
Compared with the prior art, the electric vehicle and the thermal management system of the electric vehicle have the same advantages, and are not described herein again.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a schematic diagram of a thermal management system and an air conditioning system.
Reference numerals:
the air conditioner comprises a motor branch 1, a motor water pump 11, a power distribution unit 12, a motor controller 13, a motor 14, an auxiliary water tank 15, a battery branch 2, a battery water pump 21, a battery 22, a PTC heater 23, a heat exchanger 24, a heat dissipation branch 3, a radiator 31, a bias circuit 4, a first reversing valve 5, a first reversing valve first interface 51, a first reversing valve second interface 52, a first reversing valve third interface 53, a second reversing valve 6, a second reversing valve first interface 61, a second reversing valve second interface 62, a second reversing valve third interface 63, a second reversing valve fourth interface 64, an air conditioning system 20, an air conditioning heater 201, an expansion valve 202, a first electromagnetic valve 203, a second electromagnetic valve 204, a compressor 205 and a condenser 206.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention.
In the description of the present invention, it is to be understood that the terms "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically connected, electrically connected or can communicate with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
The following describes in detail a thermal management system of an electric vehicle according to an embodiment of the present invention with reference to fig. 1.
Referring to fig. 1, the thermal management system of an electric vehicle includes: a motor branch 1 in thermal communication with the motor 14, a battery branch 2 in thermal communication with the battery 22, a heat dissipation branch 3 in thermal communication with the heat sink 31, an offset path 4, a first reversing valve 5, and a second reversing valve 6.
The battery branch 2 is provided with a heater and a heat exchanger 24, the heater can raise the temperature of the cooling liquid in the battery branch 2, and the heat exchanger 24 can lower the temperature of the cooling liquid in the battery branch 2 to heat or cool the battery 22.
The first reversing valve 5 has a large circulation state and a small circulation state, when the first reversing valve 5 is in the large circulation state, the first reversing valve 5 is communicated with the motor branch 1 and the heat dissipation branch 3, so that cooling media are allowed to circularly flow in the motor branch 1 and the heat dissipation branch 3, the radiator 31 on the heat dissipation branch 3 can reduce the temperature of the cooling media, and parts in thermal communication with the motor branch 1 are cooled by the circularly flowing cooling media.
When the first reversing valve 5 is in a small circulation state, the first reversing valve 5 communicates the motor branch 1 with the off-set branch 4, so that the cooling medium is allowed to circularly flow in the motor branch 1 and the off-set branch 4 without passing through the heat dissipation branch 3, and the heat generated when the motor 14 operates can raise the temperature of the cooling medium, so that parts in thermal communication with the motor branch 1 are heated by the circularly flowing cooling medium.
The second reversing valve 6 has a series state and a parallel state, when the second reversing valve 6 is in the series state, the second reversing valve 6 communicates the motor branch 1 and the battery branch 2, so as to allow the cooling medium to circulate between the motor branch 1 and the battery branch 2, so that the battery 22 can be cooled by the radiator 31 when the first reversing valve 5 is in the large circulation state, and the heat generated by the motor 14 during operation can heat the battery 22 by the circulating cooling medium when the first reversing valve 5 is in the small circulation state.
When the second reversing valve 6 is in a parallel state, the second reversing valve 6 cuts off the motor branch 1 and the battery branch 2, so that part of the cooling liquid is allowed to circularly flow in the motor branch 1, and the other part of the cooling liquid is allowed to circularly flow in the battery branch 2, so that the cooling liquid in the motor branch 1 is not communicated with the battery branch 2, and the heating or cooling of the motor 14 and the heating or cooling of the battery 22 are not influenced by each other.
According to the utility model discloses an electric automobile's thermal management system has optimized electric automobile's thermal management system, and through the control to first switching-over valve 5 and second switching-over valve 6, the heat that can utilize motor 14 to produce heats battery 22, can also utilize radiator 31 to cool off battery 22 to be favorable to reducing the power consumption to battery 22 control by temperature change, practice thrift the electric quantity, help increasing electric automobile's continuation of the journey mileage.
Referring to fig. 1, the first direction valve 5 has a first direction valve first port 51, a first direction valve second port 52, and a first direction valve third port 53, the first direction valve first port 51 communicates with the heat dissipation branch 3, the first direction valve second port 52 communicates with the motor branch 1, and the first direction valve third port 53 communicates with the bias path 4, and preferably, the first direction valve 5 is a three-way solenoid valve.
Further, when the first direction valve 5 is in a large circulation state, the first direction valve second port 52 is communicated with the first direction valve first port 51, and the first direction valve second port 52 is disconnected from the second direction valve third port 63, so that the motor branch 1 is communicated with the heat dissipation branch 3.
