WO2022179593A1 - 热管理系统 - Google Patents

热管理系统 Download PDF

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Publication number
WO2022179593A1
WO2022179593A1 PCT/CN2022/077829 CN2022077829W WO2022179593A1 WO 2022179593 A1 WO2022179593 A1 WO 2022179593A1 CN 2022077829 W CN2022077829 W CN 2022077829W WO 2022179593 A1 WO2022179593 A1 WO 2022179593A1
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WO
WIPO (PCT)
Prior art keywords
heat exchanger
interface
port
heat exchange
communicates
Prior art date
Application number
PCT/CN2022/077829
Other languages
English (en)
French (fr)
Inventor
胡选哲
周江峰
Original Assignee
三花控股集团有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN202110218637.8A external-priority patent/CN113173049B/zh
Priority claimed from CN202110218639.7A external-priority patent/CN113173050B/zh
Application filed by 三花控股集团有限公司 filed Critical 三花控股集团有限公司
Priority to EP22758957.9A priority Critical patent/EP4299343A1/en
Publication of WO2022179593A1 publication Critical patent/WO2022179593A1/zh
Priority to US18/238,486 priority patent/US20230398835A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00314—Arrangements permitting a rapid heating of the heating liquid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00928—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising a secondary circuit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00935—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising four way valves for controlling the fluid direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00942—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising a plurality of heat exchangers, e.g. for multi zone heating or cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00949—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising additional heating/cooling sources, e.g. second evaporator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/005—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric storage means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors

Definitions

  • the present application relates to the technical field of thermal management, and in particular, to a thermal management system.
  • the air conditioning system of a vehicle can adjust the ambient temperature in the passenger compartment and thermally manage the battery through thermal management.
  • the related thermal management system includes a refrigerant system and a coolant system. There are multiple throttle valves in the refrigerant system. , the system components are relatively many, and the system structure is relatively complex.
  • the present application provides a thermal management system with a relatively simple structure.
  • a thermal management system includes: a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a first throttling device, and a first flow direction switching device, wherein the first flow direction switching device includes a first flow direction switching device.
  • the thermal management system includes a controller, the thermal management system has a heating mode, the heating mode is executed under the control of the controller, and in the heating mode, the heating mode
  • the first throttling device is in a throttling state, the first flow direction switching device is in the first working state, the outlet of the compressor is in communication with the inlet of the first heat exchanger, and the first heat exchanger
  • the outlet of the first throttling device communicates with the second port of the first throttling device, the first port of the first throttling device communicates with the first interface, the first interface communicates with the second interface, and the The second port communicates with the first port of the second heat exchanger, the second port of the second heat exchanger communicates with the inlet of the compressor, or the first port communicates with the third port
  • the third interface communicates with the first port of the third heat exchange
  • the first interface of the first flow direction switching device in the heating mode, is communicated with the first port of the first throttle device, and the second port of the first throttle device is connected to the first heat exchanger
  • the first port of the second heat exchanger is communicated with the second port
  • the first port of the third heat exchanger is communicated with the second port.
  • the three ports are connected, and both the second heat exchanger and the third heat exchanger can realize the throttling function through the first throttling device, which can reduce the number of parts of the thermal management system and simplify the thermal management system.
  • a control method of a thermal management system comprising a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a first throttling device, a first flow direction switching device and a controller
  • the first flow direction switching device includes a first interface, a second interface and a third interface
  • the first flow direction switching device has a first working state, and in the first working state, the first interface and all at least one of the second interface and the third interface is in communication
  • the controller is configured to execute a control method of the thermal management system, thereby controlling the working state of the thermal management system
  • the control method of the thermal management system includes: the controller controls the thermal management system to enter a heating mode, and in the heating mode, the first throttling device is in a throttling state, and the first flow direction switching device
  • the outlet of the compressor communicates with the inlet of the first heat exchanger
  • the outlet of the first heat exchanger communicates with the second port of the first throttling device
  • the first port of the first throttling device is communicated with the first port
  • the first port is communicated with the second port
  • the second port is communicated with the first port of the second heat exchanger
  • the second port of the second heat exchanger communicates with the inlet of the compressor, or the first port communicates with the third port
  • the third port communicates with the first port of the third heat exchanger.
  • a port is in communication, and a second port of the third heat exchanger is in communication with the inlet of the compressor.
  • the controller controls the thermal management system to operate in a heating mode.
  • the second port of the throttling device is communicated with the outlet of the first heat exchanger, when the first port is communicated with the second port, the first port of the second heat exchanger is communicated with the second port, and the first port is communicated with the third port.
  • the first port of the third heat exchanger is communicated with the third interface, and both the second heat exchanger and the third heat exchanger can realize the throttling function through the first throttling device, which can reduce the thermal management system that needs to be controlled. number of parts, simplifying the control method of the thermal management system.
  • FIG. 1 is a schematic structural diagram of an embodiment of a thermal management system of the present application
  • FIG. 2 is a schematic diagram of a single cooling mode of an embodiment of the thermal management system of the present application
  • FIG. 3 is a schematic diagram of a mixed cooling mode of an embodiment of the thermal management system of the present application.
  • FIG. 4 is a schematic diagram of a battery-only cooling mode according to an embodiment of the thermal management system of the present application
  • FIG. 5 is a schematic diagram of a single heating mode of an embodiment of the thermal management system of the present application.
  • FIG. 6 is a schematic diagram of a waste heat recovery mode of an embodiment of the thermal management system of the present application.
  • FIG. 7 is a schematic diagram of a hybrid heating mode of an embodiment of the thermal management system of the present application.
  • FIG. 8 is a schematic diagram of a rapid heating mode of an embodiment of the thermal management system of the present application.
  • FIG. 9 is a schematic diagram of a first heating and dehumidifying mode of an embodiment of the thermal management system of the present application.
  • FIG. 10 is a schematic diagram of a second heating and dehumidifying mode of an embodiment of the thermal management system of the present application.
  • FIG. 11 is a schematic diagram of a third heating and dehumidifying mode of an embodiment of the thermal management system of the present application.
  • FIG. 12 is a schematic diagram of a battery single thermal mode of an embodiment of the thermal management system of the present application.
  • FIG. 13 is a schematic diagram of a hybrid heating mode of an embodiment of the thermal management system of the present application.
  • FIG. 14 is a schematic diagram of a hybrid heat exchange mode of an embodiment of the thermal management system of the present application.
  • FIG. 15 is a schematic diagram of a heat dissipation mode of an embodiment of the thermal management system of the present application.
  • FIG. 16 is a schematic diagram of a battery heating mode of an embodiment of the thermal management system of the present application.
  • thermal management system of the exemplary embodiment of the present application will be described in detail below with reference to the accompanying drawings.
  • Features in the embodiments and implementations described below may complement each other or be combined with each other without conflict.
  • the thermal management system of the present application can be applied to vehicles, ships, etc. that have relatively closed spaces and need thermal management.
  • the thermal management system of the present application can be applied to electric vehicles.
  • the following embodiments are described by taking the application to a vehicle as an example.
  • the thermal management system includes a compressor 1, a first heat exchanger 101, a second heat exchanger 2, a third heat exchanger 9, and a fourth heat exchanger Heater 102, first throttle device 6, second throttle device 7, third flow direction switching device 3, second flow direction switching device 4, first flow direction switching device 5, first multi-pass device 8, battery heat exchange device 11.
  • the first pump 10 the heating device 12, the air conditioning box 100 and the damper 103.
  • the third heat exchanger 9 includes a first heat exchange part 91 and a second heat exchange part 92, the first heat exchange part 91 and the second heat exchange part 92 can perform heat exchange, and the first heat exchange part 91 and the second heat exchange part Each part 92 is provided with a flow channel, and the flow channel of the first heat exchange part 91 and the flow channel of the second heat exchange part 92 are isolated from each other and do not communicate with each other.
  • the third heat exchanger 9 can be a plate heat exchanger or a shell-and-tube liquid-cooled heat exchanger.
  • the third heat exchanger 9 selects a shell-and-tube heat exchanger, It includes several microchannel flat tubes arranged in parallel, two headers connected to opposite ends of the microchannel flat tubes, and a shell surrounding the microchannel flat tubes and located between the two headers.
  • the circuit connected with the compressor 1 is the refrigerant circuit
  • the circuit connected with the first pump 10 is the cooling liquid circuit
  • the flow channel of the first heat exchange part 91 is used for circulating the refrigerant
  • the flow channel of the second heat exchange part 92 is used for circulating the refrigerant. Channels are used to circulate coolant.
  • the refrigerant can be R134A or carbon dioxide or other heat exchange medium.
  • the cooling liquid may be a substance capable of heat exchange, such as water, oil, or a mixed liquid of water and ethylene glycol, or other mixed liquid capable of heat exchange.
  • the air conditioning box 100 has an internal circulation state and an external circulation state.
  • the inlet of the air conditioning box 100 is connected to the passenger compartment Communication, the outlet of the air-conditioning box 100 is communicated with the passenger compartment, and the air in the passenger compartment is blown into the passenger compartment after heat exchange in the air-conditioning box 100 .
  • the external circulation state the inlet of the air conditioning box 100 communicates with the atmospheric environment, and the outlet of the air conditioning box 100 communicates with the passenger compartment. The air in the atmospheric environment is blown into the passenger compartment after heat exchange in the air conditioning box 100 .
  • the various components of the thermal management system are connected by pipelines to form two major subsystems, namely the refrigerant system and the cooling liquid system.
  • the refrigerant in the refrigerant system and the cooling liquid in the cooling liquid system are isolated from each other and do not circulate.
  • the flow channel of the hot part 91 is connected to the refrigerant system, and the flow channel of the second heat exchange part 92 is connected to the cooling liquid system.
  • the flow channel of the first heat exchange part 91 is connected to the refrigerant system” mentioned here means that the refrigerant in the refrigerant system can flow into and out of the flow channel of the first heat exchange part 91, the first The heat exchange part 91 can be connected with components in the refrigerant system through pipelines, and forms a circuit after being connected through pipelines when the thermal management system is working.
  • the flow channel of the second heat exchange part 92 is connected to the cooling liquid system
  • the cooling liquid in the cooling liquid system can flow into and out of the flow channel of the second heat exchange part 92, and the second heat exchange part 92 can It is connected with the components in the coolant system through pipelines, and forms a circuit after being connected through pipelines when the thermal management system works.