When the first direction valve 5 is in a small circulation state, the first direction valve second port 52 is communicated with the first direction valve third port 53, and the first direction valve second port 52 is disconnected with the first direction valve first port 51, so that the motor branch 1 is communicated with the bias path 4.
Referring to fig. 1, the second direction valve 6 has a second direction valve first port 61, a second direction valve second port 62, a second direction valve third port 63, and a second direction valve fourth port 64, the second direction valve first port 61, the second direction valve fourth port 64 are communicated with the motor branch 1, the second direction valve second port 62, the second direction valve third port 63 are communicated with the battery branch 2, and preferably, the second direction valve 6 is a four-way solenoid valve.
Further, when the second direction valve 6 is in a series state, the second direction valve first port 61 is communicated with the second direction valve second port 62, and the second direction valve third port 63 and the second direction valve fourth port 64 are communicated, so that the second direction valve 6 is communicated with the motor branch 1 and the battery branch 2.
When the second direction valve 6 is in a parallel state, the first direction valve port 61 is communicated with the fourth direction valve port 64, and the second direction valve port 62 is communicated with the third direction valve port 63, so that the second direction valve 6 can separate the motor branch 1 from the battery branch 2.
Referring to fig. 1, the motor branch 1 is provided with an auxiliary water tank 15, and the battery branch 2 and the motor branch 1 share the auxiliary water tank 15.
Specifically, when the second reversing valve 6 is in a serial state, the motor branch 1 is communicated with the battery branch 2, the cooling liquid circularly flows in the motor branch 1 and the battery branch 2, the auxiliary water tank 15 supplements the cooling liquid to the motor branch 1 to supplement the cooling liquid to the battery branch 2, in other words, the auxiliary water tank 15 can supplement the cooling liquid to the motor branch 1 and the battery branch 2, so that the cost and the weight of the electric automobile are reduced, and the energy conservation and the product competitiveness are improved.
Referring to fig. 1, a motor water pump 11 is disposed on the motor branch 1 to realize the circulation flow of the coolant in the motor branch 1, a battery water pump 21 is disposed on the battery branch 2 to realize the circulation flow of the coolant in the battery branch 2, further, the pump water directions of the motor water pump 11 and the battery water pump 21 are the same to realize that the motor branch 1 is communicated with the battery branch 2 when the second directional valve 6 is in the serial connection state, and the flow direction of the coolant does not change when the coolant flows into the battery branch 2 from the motor branch 1 and flows out to the motor branch 1 from the battery branch 2.
Referring to fig. 1, the heat exchanger 24 is a heat exchanger 24 of the air conditioning system 20, and the heater is a PTC heater 23.
Specifically, the air conditioning system 20 includes: the heat exchanger 24, an air conditioner heater 201, an expansion valve 202, a first electromagnetic valve 203, a second electromagnetic valve 204, a compressor 205 and a condenser 206.
The battery 22 is thermally connected to the heat exchanger 24 of the air conditioning system 20 through the battery branch 2, so as to reduce the temperature of the cooling liquid through the heat exchanger 24, thereby cooling the battery 22. Sharing the heat exchanger 24 with the thermal management system and the air conditioning system 20 facilitates simplifying the construction of the thermal management system, reducing the cost and weight of the vehicle.
The PTC heater 23 has a constant temperature heating characteristic, thereby facilitating control of the heating temperature of the coolant, and thus, the heating temperature of the battery 22.
Referring to fig. 1, the motor branch 1 is further provided with a motor controller 13 and a power distribution unit 12.
Specifically, the power distribution unit 12(PDU) is integrated with: the direct current-direct current converter (DCDC), the vehicle-mounted charger, the power distribution unit, the motor controller 13 and the power distribution unit 12 generate heat during operation, and the coolant can be heated by utilizing the heat generated by the direct current-direct current converter, the vehicle-mounted charger and the power distribution unit, so that the consumption of electric energy of the thermal management system is reduced.
The utility model discloses an in some embodiments, thermal management system still includes temperature sensor, through the monitoring to battery 22 temperature, controls the operating condition of devices such as first switching-over valve 5, second switching-over valve 6, PTC heater 23, heat exchanger 24, water pump to the realization is with battery 22 temperature control in suitable interval, thereby owing to promote battery 22 life.