  • the refrigerant system includes: a compressor 1, a first heat exchanger 101, a second heat exchanger 2, a first heat exchange part 91 of a third heat exchanger 9, a fourth heat exchanger 102, a first heat exchanger Throttle device 6, second throttle device 7, third flow direction switching device 3, second flow direction switching device 4, first flow direction switching device 5, first multi-pass device 8, the above components can be directly connected to each other , can also be indirectly connected through pipelines or valves.
  • the first heat exchanger 101 and the fourth heat exchanger 102 are disposed in the air conditioning box 100, and both the first heat exchanger 101 and the fourth heat exchanger 102 can directly exchange heat with the air flow of the passenger compartment , wherein the fourth heat exchanger 102 is arranged on the windward side of the first heat exchanger 101 .
  • a damper 103 is provided between the first heat exchanger 101 and the fourth heat exchanger 102. The damper 103 is used to control the amount of air flowing through the first heat exchanger 101.
  • the damper 103 has an open state and a closed state.
  • the air can flow through the first heat exchanger 101, and the first heat exchanger 101 can exchange heat with the air flow in the passenger compartment to adjust the opening of the damper 103, thereby adjusting the air volume flowing through the first heat exchanger 101; when the damper 103 When closed, air does not flow through the first heat exchanger 101 .
  • the second heat exchanger 2 and the third heat exchanger 9 are arranged outside the air-conditioning box 100, the second heat exchanger 2 can exchange heat with the atmospheric environment, and the third heat exchanger 9 can realize the heat exchange between the refrigerant and the cooling liquid .
  • the third heat exchanger 9 can choose a plate heat exchanger or other liquid-cooled heat exchanger, and the first heat exchanger 101, the second heat exchanger 2 and the fourth heat exchanger 102 can choose the air-cooled heat exchanger according to the needs. type, which is not limited in this application.
  • the third flow direction switching device 3 includes a ninth interface 31 , a tenth interface 32 , an eleventh interface 33 and a twelfth interface 34 , and the third flow direction switching device 3 has a first working mode and a second working mode , in the first working mode, the ninth interface 31 communicates with the tenth interface 32, and the eleventh interface 33 communicates with the twelfth interface 34; in the second working mode, the ninth interface 31 communicates with the twelfth interface 34 , the tenth interface 32 communicates with the eleventh interface 33 .
  • the third flow direction switching device 3 may be a four-way valve, or may be a combination of multiple valve components.
  • the second flow direction switching device 4 includes a fifth interface 41, a sixth interface 42, a seventh interface 43 and an eighth interface 44.
  • the second flow direction switching device 4 has a first working mode and a second working mode. In the first working mode , the fifth interface 41 communicates with the sixth interface 42, the seventh interface 43 communicates with the eighth interface 44, in the second working mode, the fifth interface 41 communicates with the eighth interface 44, and the sixth interface 42 communicates with the seventh interface 43 Connected or not connected. It should be understood that, according to the different structural design of the second flow direction switching device 4, in the second working mode, the sixth interface 42 and the seventh interface 43 may be connected or disconnected. In this embodiment, in the second working mode Next, the sixth interface 42 is not in communication with the seventh interface 43 .
  • the second flow direction switching device 4 may be a four-way valve, or may be a combination of multiple valve components.
  • the first flow direction switching device 5 includes a first interface 51, a second interface 52, a third interface 53 and a fourth interface 54.
  • the first flow direction switching device 5 has a first working state and a second working state. In the first working state , according to the requirements of the thermal management system, the first interface 51 is in communication with at least one of the second interface 52 and the third interface 53, and in the second working state, the first interface 51 is in communication with the third interface 53, and the second interface 52 It communicates with the fourth interface 54 .
  • the first flow direction switching device 5 may be a four-way valve, or may be a combination of multiple valve components.
  • the first multi-pass device 8 includes a first connection port 81, a second connection port 82 and a third connection port 83.
  • the first multi-pass device 8 includes a working state and a non-working state, and the first multi-pass device 8 is in a non-working state.
  • the first connection port 81, the second connection port 82 and the third connection port 83 are not connected to each other, when the first multi-pass device 8 is in the working state, according to the requirements of the thermal management system, the first connection port 81 and the second connection port 81 are not connected to each other.
  • At least one of the connection port 82 and the third connection port 83 communicates.
  • the first multi-way device 8 is a three-way valve or a combination of multiple valve parts.
  • the outlet of the compressor 1 can communicate with the inlet of the first heat exchanger 101
  • the outlet of the first heat exchanger 101 can communicate with the ninth port 31, and the tenth port 32 can communicate with the eighth port 44 can communicate with each other
  • the eleventh port 33 can communicate with the inlet of the compressor 1
  • the twelfth port 34 can communicate with the first connection port 81 .
  • the fifth interface 41 can communicate with the second port of the second heat exchanger 2
  • the sixth interface 42 can communicate with the second connection port 82
  • the seventh interface 43 can communicate with the second port and the second section of the first throttle device 6 .
  • the inlet of the flow device 7 can communicate.
  • the first port 51 can communicate with the first port of the first throttle device 6
  • the second port 52 can communicate with the first port of the second heat exchanger 2
  • the third port 53 can communicate with the first port of the first heat exchange part 91 .
  • the ports can communicate, and the fourth interface 54 can communicate with the second port of the first throttle device 6 and the inlet of the second throttle device 7 .
  • the second port of the first heat exchange portion 91 and the third connection port 83 can communicate with each other.
  • the outlet of the second throttle device 7 can communicate with the inlet of the fourth heat exchanger 102
  • the outlet of the fourth heat exchanger 102 can communicate with the inlet of the compressor 1 .
  • the first throttling device 6 has at least a throttling state and a cut-off state, and the first throttling device 6 has a bidirectional throttling function.
  • the functions of throttling and cut-off are sufficient, which are not limited in this application.
  • the second throttling device 7 at least has a throttling state, an on state and a cut-off state.
  • the second throttling device 7 is an electronic expansion valve.
  • a gas-liquid separator 21 may be provided before the inlet of the compressor 1 to separate the refrigerant before entering the compressor 1 from gas and liquid, and store the liquid refrigerant in the gas-liquid separator 21 , while the low-temperature and low-pressure gaseous refrigerant enters the compressor 1 and is re-compressed, thereby realizing the recycling of the refrigerant, which can reduce the possibility of liquid hammer in the compressor 1 .
  • the gas-liquid separator 21 may not be provided.
  • the following thermal management system is described by taking the gas-liquid separator 21 not provided as an example.
  • the cooling liquid system includes: a first pump 10 , a second pump 15 , a battery heat exchange device 11 , a motor heat exchange device 18 , a heating device 12 , a second heat exchange part 92 of the third heat exchanger 9 ,
  • the fifth heat exchanger 16 , the second multi-pass device 13 , the third multi-pass device 19 , and the fourth multi-pass device 14 may be directly connected to each other, or may be indirectly connected through pipelines or valves.
  • the fifth heat exchanger 16 performs heat exchange with the atmospheric environment.
  • the fifth heat exchanger 16 may be of an air-cooled heat exchanger type as required, which is not limited in this application.
  • the battery heat exchange device 11 is used to realize the heat exchange between the battery components and the cooling liquid, and to perform thermal management on the battery components.
  • the motor heat exchange device 18 is used to realize heat exchange between the motor components and the cooling liquid, and to perform thermal management on the motor components.
  • the heating device 12 is used to heat the cooling liquid and is turned on or off according to the needs of the thermal management system.
  • the first pump 10 and the second pump 15 are water pumps, which are used to provide power for the circulating flow of the cooling liquid circuit.
  • the coolant system includes a first bypass branch and a second bypass branch.
  • the first bypass branch is connected in parallel with the battery heat exchange device 11 , and one end of the first bypass branch and one end of the battery heat exchange device 11 can be communicated with the second multi-pass device 13 respectively.
  • the battery heat exchange device 11 is connected to the cooling liquid circuit, or the first bypass branch is selected to be connected to the cooling liquid circuit.
  • the second bypass branch is connected in parallel with the fifth heat exchanger 16 , and one end of the second bypass branch and one end of the fifth heat exchanger 16 can be respectively communicated with the third multi-pass device 19 , through the third multi-pass device 19
  • the fifth heat exchanger 16 is selected to be connected to the cooling liquid circuit, or the second bypass branch is selected to be connected to the cooling liquid circuit.
  • the first bypass branch and the second bypass branch are respectively a pipeline.
  • the second multi-channel device 13 includes a fourth connection port 131 , a fifth connection port 132 and a sixth connection port 133 .
  • the fifth connection port 132 is among the sixth connection port 133 and the fourth connection port 131 . at least one of the connections.
  • the third multi-channel device 19 includes a seventh connection port 191 , an eighth connection port 192 and a ninth connection port 193 .
  • the ninth connection port 193 is among the seventh connection port 191 and the eighth connection port 192 . at least one of the connections.
  • the second multi-way device 13 is a three-way valve or a combination of multiple valve parts.
  • the third multi-way device 19 is a three-way valve or a combination of multiple valve parts.
  • the fourth multi-way device 14 includes a tenth connection port 141 , an eleventh connection port 142 , a twelfth connection port 143 and a thirteenth connection port 144 , and the fourth multi-way device 14 has a first connection state and a second connection state , in the first connection state, the tenth connection port 141 communicates with the eleventh connection port 142, the twelfth connection port 143 communicates with the thirteenth connection port 144, and in the second connection state, the tenth connection port 141 communicates with The thirteenth connection port 144 communicates with each other, and the eleventh connection port 142 communicates with the twelfth connection port 143 .
  • the fourth multi-way device 14 is a four-way valve or a combination of multiple valve parts.
  • the cooling liquid system includes a first pipeline and a second pipeline.
  • One port of the first pipeline can communicate with the thirteenth connection port 144
  • another port of the first pipeline can communicate with the twelfth connection port 143
  • one port of the second pipeline can communicate with the twelfth connection port 143 .
  • the port can communicate with the tenth connection port 141
  • the other port of the second pipeline communicates with the eleventh connection port 142 .
  • the circuit formed by the pipeline is not connected with the circuit formed by the second pipeline; when the fourth multi-pass device 14 is in the second connection state, the first pipeline and the second pipeline are connected in series through the fourth multi-pass device 14 to form a In the cooling liquid circuit, the first pipeline and the second pipeline can communicate with each other through the fourth multi-pass device 14 .
  • the first pipeline includes the first pump 10, the second heat exchange part 92, the heating device 12, the battery heat exchange device 11, the second multi-pass device 13 and the first bypass branch. It can be directly connected or indirectly connected through pipelines or valves.
  • the second pipeline includes the second pump 15, the motor heat exchange device 18, the fifth heat exchanger 16, the third multi-pass device 19 and the second bypass branch. Road or valve indirect connection.
  • the first pump 10, the second heat exchange part 92 and the heating device 12 are connected in sequence, the inlet of the first pump 10 can communicate with the thirteenth connection port 144, and the fifth connection port 132 is connected with the thirteenth connection port 144.
  • the twelve connection ports 143 can communicate.
  • One port of the battery heat exchange device 11 can communicate with the fourth connection port 131 , and another port of the battery heat exchange device 11 can communicate with the heating device 12 .
  • One port of the first bypass branch can communicate with the sixth connection port 133 , and the other port of the first bypass branch can communicate with the heating device 12 .
  • One port of the motor heat exchange device 18 can communicate with the eleventh connection port 142 , and another port of the motor heat exchange device 18 can communicate with the ninth connection port 193 .
  • One port of the second bypass branch can communicate with the inlet of the second pump 15 , and the other port of the second bypass branch can communicate with the seventh connection port 191 .
  • One port of the fifth heat exchanger 16 can communicate with the inlet of the second pump 15 , the other port of the fifth heat exchanger 16 can communicate with the eighth connection port 192 , and the outlet of the second pump 15 can communicate with the tenth connection port 141 able to connect.
  • the second heat exchanger 2 and the fifth heat exchanger 16 form a front-end module, and the front-end module can be arranged near the front air intake grille of the vehicle to facilitate heat exchange with the atmospheric environment.
  • the fifth heat exchanger 16 is arranged on the windward side of the second heat exchanger 2 .
  • the front-end module further includes a fan assembly 20, the fan assembly 20 makes the air flow through the surface of the fifth heat exchanger 16 and the surface of the second heat exchanger 2 in sequence, and can improve the second heat exchanger 2 and the fifth heat exchange The heat exchange capacity of the device 16.
  • the second pipeline also includes other devices 17 to be cooled, such as inverters, chargers, etc., which are arranged in the second pipeline to dissipate heat through the fifth heat exchanger 16 , It can also be cooled by the second heat exchange portion 92 to improve the thermal management capability of the vehicle components.
  • other devices 17 to be cooled such as inverters, chargers, etc., which are arranged in the second pipeline to dissipate heat through the fifth heat exchanger 16 , It can also be cooled by the second heat exchange portion 92 to improve the thermal management capability of the vehicle components.
  • the thermal management system includes a cooling mode.
  • the cooling mode When the ambient temperature is high and the passenger compartment has a cooling demand and/or a battery assembly has a cooling demand, the cooling mode is turned on. At this time, the damper 103 is closed and the air does not flow. Through the first heat exchanger 101, the first heat exchanger 101 does not participate in heat exchange.
  • the cooling modes include single cooling mode, battery single cooling mode and mixed cooling mode. Among them, the single cooling mode can realize the independent cooling of the passenger compartment, the battery single cooling mode can realize the independent cooling of the battery components, and the mixed cooling mode can realize the passenger compartment and the passenger compartment at the same time. Cooling of battery packs.
  • the thermal management system In mid-high temperature and high temperature environment in summer, the passenger compartment needs to be cooled, but when the battery has no thermal management requirements, the thermal management system is in single cooling mode. 2, in the single cooling mode, the third flow direction switching device 3 is in the first working mode, the second flow direction switching device 4 is in the second working mode, the first flow direction switching device 5 is in the second working state, and the first throttling The device 6 is in an off state, the second throttle device 7 is in a throttle state, and the first multi-pass device 8 is in a non-working state.
  • the first pump 10 stops working, the second pump 15 provides power for the cooling liquid circuit, the second multi-channel device 13 is in a non-working state, the eighth connection port 192 of the third multi-channel device 19 is communicated with the ninth connection port 193, the first The four-way device 14 is in the first connection state.
  • the second pump 15, the fourth multi-pass device 14, the motor heat exchange device 18, the third multi-pass device 19, the fifth heat exchanger 16, and the second pump 15 are connected in sequence to form a cooling liquid circuit.
  • the circulating flow of the liquid brings the heat of the motor assembly to the fifth heat exchanger 16 and releases it into the atmospheric environment to achieve cooling of the motor assembly.
  • the compressor 1 In the refrigerant system, the compressor 1 , the first heat exchanger 101 , the third flow direction switching device 3 , the second flow direction switching device 4 , the second heat exchanger 2 , the first flow direction switching device 5 , and the second throttling device 7
  • the fourth heat exchanger 102 and the compressor 1 are connected in sequence to form a refrigerant circuit, the second heat exchanger 2 is used as a condenser, and the fourth heat exchanger 102 is used as an evaporator.
  • the compressor 1 compresses the low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant, and the high-temperature and high-pressure refrigerant flows through the first heat exchanger 101 without heating Exchange, and then flow through the third flow direction switching device 3 and the second flow direction switching device 4, and then exchange heat with the atmospheric environment in the second heat exchanger 2, the refrigerant releases heat, and the released heat is carried by the air flow to the outside ambient air In the process, the refrigerant undergoes a phase change and condenses into a liquid or gas-liquid two-phase refrigerant.
  • the refrigerant flows out of the second heat exchanger 2, flows through the first flow direction switching device 5, and then is throttled by the second throttling device 7 to reduce the temperature and pressure to become a low-temperature and low-pressure refrigerant.
  • the low-temperature and low-pressure refrigerant enters the fourth heat exchanger 102, absorbs the heat of the surrounding air in the fourth heat exchanger 102, and reduces the temperature of the air around the fourth heat exchanger 102. Under the action of the air flow, the cold air It enters the grille air duct (not shown in the figure) and is sent into the passenger compartment to reduce the temperature of the passenger compartment and realize the function of cooling the passenger compartment.
  • the refrigerant undergoes a phase change and most of it evaporates into a low-temperature and low-pressure gaseous refrigerant, which flows back into the compressor 1, and so on.
  • the damper 103 at a certain angle can be opened, so that the air cooled by the fourth heat exchanger 102 flows through the first heat exchanger After the heat exchanger 101 flows through the first heat exchanger 101, the temperature of the air increases, so that the temperature of the air sent into the passenger compartment is appropriate.
  • the thermal management system is in a mixed cooling mode when both the passenger compartment and the battery components need to be cooled in mid-to-high and high-temperature environments in summer. 3, in the mixed cooling mode, the third flow direction switching device 3 is in the first working mode, the second flow direction switching device 4 is in the second working mode, the first flow direction switching device 5 is in the second working state, and the first throttle The device 6 is in a throttling state, the second throttling device 7 is in a throttling state, and the first connection port 81 of the first multi-pass device 8 communicates with the third connection port 83 .
  • the fourth connection port 131 of the second multi-way device 13 is in communication with the fifth connection port 132
  • the eighth connection port 192 of the third multi-way device 19 is in communication with the ninth connection port 193
  • the fourth multi-way device 14 is in the first connection
  • the first pump 10 and the second pump 15 respectively provide power for the flow of the cooling liquid circuit
  • the heating device 12 is not turned on and only serves as a pipeline.
  • the first pump 10, the second heat exchange part 92, the heating device 12, the battery heat exchange device 11, the second multi-pass device 13, the fourth multi-pass device 14, and the first pump 10 are connected in sequence to form a cooling system.
  • the liquid circuit cools the battery assembly through the second heat exchange part 92 .
  • the second pump 15 , the fourth multi-pass device 14 , the motor heat exchange device 18 , the third multi-pass device 19 , the fifth heat exchanger 16 , and the second pump 15 are connected in sequence to form another cooling liquid circuit, and through the fifth heat exchange
  • the cooler 16 cools the motor components.
  • the fourth multi-pass device 14 can be set to the second connection state, and the third multi-pass device 19 can be adjusted to the seventh connection port 191 . It communicates with the ninth connection port 193 , and cools the motor assembly and the battery assembly through the second heat exchange part 92 .
  • the compressor 1 , the first heat exchanger 101 , the third flow direction switching device 3 , the second flow direction switching device 4 , the second heat exchanger 2 , the first flow direction switching device 5 , and the second throttling device 7 , the fourth heat exchanger 102, and the compressor 1 are sequentially connected to form a refrigerant circuit, and the compressor 1, the first heat exchanger 101, the third flow direction switching device 3, the second flow direction switching device 4, and the second heat exchanger 2 , the first flow direction switching device 5, the first throttling device 6, the first flow direction switching device 5, the first heat exchange part 91, the first multi-pass device 8, the third flow direction switching device 3, and the compressor 1 are connected in sequence to form refrigeration agent circuit.
  • the second heat exchanger 2 serves as a condenser
  • the third heat exchanger 9 and the fourth heat exchanger 102 serve as evaporators.
  • the mixed cooling mode compared with the single cooling mode, after the refrigerant flows through the first flow direction switching device 5 for the first time, it is divided into two paths, and one path passes through the second throttling device 7 sections. After flowing into the fourth heat exchanger 102, the heat of the surrounding air is absorbed in the fourth heat exchanger 102 to realize the function of cooling the passenger compartment. After the other path is throttled by the first throttling device 6 , it flows through the first flow direction switching device 5 again and then enters the first heat exchange part 91 .
  • the refrigerant in the first heat exchange part 91 and The cooling liquid in the second heat exchange part 92 performs heat exchange, the temperature of the cooling liquid is lowered, and the function of cooling the battery assembly is realized through the circulating flow of the cooling liquid.
  • the refrigerant flowing out of the fourth heat exchanger 102 flows back into the compressor 1 , and the refrigerant flowing out from the first heat exchange part 91 flows through the first multi-pass device 8 and the third flow direction switching device 3 in sequence, and then flows back into the compressor 1 , and so on.
  • the refrigerant flowing out of the fourth heat exchanger 102 and the refrigerant flowing out from the first heat exchange part 91 may be combined and then returned to the compressor 1 together.
  • the thermal management system is in the battery-only cooling mode.
  • the third flow direction switching device 3 is in the first working mode
  • the second flow direction switching device 4 is in the second working mode
  • the first flow direction switching device 5 is in the second working state
  • the first flow direction switching device 5 is in the second working state.