Specifically, at high temperature, the first reversing valve 5 is in a large circulation state, the second reversing valve 6 is in a parallel state, the PTC heater 23 does not operate, the heat exchanger 24 operates, and a part of the cooling liquid circularly flows in the battery branch 2, and the flow direction is as follows: the battery water pump 21 → the battery 22 → the PTC heater 23 (not working) → the second direction valve third port 63 → the second direction valve second port 62 → the heat exchanger 24 (working) → the battery water pump 21;
the other part of cooling liquid circularly flows in the motor branch 1 and the heat dissipation branch 3, and the flowing direction is as follows: the motor water pump 11 → the power distribution unit 12 → the motor controller 13 → the motor 14 → the first direction valve second port 52 → the first direction valve first port 51 → the radiator 31 → the second direction valve first port 61 → the second direction valve fourth port 64 → the sub-tank 15 → the motor water pump 11.
That is, at a high temperature, the motor 14 and the battery 22 are separately cooled to prevent the high-temperature coolant generated by the operation of the motor 14 from affecting the cooling effect of the battery 22 or the high-temperature coolant generated by the operation of the battery 22 from affecting the cooling effect of the motor 14, and the separate cooling can improve the cooling efficiency.
When high temperature partially, first switching-over valve 5 is in the major cycle state, and second switching-over valve 6 is in the tandem state, and PTC heater 23 is out of work, and heat exchanger 24 is out of work, and the coolant liquid circulates in motor branch road 1, heat dissipation branch road 3, battery branch road 2 and flows, and its flow direction is: the motor water pump 11 → the power distribution unit 12 → the motor controller 13 → the motor 14 → the first direction valve second port 52 → the first direction valve first port 51 → the radiator 31 → the second direction valve first port 61 → the second direction valve second port 62 → the heat exchanger 24 (not operating) → the battery water pump 21 → the battery 22 → the PTC heater 23 (not operating) → the second direction valve third port 63 → the second direction valve fourth port 64 → the sub-tank 15 → the motor water pump 11.
That is, when the temperature is higher, the battery 22 and the motor 14 share the heat sink 31 for cooling, thereby saving the energy consumption of the thermal management system.
Alternatively, the heat exchanger 24 may be operated at higher temperatures to increase the cooling effect on the battery 22.
When the temperature is low partially, the first reversing valve 5 is in a small circulation state, the second reversing valve 6 is in a series connection state, the PTC heater 23 does not work, the heat exchanger 24 does not work, the cooling liquid circularly flows in the motor branch 1, the bias path 4 and the battery branch 2, and the flowing direction is as follows: the motor water pump 11 → the power distribution unit 12 → the motor controller 13 → the motor 14 → the first direction valve second port 52 → the first direction valve third port 53 → the second direction valve first port 61 → the second direction valve second port 62 → the heat exchanger 24 (non-operating) → the battery water pump 21 → the battery 22 → the PTC heater 23 (non-operating) → the second direction valve third port 63 → the second direction valve fourth port 64 → the sub-tank 15 → the motor water pump 11.
That is, at a lower temperature, the coolant heats the battery 22 by utilizing the heat generated by the operation of the motor 14, the motor controller 13, the power distribution unit 12, and the like, thereby being beneficial to saving energy consumption of the thermal management system.
At low temperature, the first reversing valve 5 is in a small circulation state, the second reversing valve 6 is in a parallel state, the PTC heater 23 works, the heat exchanger 24 does not work, a part of cooling liquid circularly flows in the motor branch 1, and the flowing direction is as follows: the battery water pump 21 → the battery 22 → the PTC heater 23 (on) → the second direction valve third port 63 → the second direction valve second port 62 → the heat exchanger 24 (off) → the battery water pump 21;
the other part of the cooling liquid circularly flows in the motor branch circuit 1 and the bias circuit 4, and the flowing direction is as follows: the motor water pump 11 → the power distribution unit 12 → the motor controller 13 → the motor 14 → the first direction valve second port 52 → the first direction valve third port 53 → the second direction valve first port 61 → the second direction valve fourth port 64 → the sub-tank 15 → the motor water pump 11.
That is, at a low temperature, the PTC heater 23 alone heats the coolant in the battery branch 2 to ensure that the battery 22 operates at a proper temperature, and to improve the heating efficiency.
According to another aspect of the present invention, an electric vehicle includes the thermal management system of the electric vehicle of the above embodiment. Other configurations of the vehicle, such as the chassis, transmission, etc., are well known to those skilled in the art and therefore will not be described in detail herein.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example" or "some examples" or the like are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.
Although embodiments of the present invention have been shown and described, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art without departing from the scope of the present invention.