  • the flow device 6 is in a throttle state
  • the second throttle device 7 is in a cut-off state
  • the first connection port 81 of the first multi-pass device 8 communicates with the third connection port 83 .
  • the working principle of the coolant system is the same as the working principle of the coolant system in the mixed cooling mode. You can refer to the related description of the mixed cooling mode, which will not be repeated here.
  • the compressor 1 In the refrigerant system, the compressor 1 , the first heat exchanger 101 , the third flow direction switching device 3 , the second flow direction switching device 4 , the second heat exchanger 2 , the first flow direction switching device 5 , and the first throttle device 6
  • the first flow direction switching device 5 , the first heat exchange part 91 , the first multi-pass device 8 , the third flow direction switching device 3 , and the compressor 1 are connected in sequence to form a refrigerant circuit.
  • the second heat exchanger 2 serves as a condenser and the third heat exchanger 9 serves as an evaporator.
  • the refrigerant in the first heat exchange part 91 flows through the first multi-pass device 8 and the third flow direction switching device 3 in sequence, and then flows back into the compressor 1 , and circulates in this manner.
  • the heat exchange capacity of the second heat exchanger 2 may be insufficient.
  • the damper 103 can be opened, and the air conditioning box 100 can be set to the external circulation state.
  • the first heat exchanger Both 101 and the second heat exchanger 2 function as condensers, thereby ensuring the cooling capacity of the third heat exchanger 9 .
  • the thermal management system includes a heating mode.
  • the heating mode When the ambient temperature is low and the passenger compartment needs to be heated, the heating mode is turned on. At this time, the damper 103 is opened and the first heat exchanger 101 is used as a condenser.
  • the heating modes include single heating mode, waste heat recovery mode, mixed heating mode and rapid heating mode. Single heating mode, waste heat recovery mode, mixed heating mode and rapid heating mode can all meet the heating needs of the passenger compartment.
  • the second heat exchanger 2 is used as the evaporator in the single heating mode
  • only the third heat exchanger 9 is used as the evaporator in the waste heat recovery mode and the rapid heating mode
  • the second heat exchanger 2 and the first heat exchanger 9 are used as the evaporator in the mixed heating mode. All three heat exchangers 9 are used as evaporators.
  • the thermal management system is in the heating-only mode when the battery module has no thermal management requirements.
  • the third flow direction switching device 3 is in the first working mode
  • the second flow direction switching device 4 is in the first working mode
  • the first flow direction switching device 5 is in the first working state
  • the first The interface 51 is only communicated with the second interface 52
  • the first throttling device 6 is in a throttling state
  • the second throttling device 7 is in an off state
  • the first connection port 81 of the first multi-pass device 8 is in communication with the second connection port 82 .
  • the state of the coolant system is adjusted according to the thermal management requirements of the battery components and motor components.
  • the first pump 10 and the second pump 15 are turned off, and the cooling liquid system does not work.
  • the fourth multi-pass device 14 can be in the first connection state, the first pump 10 , the second heat exchange part 92 , the heating device 12 , the battery heat exchange device 11 , and the second multi-pass device 13
  • the fourth multi-pass device 14 and the first pump 10 are connected in sequence to form a cooling liquid circuit, wherein the heating device 12 is turned on for heating the cooling liquid, the first pump 10 provides power for the flow of the cooling liquid circuit, and the second pump 15 is turned off, The battery assembly is heated by the heating device 12 .
  • the fourth multi-pass device 14 can also be placed in the second connection state, and the fourth connection port 131 of the second multi-pass device 13 is communicated with the fifth connection port 132, and the fourth multi-pass device 14 is in the second connection state.
  • the seventh connection port 191 of the three-way device 19 communicates with the ninth connection port 193, and at least one of the first pump 10 and the second pump 15 provides power for the coolant circuit.
  • the second pump 15, the fourth multi-pass device 14, and the first pump 10 are connected in sequence to form a cooling liquid circuit, and the battery assembly is heated by the excess heat of the motor assembly through the circulating flow of the cooling liquid. If the residual heat of the motor assembly is not enough, the heating device 12 can also be turned on for auxiliary heat.
  • the compressor 1 In the refrigerant system, the compressor 1 , the first heat exchanger 101 , the third flow direction switching device 3 , the second flow direction switching device 4 , the first throttling device 6 , the first flow direction switching device 5 , and the second heat exchanger 2
  • the second flow direction switching device 4 , the first multi-pass device 8 , the third flow direction switching device 3 , and the compressor 1 are connected in sequence to form a refrigerant circuit.
  • the first heat exchanger 101 serves as a condenser
  • the second heat exchanger 2 serves as an evaporator.
  • the compressor 1 compresses the low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant, and the high-temperature and high-pressure refrigerant flows into the first heat exchanger 101, and the first heat exchanger
  • the refrigerant in the heat exchanger 101 heats the surrounding air, so that the temperature of the air around the first heat exchanger 101 increases. It is sent into the passenger compartment to increase the temperature of the passenger compartment and realize the function of heating the passenger compartment.
  • the refrigerant flows out of the first heat exchanger 101, flows through the third flow direction switching device 3 and the second flow direction switching device 4 in sequence, and then is throttled by the first throttling device 6 to reduce the temperature and pressure to become a low temperature and low pressure refrigerant.
  • the low-temperature and low-pressure refrigerant flows through the first flow direction switching device 5 and then enters the second heat exchanger 2, where it exchanges heat with the atmospheric environment, and the refrigerant undergoes a phase change and most of it evaporates into low-temperature and low-pressure refrigerant. gaseous refrigerant.
  • the refrigerant flowing out of the second heat exchanger 2 sequentially flows through the second flow direction switching device 4 , the first multi-pass device 8 and the third flow direction switching device 3 , and then flows back into the compressor 1 , and circulates in this manner.
  • the second heat exchanger 2 is not easy to form frost and is suitable for use as an evaporator, and the second heat exchanger 2 is used as an evaporator to make full use of the heat of the atmospheric environment, which is conducive to energy saving.
  • the thermal management system is in the residual heat recovery mode.
  • the third flow direction switching device 3 is in the first working mode
  • the second flow direction switching device 4 is in the first working mode
  • the first flow direction switching device 5 is in the first working state and the first interface 51 Only communicated with the third interface 53
  • the first throttle device 6 is in a throttle state
  • the second throttle device 7 is in a cutoff state
  • the first connection port 81 of the first multi-pass device 8 communicates with the third connection port 83 .
  • the fourth connection port 131 of the second multi-way device 13 is in communication with the fifth connection port 132
  • the seventh connection port 191 of the third multi-way device 19 is in communication with the ninth connection port 193
  • the fourth multi-way device 14 is in the second connection state, at least one of the first pump 10 and the second pump 15 powers the coolant circuit.
  • the first pump 10 the second heat exchange part 92, the heating device 12, the battery heat exchange device 11, the second multi-pass device 13, the fourth multi-pass device 14, the motor heat exchange device 18, the third multi-pass device
  • the second heat exchange part 92 recovers the waste heat of the battery assembly and the motor assembly through the circulation of the cooling liquid, and the second heat exchange part 92 At the same time, the temperature of the battery assembly and the motor assembly is lowered, so that the battery assembly and the motor assembly are at a suitable temperature.
  • the opening ratio of the second multi-pass device 13 can be adjusted so that the fourth connection port 131 is connected to the fifth connection port 132 and the sixth connection port 133, and part of the cooling liquid flows through The first bypass branch does not exchange heat with the battery assembly, or the fifth connection port 132 is only communicated with the sixth connection port 133, and the cooling liquid does not exchange heat with the battery assembly.
  • the compressor 1 In the refrigerant system, the compressor 1 , the first heat exchanger 101 , the third flow direction switching device 3 , the second flow direction switching device 4 , the first expansion device 6 , the first flow direction switching device 5 , and the first heat exchange unit 91 , the first multi-pass device 8, the third flow direction switching device 3, and the compressor 1 are connected in sequence to form a refrigerant circuit.
  • the first heat exchanger 101 serves as a condenser
  • the third heat exchanger 9 serves as an evaporator.
  • the compressor 1 compresses the low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant, and the high-temperature and high-pressure refrigerant flows into the first heat exchanger 101, and the first heat exchange
  • the refrigerant in the heat exchanger 101 heats the surrounding air, thereby increasing the temperature of the air surrounding the first heat exchanger 101.
  • the hot air enters the grille air duct (not shown in the figure) and is sent to Enter the passenger compartment, increase the temperature of the passenger compartment, and realize the function of heating the passenger compartment.
  • the refrigerant flows out of the first heat exchanger 101, flows through the third flow direction switching device 3 and the second flow direction switching device 4 in sequence, and then is throttled by the first throttling device 6 to reduce the temperature and pressure to become a low temperature and low pressure refrigerant.
  • the low-temperature and low-pressure refrigerant flows through the first flow direction switching device 5 and then enters the first heat exchange part 91 .
  • the refrigerant in the first heat exchange part 91 and the cooling liquid in the second heat exchange part 92 After heat exchange, the refrigerant undergoes a phase change and most of it evaporates into a low temperature and low pressure gaseous refrigerant.
  • the refrigerant flowing out of the first heat exchange portion 91 flows through the first multi-pass device 8 and the third flow direction switching device 3 in sequence, and then flows back into the compressor 1, and circulates in this manner.
  • the second heat exchanger 2 is prone to frost and is not suitable for use as an evaporator.
  • the third heat exchanger 9 is used as an evaporator to recycle the excess heat of the motor components and battery components.
  • the function of waste heat recovery is realized, which is beneficial to energy saving and improvement of the problem of frosting of the second heat exchanger 2 .
  • the thermal management system is in a hybrid heating mode. 7 , in the hybrid heating mode, the third flow direction switching device 3 is in the first working mode, the second flow direction switching device 4 is in the first working mode, the first flow direction switching device 5 is in the first working state and the first interface 51 is in communication with the second interface 52 and the third interface 53, the first throttling device 6 is in a throttling state, the second throttling device 7 is in an off state, and the first connection port 81 of the first multi-pass device 8 is connected to the second Both the connection port 82 and the third connection port 83 communicate with each other.
  • the working principle of the cooling liquid system is the same as that of the cooling liquid system in the waste heat recovery mode. You can refer to the relevant description of the cooling liquid system in the waste heat recovery mode, which will not be repeated here.
  • the compressor 1 , the first heat exchanger 101 , the third flow direction switching device 3 , the second flow direction switching device 4 , the first expansion device 6 , the first flow direction switching device 5 , and the first heat exchange unit 91 , the first multi-pass device 8, the third flow direction switching device 3, and the compressor 1 are connected in sequence to form a refrigerant circuit.
  • the switching device 4 , the first multi-pass device 8 , the third flow direction switching device 3 , and the compressor 1 are connected in sequence to form a refrigerant circuit.
  • the first heat exchanger 101 serves as a condenser
  • the second heat exchanger 2 and the third heat exchanger 9 serve as evaporators.
  • the refrigerant throttled by the first throttling device 6 is divided into two paths through the first flow direction switching device 5 , and one path enters the The second heat exchanger 2 exchanges heat with the atmospheric environment in the second heat exchanger 2 .
  • the other path enters the first heat exchange part 91 , and in the third heat exchanger 9 , the refrigerant in the first heat exchange part 91 exchanges heat with the cooling liquid in the second heat exchange part 92 .
  • the refrigerant flowing out of the second heat exchanger 2 flows through the second flow direction switching device 4, it merges with the refrigerant flowing out from the first heat exchange part 91 through the first multi-pass device 8, and the combined refrigerant flows through the first multi-pass device 8. After the three-flow direction switching device 3, it flows back into the compressor 1, and the cycle is repeated in this way.
  • the refrigerant flowing from the second heat exchanger 2 and the refrigerant flowing from the first heat exchange part 91 can be directly merged into the third flow direction switching device 3 or the compressor 1 .
  • the opening ratio of the first multi-pass device 8 can be adjusted according to the ambient temperature and humidity and the thermal management requirements of the battery components, and the ambient temperature of the atmosphere and the temperature of the cooling liquid can be reasonably applied to realize the economical and efficient thermal management system. run.
  • the thermal management system is in rapid heating mode. 8 , in the rapid heating mode, the third flow direction switching device 3 is in the first working mode, the second flow direction switching device 4 is in the first working mode, the first flow direction switching device 5 is in the first working state and the first interface 51 communicates with the third interface 53 , the first throttle device 6 is in a throttle state, the second throttle device 7 is in an off state, and the first connection port 81 of the first multi-pass device 8 communicates with the third connection port 83 .
  • the fifth connection port 132 of the second multi-way device 13 communicates with the sixth connection port 133, the fourth multi-way device 14 is in the first connection state, the first pump 10 provides power for the coolant circuit, and the second pump 15 is turned off.
  • the first pump 10, the second heat exchange part 92, the heating device 12, the first bypass branch, the second multi-pass device 13, and the first pump 10 are connected in sequence to form a cooling liquid circuit, and the heating device 12 is turned on.
  • the second heat exchange part 92 absorbs the heat provided by the heating device 12 through the circulating flow of the cooling liquid.
  • the compressor 1 , the first heat exchanger 101 , the third flow direction switching device 3 , the second flow direction switching device 4 , the first expansion device 6 , the first flow direction switching device 5 , and the first heat exchange unit 91 , the first multi-pass device 8, the third flow direction switching device 3, and the compressor 1 are connected in sequence to form a refrigerant circuit.
  • the first heat exchanger 101 serves as a condenser
  • the third heat exchanger 9 serves as an evaporator.
  • the working principle of the refrigerant system is the same as that of the refrigerant system in the waste heat recovery mode. You can refer to the relevant description of the refrigerant system in the waste heat recovery mode, which will not be repeated here.
  • the opening ratio of the second multi-pass device 13 can be adjusted so that the cooling liquid heated by the heating device 12 at least partially flows through the battery heat exchange device 11, thereby realizing the heating of the battery assembly.
  • the state of the fourth multi-pass device 14 can be adjusted so that the cooling liquid heated by the heating device 12 can flow through the motor heat exchange device 18 to realize the heating of the motor assembly.
  • the first throttling device 6 is used as the throttling element, that is, the second heat exchanger 2 and the third heat exchange in the heating mode
  • the device 9 shares a throttling element, which can reduce the number of components of the thermal management system and simplify the structure of the thermal management system.
  • the second heat exchanger 2 and the third heat exchanger 9 are connected in parallel, and the flow through the second heat exchanger 2 and the third heat exchanger can be adjusted according to the ambient temperature and humidity, the state of the battery assembly and the motor assembly.
  • the thermal management system includes a heating and dehumidification mode.
  • a heating and dehumidification mode When the ambient temperature is low and the humidity is high, the passenger compartment needs to be heated and dehumidified, and the heating and dehumidification mode is turned on.
  • the heat exchanger 101 is used as a condenser, and the air-conditioning box 100 is in an internal circulation state.
  • the heating and dehumidifying mode includes a first heating and dehumidifying mode, a second heating and dehumidifying mode, and a third heating and dehumidifying mode. The heating and dehumidification needs of the cabin.
  • the first heating and dehumidifying mode is the vehicle internal circulation mode, that is, the first heat exchanger 101 is used as a condenser, and the fourth heat exchanger 102 is used as an evaporator.
  • the second heating and dehumidification mode uses the third heat exchanger 9 to cool the battery components on the basis of the circulation mode in the whole vehicle, which not only realizes the heating and dehumidification function but also takes into account the thermal management of the battery, and can also improve the heating and dehumidifying performance. Effect.
  • the third heating and dehumidification mode uses the second heat exchanger 2 on the basis of the vehicle interior circulation mode to utilize the temperature of the atmospheric environment to improve the effect of heating and dehumidification.
  • the thermal management system In an extremely low temperature environment, the passenger compartment needs heating and dehumidification, and when there is no heat available in the atmospheric environment and the coolant circuit, the thermal management system is in the first heating and dehumidification mode.
  • the third flow direction switching device 3 in the first working mode
  • the second flow direction switching device 4 is in the first working mode
  • the first flow direction switching device 5 and the first multi-pass device 8 In the non-working state, the first throttling device 6 is in the cut-off state, and the second throttling device 7 is in the throttling state.
  • the working principle of the cooling liquid system In the first heating and dehumidification mode, the working principle of the cooling liquid system is the same as that of the cooling liquid system in the single heating mode. The state of the cooling liquid system is adjusted according to the thermal management requirements of the battery components and motor components. The relevant description of the heating mode will not be repeated here.
  • the compressor 1, the first heat exchanger 101, the third flow direction switching device 3, the second flow direction switching device 4, the second throttle device 7, the fourth heat exchanger 102, and the compressor 1 are connected in sequence to form refrigerant circuit.
  • the first heat exchanger 101 serves as a condenser
  • the fourth heat exchanger 102 serves as an evaporator.
  • the compressor 1 compresses the low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant, and the high-temperature and high-pressure refrigerant flows into the first heat exchanger 101, and the first The refrigerant in the first heat exchanger 101 heats the surrounding air, thereby increasing the temperature of the air surrounding the first heat exchanger 101 .
  • the refrigerant flows out of the first heat exchanger 101, flows through the third flow direction switching device 3 and the second flow direction switching device 4 in sequence, and then is throttled by the second throttling device 7 to cool down and depressurize into a low temperature and low pressure refrigerant.
  • the low-temperature and low-pressure refrigerant enters the fourth heat exchanger 102 and absorbs the heat of the surrounding air in the fourth heat exchanger 102, and the refrigerant undergoes a phase change and most of it evaporates into a low-temperature and low-pressure gaseous refrigerant.
  • the refrigerant flowing out of the fourth heat exchanger 102 flows back into the compressor 1, and circulates like this.
  • the air in the passenger compartment first flows through the fourth heat exchanger 102 and then through the first heat exchanger 101.
  • the moisture in the air is cooled and condensed and precipitated, the air is dried, and the dried air flows through the first heat exchanger 101 to be heated, and the air temperature rises.
  • the dry air with increased temperature enters the grille air duct (not shown in the figure) and is sent into the passenger compartment to achieve the function of heating and dehumidifying the passenger compartment.
  • the vehicle In the first heating and dehumidification mode, the vehicle is in the vehicle internal circulation mode, which is more energy-saving than the air-conditioning box in the external circulation state, the heating and dehumidification effect is better, and the energy efficiency ratio of the compressor 1 is also higher, which is conducive to energy saving.
  • the thermal management system is in the second heating and dehumidification mode. 10
  • the third flow direction switching device 3 is in the first working mode
  • the second flow direction switching device 4 is in the first working mode
  • the first flow direction switching device 5 is in the first working state and the first An interface 51 is only communicated with the third interface 53
  • the first connection port 81 of the first multi-pass device 8 is communicated with the third connection port 83
  • the first throttle device 6 is in a throttle state
  • the second throttle device 7 is in a throttle state. flow state.
  • the fourth connection port 131 of the second multi-way device 13 communicates with the fifth connection port 132, the fourth multi-way device 14 is in the first connection state, the first pump 10 provides power for the flow of the coolant circuit, and the second pump 15 is turned off , the heating device 12 is not turned on and is only used as a pipeline.
  • the first pump 10, the second heat exchange part 92, the heating device 12, the battery heat exchange device 11, the second multi-pass device 13, the fourth multi-pass device 14, and the first pump 10 are connected in sequence to form a cooling liquid.
  • the circuit is used to cool the battery assembly through the second heat exchange part 92 .
  • the second pump 15, the second pump 15, the fourth multi-pass device 14, the motor heat exchange device 18, the third multi-pass device 19, the fifth heat exchanger 16, and the second pump 15 can be turned on.
  • the sequential communication forms another coolant circuit, which cools the motor assembly through the fifth heat exchanger 16 .
  • the fourth multi-pass device 14 can be set to the second connection state, and the fifth heat exchanger can be bypassed by using the second bypass branch. 16. Cool the motor assembly and the battery assembly through the second heat exchange part 92 .
  • the compressor 1, the first heat exchanger 101, the third flow direction switching device 3, the second flow direction switching device 4, the second throttle device 7, the fourth heat exchanger 102, and the compressor 1 are connected in sequence to form refrigerant circuit.
  • the compressor 1, the first heat exchanger 101, the third flow direction switching device 3, the second flow direction switching device 4, the first throttle device 6, the first flow direction switching device 5, the first heat exchange part 91, the first multiple The communication device 8, the third flow direction switching device 3, and the compressor 1 are connected in sequence to form a refrigerant circuit.
  • the first heat exchanger 101 serves as a condenser
  • the third heat exchanger 9 and the fourth heat exchanger 102 serve as evaporators.