Claims (10)
1. A thermal management system for an electric vehicle, comprising:
a motor branch (1) in thermal communication with the motor (14);
a battery branch (2) in thermal communication with a battery (22), the battery branch (2) having a heater and a heat exchanger (24) disposed thereon;
a heat dissipation branch (3) in thermal communication with the heat sink (31);
a bias path (4);
the first reversing valve (5) is provided with a large circulation state and a small circulation state, and when the first reversing valve (5) is in the large circulation state, the first reversing valve (5) is communicated with the motor branch (1) and the heat dissipation branch (3); when the first reversing valve (5) is in the small circulation state, the first reversing valve (5) is communicated with the motor branch (1) and the bias circuit (4);
a second directional valve (6), the second directional valve (6) having a series state and a parallel state, the second directional valve (6) communicating the motor branch (1) with the battery branch (2) when the second directional valve (6) is in the series state; when the second reversing valve (6) is in the parallel state, the second reversing valve (6) cuts off the motor branch (1) and the battery branch (2).
2. The thermal management system of the electric automobile according to claim 1, characterized in that the first direction valve (5) has a first direction valve first interface (51), a first direction valve second interface (52) and a first direction valve third interface (53), the first direction valve first interface (51) is communicated with the heat dissipation branch (3), the first direction valve second interface (52) is communicated with the motor branch (1), and the first direction valve third interface (53) is communicated with the off-road (4).
3. The thermal management system of an electric vehicle of claim 2,
when the first reversing valve (5) is in the large circulation state, the first reversing valve second interface (52) is communicated with the first reversing valve first interface (51) and the first reversing valve second interface (52) is disconnected with the second reversing valve third interface (63);
when the first reversing valve (5) is in the small circulation state, the first reversing valve second interface (52) is communicated with the first reversing valve third interface (53) and the first reversing valve second interface (52) is disconnected with the first reversing valve first interface (51).
4. The thermal management system of an electric vehicle according to claim 1 or 3, characterized in that the second direction valve (6) has a second direction valve first port (61), a second direction valve second port (62), a second direction valve third port (63), and a second direction valve fourth port (64), the second direction valve first port (61), the second direction valve fourth port (64) are communicated with the motor branch (1), and the second direction valve second port (62), the second direction valve third port (63) are communicated with the battery branch (2).
5. The thermal management system of an electric vehicle of claim 4,
when the second reversing valve (6) is in the series state, the second reversing valve first interface (61) is communicated with the second reversing valve second interface (62), and the second reversing valve third interface (63) is communicated with the second reversing valve fourth interface (64);
when the second reversing valve (6) is in the parallel state, the second reversing valve first interface (61) is communicated with the second reversing valve fourth interface (64), and the second reversing valve second interface (62) is communicated with the second reversing valve third interface (63).
6. The thermal management system of the electric automobile according to claim 1, wherein a secondary water tank (15) is disposed on the motor branch (1), and the secondary water tank (15) is shared by the battery branch (2) and the motor branch (1).
7. The thermal management system of the electric automobile according to claim 1, wherein a motor water pump (11) is disposed on the motor branch (1), and a battery water pump (21) is disposed on the battery branch (2).
8. The thermal management system of an electric vehicle according to claim 1, wherein the heat exchanger (24) is a heat exchanger (24) of an air conditioning system (20) and the heater is a PTC heater (23).
9. The thermal management system of the electric automobile according to claim 1, wherein a motor controller (13) and a power distribution unit (12) are further disposed on the motor branch (1).
10. An electric vehicle characterized by comprising the thermal management system of the electric vehicle according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921488030.6U CN210733893U (en) | 2019-09-06 | 2019-09-06 | Electric automobile's thermal management system and electric automobile that has it |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921488030.6U CN210733893U (en) | 2019-09-06 | 2019-09-06 | Electric automobile's thermal management system and electric automobile that has it |
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| Publication Number | Publication Date |
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| CN210733893U true CN210733893U (en) | 2020-06-12 |
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| CN201921488030.6U Active CN210733893U (en) | 2019-09-06 | 2019-09-06 | Electric automobile's thermal management system and electric automobile that has it |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112238733A (en) * | 2020-10-20 | 2021-01-19 | 中国第一汽车股份有限公司 | Electric automobile heat regulation and control system |
| CN113246686A (en) * | 2021-05-30 | 2021-08-13 | 重庆长安汽车股份有限公司 | Integrated thermal management system of pure electric vehicle and pure electric vehicle |
-
2019
- 2019-09-06 CN CN201921488030.6U patent/CN210733893U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112238733A (en) * | 2020-10-20 | 2021-01-19 | 中国第一汽车股份有限公司 | Electric automobile heat regulation and control system |
| CN113246686A (en) * | 2021-05-30 | 2021-08-13 | 重庆长安汽车股份有限公司 | Integrated thermal management system of pure electric vehicle and pure electric vehicle |
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