  • the refrigerant flowing out from the second flow to the switching device 4 is divided into two paths, one of which passes through the second throttling device After throttling, it enters the fourth heat exchanger 102, absorbs the heat of the surrounding air in the fourth heat exchanger 102, and realizes the heating and dehumidification of the passenger compartment under the action of the air flow.
  • the other path is throttled through the first throttling device 6, and the throttled refrigerant flows through the first flow direction switching device 5 and then enters the first heat exchange part 91.
  • the first heat exchange part The refrigerant in 91 exchanges heat with the cooling liquid in the second heat exchange part 92, the temperature of the cooling liquid decreases, and the cooling of the battery assembly is realized through the circulating flow of the cooling liquid.
  • the refrigerant flowing out of the first heat exchange part 91 flows through the first multi-pass device 8 and the third flow direction switching device 3 in sequence, and then flows back into the compressor 1 , and the refrigerant flowing out of the fourth heat exchanger 102 flows back into the compressor 1 . , and so on.
  • the working principle of realizing the heating and dehumidification of the passenger compartment in the second heating and dehumidifying mode is the same as that in the first heating and dehumidifying mode. Reference may be made to the relevant description of the first heating and dehumidifying mode, which will not be repeated here.
  • the fourth heat exchanger 102 is connected in parallel with the third heat exchanger 9, which can simultaneously realize the heating and dehumidifying function and the cooling function of the battery assembly, and the thermal management capability of the thermal management system is good.
  • the excess heat in the cooling liquid is recovered into the refrigerant through the third heat exchanger 9, so that the effect of heating and dehumidifying the passenger compartment can be improved.
  • the thermal management system can be in the third heating and dehumidification mode. 11, in the third heating and dehumidification mode, the third flow direction switching device 3 is in the first working mode, the second flow direction switching device 4 is in the first working mode, the first flow direction switching device 5 is in the first working state and the first An interface 51 is only communicated with the second interface 52, the first connection port 81 of the first multi-pass device 8 is communicated with the second connection port 82, the first throttle device 6 is in a throttle state, and the second throttle device 7 is in a throttle state. flow state.
  • the working principle of the cooling liquid system is the same as that of the cooling liquid system in the single heating mode. According to the thermal management requirements of the battery components and motor components, adjust the status of the cooling liquid system. The relevant description of the heating mode will not be repeated here.
  • the compressor 1, the first heat exchanger 101, the third flow direction switching device 3, the second flow direction switching device 4, the second throttle device 7, the fourth heat exchanger 102, and the compressor 1 are connected in sequence to form refrigerant circuit.
  • the switching device 4 , the first multi-pass device 8 , the third flow direction switching device 3 , and the compressor 1 are connected in sequence to form a refrigerant circuit.
  • the first heat exchanger 101 serves as a condenser
  • the second heat exchanger 2 and the fourth heat exchanger 102 serve as evaporators.
  • the refrigerant flowing out from the second flow to the switching device 4 is divided into two paths, one of which passes through the second throttling device After throttling, it enters the fourth heat exchanger 102, absorbs the heat of the surrounding air in the fourth heat exchanger 102, and realizes the heating and dehumidification of the passenger compartment under the action of the air flow.
  • the other path is throttled through the first throttling device 6, and the throttled refrigerant flows through the first flow direction switching device 5 and then enters the second heat exchanger 2, where it exchanges heat with the atmospheric environment.
  • the refrigerant flowing out from the second heat exchanger 2 flows through the second flow direction switching device 4 , the first multi-pass device 8 and the third flow direction switching device 3 in sequence, and then flows back into the compressor 1 , and the refrigerant flowing out from the fourth heat exchanger 102 The refrigerant flows back into the compressor 1, and so on.
  • the working principle of realizing the heating and dehumidification of the passenger compartment in the third heating and dehumidifying mode is the same as that in the first heating and dehumidifying mode. Reference may be made to the relevant description of the first heating and dehumidifying mode, which will not be repeated here.
  • the fourth heat exchanger 102 is connected in parallel with the second heat exchanger 2 , and the heat of the atmospheric environment can be utilized through the second heat exchanger 2 to ensure the effect of heating and dehumidifying the passenger compartment.
  • the present application provides a thermal management system with a simple structure.
  • the switching between the heating-only mode and the third heating-dehumidifying mode can be realized only by controlling the state of the second throttle device 7 .
  • the switching between the single heating mode and the first heating and dehumidification mode can be realized by controlling the states of the first throttling device 6, the second throttling device 7 and the first multi-pass device 8 .
  • switching between the second heating and dehumidifying mode and the third heating and dehumidifying mode can be realized only by controlling the state of the first flow direction switching device 5 .
  • the thermal management system of the present application realizes switching between various modes by controlling relatively few components, thereby reducing the control difficulty of the thermal management system.
  • the thermal management system includes a battery single heat mode, which can use the refrigerant system to heat the cooling liquid, thereby heating the battery assembly, which is more energy-efficient than using the heating device 12 to heat the battery assembly.
  • the damper 103 is closed, and the first heat exchanger 101 does not participate in heat exchange.
  • the third flow direction switching device 3 is in the second working mode
  • the second flow direction switching device 4 is in the second working mode
  • the first flow direction switching device 5 is in the second working state
  • the first multi-pass device 8 is in the second working state.
  • the first connection port 81 communicates with the third connection port 83 , the first throttle device 6 is in a throttle state, and the second throttle device 7 is in a cut-off state.
  • the fourth connection port 131 of the second multi-way device 13 communicates with the fifth connection port 132, the fourth multi-way device 14 is in the first connection state, the first pump 10 provides power for the flow of the coolant circuit, and the second pump 15 is turned off , the heating device 12 is not turned on and is only used as a pipeline.
  • the first pump 10, the second heat exchange part 92, the heating device 12, the battery heat exchange device 11, the second multi-pass device 13, the fourth multi-pass device 14, and the first pump 10 are connected in sequence to form a cooling liquid.
  • the circuit is used to heat the battery assembly through the second heat exchange part 92 .
  • the second pump 15, the second pump 15, the fourth multi-pass device 14, the motor heat exchange device 18, the third multi-pass device 19, the fifth heat exchanger 16, and the second pump 15 can be turned on.
  • the sequential communication forms another coolant circuit, which cools the motor assembly through the fifth heat exchanger 16 .
  • the compressor 1 In the refrigerant system, the compressor 1 , the first heat exchanger 101 , the third flow direction switching device 3 , the first multi-pass device 8 , the first heat exchange part 91 , the first flow direction switching device 5 , and the first throttle device 6
  • the first flow direction switching device 5 , the second heat exchanger 2 , the second flow direction switching device 4 , the third flow direction switching device 3 , and the compressor 1 are connected in sequence to form a refrigerant circuit.
  • the third heat exchanger 9 serves as a condenser and the second heat exchanger 2 serves as an evaporator.
  • the compressor 1 compresses the low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant, and the high-temperature and high-pressure refrigerant flows through the first heat exchanger 101, the first heat exchanger After the three-flow switching device 3 and the first multi-pass device 8 flow into the first heat exchange part 91 , in the third heat exchanger 9 , the cooling liquid in the second heat exchange part 92 and the cooling liquid in the first heat exchange part 91 are collected The heat exchange of the coolant, the temperature of the cooling liquid increases, and the heating of the battery is realized through the circulation of the cooling liquid.
  • the refrigerant flowing into the first heat exchange part 91 flows through the first flow direction switching device 5 and then is throttled by the first throttling device 6 , and is cooled and depressurized to become a low-temperature and low-pressure refrigerant.
  • the low temperature and low pressure refrigerant flows through the first flow direction switching device 5 again and then enters the second heat exchanger 2, where it exchanges heat with the atmospheric environment, and the refrigerant undergoes a phase change and most of it evaporates into low temperature and low pressure. gaseous refrigerant.
  • the refrigerant flowing out of the second heat exchanger 2 flows through the second flow direction switching device 4 and the third flow direction switching device 3 in sequence, and then flows back into the compressor 1 , and circulates in this way.
  • the heat of the atmospheric environment is absorbed by the second heat exchanger 2, and then the heat is released into the cooling liquid through the third heat exchanger 9, and then the battery components are heated through the circulating flow of the cooling liquid, that is, the heat of the atmospheric environment is used.
  • the heat heats the battery components, which has high energy efficiency and is conducive to energy saving.
  • the thermal management system includes a hybrid heating mode. Compared with the battery-only heating mode, the refrigerant system can be used to simultaneously heat the battery assembly and the passenger compartment.
  • the working principle of the refrigerant system in the mixed heating mode is basically the same as that of the refrigerant system in the battery single heat mode.
  • the damper 103 In the hybrid heating mode, the damper 103 is opened, the first heat exchanger 101 is used as a condenser, and the refrigerant in the first heat exchanger 101 heats the surrounding air, thereby increasing the temperature of the air around the first heat exchanger 101 , Under the action of the air flow, the hot air enters the grille air duct (not shown in the figure) and is sent into the passenger compartment to increase the temperature of the passenger compartment and realize the function of heating the passenger compartment.
  • the first heat exchanger 101 is connected in series with the first heat exchange part 91 , and the switching between the battery single heating mode and the mixed heating mode is only realized by controlling the state of the damper 103 . It is a battery single heating mode when it is closed, and a hybrid heating mode when the damper 103 is opened.
  • the switching between the modes can be realized only through the control of a simple mechanical structure, and the switching method is relatively simple.
  • the thermal management system includes a hybrid heat exchange mode. Compared with the battery single heat mode, the refrigerant system can be used to simultaneously achieve heating of the battery assembly and cooling of the passenger compartment.
  • the damper 103 is closed, and the first heat exchanger 101 does not participate in heat exchange.
  • the third flow direction switching device 3 is in the second working mode
  • the second flow direction switching device 4 is in the second working mode
  • the first flow direction switching device 5 is in the second working state
  • the first multi-pass device 8 is in the second working state.
  • the first connection port 81 communicates with the third connection port 83
  • the first throttle device 6 is in a throttle state
  • the second throttle device 7 is in a throttle state or a conduction state.
  • the working principle of the coolant system is the same as the working principle of the coolant system in the battery single heat mode.
  • the state of the coolant system is adjusted according to the thermal management requirements of the battery components and motor components.
  • the compressor 1 In the refrigerant system, the compressor 1 , the first heat exchanger 101 , the third flow direction switching device 3 , the first multi-pass device 8 , the first heat exchange part 91 , the first flow direction switching device 5 , and the first throttle device 6
  • the first flow direction switching device 5 , the second heat exchanger 2 , the second flow direction switching device 4 , the third flow direction switching device 3 , and the compressor 1 are connected in sequence to form a refrigerant circuit.
  • the flow device 7, the fourth heat exchanger 102, and the compressor 1 are connected in sequence to form a refrigerant circuit.
  • the third heat exchanger 9 serves as a condenser
  • the second heat exchanger 2 and the fourth heat exchanger 102 serve as evaporators.
  • the refrigerant throttled by the first throttling device 6 is divided into two paths, and one refrigerant flows through the first flow direction again. After the switching device 5, it enters the second heat exchanger 2, and exchanges heat with the atmospheric environment in the second heat exchanger 2.
  • the other refrigerant can flow into the fourth heat exchanger 102 through the second throttling device 7 or flow into the fourth heat exchanger 102 after throttling through the second throttling device 7.
  • the fourth heat exchanger 102 absorbs the surrounding air.
  • the heat reduces the temperature of the air around the fourth heat exchanger 102, and under the action of the air flow, the cold air flows into the passenger compartment, so that the passenger compartment can be cooled.
  • the refrigerant flowing out of the fourth heat exchanger 102 flows back into the compressor 1, and the refrigerant flowing out from the second heat exchanger 2 flows through the second flow direction switching device 4 and the third flow direction switching device 3 in sequence, and then flows back into the compressor 1, and so on.
  • the air-conditioning box 100 can be in an internal circulation state, and the fourth heat exchanger 102 absorbs the waste heat in the passenger compartment and the solar radiation heat in the vehicle, adjusts the temperature in the passenger compartment, and realizes the recovery of waste heat in the vehicle Use, is conducive to energy saving.
  • the air-conditioning box 100 may also be in an external circulation state, and the fourth heat exchanger 102 absorbs the heat of the environment outside the vehicle again, making full use of the heat of the atmospheric environment, which is beneficial to energy saving.
  • the damper 103 in the hybrid heat exchange mode, can be opened to realize both the heating and dehumidification function of the passenger compartment and the battery heating function.
  • the switching is relatively simple, and can be realized by controlling the mechanical structure or controlling the opening and closing of a valve, and the structure of the thermal management system is relatively simple.
  • the thermal management system includes a heat dissipation mode, which is suitable for the early stage of fast charging of the battery assembly, and cools the battery assembly through the fifth heat exchanger 16 .
  • the fourth connection port 131 of the second multi-way device 13 communicates with the fifth connection port 132
  • the eighth connection port 192 of the third multi-way device 19 communicates with the ninth connection port 193
  • the fourth The multi-way device 14 is in the second connected state, at least one of the first pump 10 and the second pump 15 powers the coolant circuit, and the heating device 12 is turned off.
  • the first pump 10 the second heat exchange part 92, the heating device 12, the battery heat exchange device 11, the second multi-pass device 13, the fourth multi-pass device 14, the motor heat exchange device 18, the third multi-pass device
  • the cooling liquid circuit is formed by the sequential communication of the cooling liquid circuit, through the circulation of the cooling liquid, to bring the heat of the battery assembly to the fifth heat exchanger
  • the heat exchanger 16 is released into the atmospheric environment to reduce the use of the compressor 1 and achieve the purpose of energy saving.
  • the thermal management system includes a battery heating mode, which is suitable for an extremely low temperature environment and a state where the compressor 1 is not suitable to be turned on, and the battery assembly is heated by the heating device 12 .
  • the refrigerant system is closed, the fourth connection port 131 of the second multi-way device 13 is connected to the fifth connection port 132, the fourth multi-way device 14 is in the first connection state, and the first pump 10 provides power for the cooling liquid circuit , the second pump 15 is turned off, and the heating device 12 is turned on for heating the cooling liquid.
  • the first pump 10 In the cooling liquid system, the first pump 10, the second heat exchange part 92, the heating device 12, the battery heat exchange device 11, the second multi-pass device 13, the fourth multi-pass device 14, and the first pump 10 are connected in sequence to form a cooling liquid.
  • the loop through the circulating flow of the cooling liquid, uses the heating device 12 to heat the battery assembly to ensure that the battery can work in a suitable temperature range.
  • the sequential connection only describes the sequential relationship of the connections between the various devices, and other devices, such as stop valves, may also be included between the various devices.
  • the present application also provides a control method for a thermal management system.
  • the control method in the present application is applied to the thermal management system of the above-mentioned embodiments.
  • the thermal management system further includes a control system, and the control system can be used to control the working state and cooling of the refrigerant system. Control the working state of the hydraulic system.
  • the control system includes a controller 200 and a plurality of sensors, and the plurality of sensors can be used to obtain working information of each heat exchanger, motor and battery.
  • the working information includes temperature.
  • the controller 200 is electrically connected to components such as the compressor 1 , a plurality of throttling devices, a plurality of flow direction switching devices, a plurality of pumps, a plurality of multi-pass devices, and a plurality of sensors.
  • the controller 200 can be used to obtain working information obtained by the sensors.
  • the controller 200 can be used to adjust the working state of the above electrically connected components, and the adjustment of the working state includes at least one of opening the component, closing the component, speed adjustment, opening degree adjustment and power adjustment.
  • the controller 200 may be used to execute the control method of the thermal management system.
  • the control methods of the thermal management system include:
  • the controller 200 adjusts the working states of the various components in the thermal management system, so that the thermal management system executes an appropriate air-conditioning operation mode, so as to realize the control of the passenger compartment, the motor and the battery. thermal management.
  • the thermal management system further includes an interaction device, the controller 200 is electrically connected with the interaction device, and the controller 200 can obtain passenger requirements, such as target temperature or operation mode required by passengers, through the interaction device.
  • the interactive device may be a control panel of an electric vehicle.
  • the air conditioner operation mode includes all the operation modes of the above-mentioned thermal management system, and the like.

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Abstract

一种热管理系统和该热管理系统的控制方法，该热管理系统的第一流向切换装置(5)包括第一接口(51)、第二接口(52)及第三接口(53)，第一流向切换装置(5)具有第一工作状态，在第一工作状态下，第一接口(51)与第二接口(52)和第三接口(53)中的至少一个连通；该热管理系统包括控制器(200)，其具有制热模式，该制热模式在控制器(200)的控制下执行，在制热模式下，第一节流装置(6)处于节流状态，第一流向切换装置(5)处于第一工作状态，压缩机(1)的出口与第一换热器(101)的入口连通，第一换热器(101)的出口与第一节流装置(6)的第二端口连通，第一节流装置(6)的第一端口与第一接口(51)连通，第一接口(51)与第二接口(52)连通，第二接口(52)与第二换热器(2)的第一端口连通，第二换热器(2)的第二端口与压缩机(1)的入口连通，或，第一接口(51)与第三接口(53)连通，第三接口(53)与第三换热器(9)的第一端口连通，第三换热器(9)的第二端口与压缩机(1)的入口连通，第二换热器和第三换热器均能够通过第一节流装置实现节流功能，能够减少热管理系统的零部件数量，简化热管理系统。

Description

热管理系统
本申请要求了申请日为2021年2月26日、申请号为202110218637.8、发明创造名称为“热管理系统”的中国专利申请，和申请日为2021年2月26日、申请号为202110218639.7、发明创造名称为“热管理系统”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及热管理技术领域，尤其涉及一种热管理系统。
背景技术
车辆(例如电动汽车)的空调系统可以通过热管理对乘客舱内环境温度进行调节和对电池进行热管理，相关热管理系统包括制冷剂系统和冷却液系统，制冷剂系统存在多个节流阀，系统零部件相对较多，系统结构相对复杂。
发明内容
鉴于相关技术存在的上述问题，本申请提供了一种结构较为简单的热管理系统。
为了达到上述目的，本申请采用以下技术方案：
一种热管理系统，包括：压缩机、第一换热器、第二换热器、第三换热器、第一节流装置和第一流向切换装置，所述第一流向切换装置包括第一接口、第二接口及第三接口，所述第一流向切换装置具有第一工作状态，在所述第一工作状态下，所述第一接口与所述第二接口和所述第三接口中的至少一个连通；所述热管理系统包括控制器，所述热管理系统具有制热模式，所述制热模式在所述控制器的控制下执行，在所述制热模式下，所述第一节流装置处于节流状态，所述第一流向切换装置处于所述第一工作状态，所述压缩机的出口与所述第一换热器的入口连通，所述第一换热器的出口与所述第一节流装置的第二端口连通，所述第一节流装置的第一端口与所述第一接口连通，所述第一接口与所述第二接口连通，所述第二接口与所述第二换热器的第一端口连通，所述第二换热器的第二端口与所述压缩机的入口连通，或，所述第一接口与所述第三接口连通，所述第三接口与所述第三换热器的第一端口连通，所述第三换热器的第二端口与所述压缩机的入口连通。
本申请的热管理系统中，在制热模式下，第一流向切换装置的第一接口与第一节流装置的第一端口连通，第一节流装置的第二端口与第一换热器的出口连通，第一接口与第二接口连通时，第二换热器的第一端口与第二接口连通，第一接口与第三接口连通时，第三换热器的第一端口与第三接口连通，第二换热器和第三换热器均能够通过第一节流装置实现节流功能，能够减少热管理系统的零部件数量，简化热管理系统。
一种热管理系统的控制方法，所述热管理系统包括压缩机、第一换热器、第二换热器、第三换热器、第一节流装置、第一流向切换装置以及控制器，所述第一流向切换装置包括第一接口、第二接口及第三接口，所述第一流向切换装置具有第一工作状态，在所述第一工作状态下，所述第一接口与所述第二接口和所述第三接口中的至少一个连通，所述控制器用于执行所述热管理系统的控制方法，从而控制所述热管理系统的工作状态；
所述热管理系统的控制方法包括：所述控制器控制所述热管理系统进入制热模式，在制热模式下，所述第一节流装置处于节流状态，所述第一流向切换装置处于所述第一工作状态，所述压缩机的出口与所述第一换热器的入口连通，所述第一换热器的出口与所述第一节流装置的第二端口连通，所述第一节流装置的第一端口与所述第一接口连通，所述第一接口与所述第二接口连通，所述第二接口与所述第二换热器的第一端口连通，所述第二换热器的第二端口与所述压缩机的入口连通，或，所述第一接口与所述第三接口连通，所述第三接口与所述第三换热器的第一端口连通，所述第三换热器的第二端口与所述压缩机的入口连通。
本申请的热管理系统的方法中，控制器控制热管理系统运行制热模式，在制热模式下，第一流向切换装置的第一接口与第一节流装置的第一端口连通，第一节流装置的第二端口与第一换热器的出口连通，第一接口与第二接口连通时，第二换热器的第一端口与第二接口连通，第一接口与第三接口连通时，第三换热器的第一端口与第三接口连通，第二换热器和第三换热器均能够通过第一节流装置实现节流功能，能够减少需要控制的热管理系统的零部件数量，简化热管理系统的控制方法。
附图说明
图1是本申请的热管理系统一实施例的结构示意图；
图2是本申请的热管理系统一实施例的单制冷模式的示意图；
图3是本申请的热管理系统一实施例的混合制冷模式的示意图；
图4是本申请的热管理系统一实施例的电池单冷模式的示意图；
图5是本申请的热管理系统一实施例的单制热模式的示意图；
图6是本申请的热管理系统一实施例的余热回收模式的示意图；
图7是本申请的热管理系统一实施例的混合制热模式的示意图；
图8是本申请的热管理系统一实施例的快速制热模式的示意图；
图9是本申请的热管理系统一实施例的第一制热除湿模式的示意图；
图10是本申请的热管理系统一实施例的第二制热除湿模式的示意图；
图11是本申请的热管理系统一实施例的第三制热除湿模式的示意图；
图12是本申请的热管理系统一实施例的电池单热模式的示意图；
图13是本申请的热管理系统一实施例的混合加热模式的示意图；
图14是本申请的热管理系统一实施例的混合换热模式的示意图；
图15是本申请的热管理系统一实施例的散热模式的示意图；
图16是本申请的热管理系统一实施例的电池加热模式的示意图。
具体实施方式
这里将详细地对示例性实施例进行说明，其示例表示在附图中。下面的描述涉及附图时，除非另有表示，不同附图中的相同数字表示相同或相似的要素。以下示例性实施例中所描述的实施方式并不代表与本申请相一致的所有实施方式。相反，它们仅是与如所附权利要求书中所详述的、本申请的一些方面相一致的装置和方法的例子。
在本申请使用的术语是仅仅出于描述特定实施例的目的，而非旨在限制本申请。在本申请和所附权利要求书中所使用的单数形式的“一种”、“所述”和“该”也旨在包括多数形式，除非上下文清楚地表示其他含义。
应当理解，本申请说明书以及权利要求书中使用的“第一”“第二”以及类似的词语并不表示任何顺序、数量或者重要性，而只是用来区分不同的组成部分。同样，“一个”或者“一”等类似词语也不表示数量限制，而是表示存在至少一个；“多个”表示两个及两个以上的数量。除非另行指出，“前部”、“后部”、“下部”和/或“上部”等类似词语只是为了便于说明，而并非限于一个位置或者一种空间定向。“包括”或者“包含”等类似词语意指出现在“包括”或者“包含”前面的元件或者物件涵盖出现在“包括”或者“包含”后面列举的元件或者物件及其等同，并不排除其他元件或者物件。
下面结合附图，对本申请示例型实施例的热管理系统进行详细说明。在不冲突的情况下，下述的实施例及实施方式中的特征可以相互补充或相互组合。
本申请的热管理系统可应用于车辆、船等具有相对闭密空间且需要进行热管理的设备，可选的，本申请的热管理系统可应用于电动汽车。为便于描述，以下实施例以应用于车辆为例进行说明。
根据本申请的热管理系统一个具体实施例，如图1所示，热管理系统包括压缩机1、第一换热器101、第二换热器2、第三换热器9、第四换热器102、第一节流装置6、第二节流装置7、第三流向切换装置3、第二流向切换装置4、第一流向切换装置5、第一多通装置8、电池换热装置11、第一泵10、加热装置12、空调箱100和风门103。
第三换热器9包括第一换热部91和第二换热部92，第一换热部91和第二换热部92能够进行热交换，第一换热部91和第二换热部92均设置有流道，第一换热部91的流道和第二换热部92的流道相互隔离不连通。第三换热器9可以是板式换热器或管壳式的液冷换热器，当制冷剂采用高压冷媒时(例如CO2冷媒)，第三换热器9选取管壳式换热器，其包括若干并列排布的微通道扁管、连接于微通道扁管相反两端的两集流管以及包围在微通道扁管外且位于两集流管之间的外壳。与压缩机1相连通的回路为制冷剂回路，与第一泵10相连通的回路为冷却液回路，第一换热部91的流道用于流通制冷剂，第二换热部92的流道用于流通冷却液。制冷剂可以是R134A或二氧化碳或其它换热介质。冷却液可以是可为水、油等能够进行换热的物质或者水和乙二醇的混合液或者其他能够进行换热的混合液。
本申请中可以与乘客舱的空气流直接进行热交换的换热器均位于空调箱100内，空调箱100具有内循环状态和外循环状态，在内循环状态时，空调箱100进口与乘客舱连通，空调箱100的出口与乘客舱连通，乘客舱内的空气在空调箱100中进行热交换后再被吹入乘客舱。在外循环状态，空调箱100的进口与大气环境连通，空调箱100的出口与乘客舱连通，大气环境中的空气在空调箱100中进行热交换后被吹入乘客舱。
热管理系统的各个组件通过管路连接形成两大子系统，分别是制冷剂系统和冷却液系统，制冷剂系统的制冷剂与冷却液系统的冷却液相互隔离而不流通，其中，第一换热部91的流道连接于制冷剂系统，第二换热部92的流道连接于冷却液系统。
需要解释的是，这里所述的“第一换热部91的流道连接于制冷剂系统”指，制冷剂系统中的制冷剂能够流入以及流出第一换热部91的流道，第一换热部91能通过管路与制冷剂系统中的部件连接，在热管理系统工作时通过管路连通后形成回路。这里所述的“第二换热部92的流道连接于冷却液系统”指，冷却液系统中的冷却液能够流入以及流出第二换热部92的流道，第二换热部92能通过管路与冷却液系统中的部件连接，在热管理系统工作时通过管路连通后形成回路。
本实施例中，制冷剂系统包括：压缩机1、第一换热器101、第二换热器2、第三换热器9的第一换热部91、第四换热器102、第一节流装置6、第二节流装置7、第三流向切换装置3、第二流向切换装置4、第一流向切换装置5、第一多通装置8，上述部件与部件之间可以直接连接，也可以通过管路或阀件间接连接。
本实施例中，第一换热器101和第四换热器102设置于空调箱100内，第一换热器101和第四换热器102均可以与乘客舱的空气流直接进行热交换，其中，第四换热器102设置于第一换热器101的上风侧。第一换热器101和第四换热器102之间设有风门103，风门103用于控制流经第一换热器101的风量，风门103具有打开状态和关闭状态，当风门103打开，空气能够流经第一换热器101，第一换热器101能够与乘客舱的空气流热交换，调节风门103的开度，从而调节流经第一换热器101的风量；当风门103关闭，空气不流经第一换热器101。第二换热器2和第三换热器9设置于空调箱100外，第二换热器2可以与大气环境进行热交换，第三换热器9可以实现制冷剂与冷却液的热交换。第三换热器9可选择板式换热器或者其他液冷换热器，第一换热器101、第二换热器2和第四换热器102可根据需要选择风冷换热器的类型，本申请对此不作限定。
本实施例中，第三流向切换装置3包括第九接口31、第十接口32、第十一接口33和第十二接口34，第三流向切换装置3具有第一工作方式和第二工作方式，在第一工作方式下，第九接口31与第十接口32连通，第十一接口33与第十二接口34连通；在第二工作方式下，第九接口31与第十二接口34连通，第十接口32与第十一接口33连通。可选的，第三流向切换装置3可以为四通阀，也可以为多个阀件的组合。
第二流向切换装置4包括第五接口41、第六接口42、第七接口43和第八接口44，第二流向切换装置4具有第一工作模式和第二工作模式，在第一工作模式下，第五接口41和第六接口42连通，第七接口43与第八接口44连通，在第二工作模式下，第五接口41与第八接口44连通，第六接口42与第七接口43连通或不连通。需要理解的是，根据第二流向切换装置4的结构设计不同，在第二工作模式下，第六接口42与第七接口43可以连通或不连通，在本实施例中，在第二工作模式下，第六接口42与第七接口43不连通。可选的，第二流向切换装置4可以为四通阀，也可以为多个阀件的组合。
第一流向切换装置5包括第一接口51、第二接口52、第三接口53和第四接口54，第一流向切换装置5具有第一工作状态和第二工作状态，在第一工作状态下，根据热管理系统的需求，第一接口51与第二接口52和第三接口53中的至少一个连通，在第二工作状态下，第一接口51与第三接口53连通，第二接口52与第四接口54连通。可选的，第一流向切换装置5可以为四通阀，也可以为多个阀件的组合。
第一多通装置8包括第一连接口81、第二连接口82和第三连接口83，第一多通装置8包括工作状态和非工作状态，在第一多通装置8处于非工作状态时，第一连接口81、第二连接口82和第三连接口83相互不连通，在第一多通装置8处于工作状态时，根据热管理系统的需求，第一连接口81与第二连接口82和第三连接口83中的至少一个连通。可选的，第一多通装置8为三通阀或多个阀件的组合。
本实施例的制冷剂系统中，压缩机1的出口与第一换热器101的入口能够连通，第一换热器101的出口与第九接口31能够连通，第十接口32与第八接口44能够连通，第十一接口33与压缩机1的入口能够连通，第十二接口34与第一连接口81能够连通。第五接口41与第二换热器2的第二端口能够连通，第六接口42与第二连接口82能够连通，第七接口43与第一节流装置6的第二端口和第二节流装置7的入口能够连通。第一接口51与第一节流装置6的第一端口能够连通，第二接口52与第二换热器2的第一端口能够连通，第三接口53与第一换热部91的第一端口能够连通，第四接口54与第一节流装置6的第二端口和第二节流装置7的入口能够连通。第一换热部91的第二端口与第三连接口83能够连通。第二节流装置7的出口与第四换热器102的入口能够连通，第四换热器102的出口与压缩机1的入口能够连通。第一节流装置6至少具有节流状态和截止状态，第一节流装置6具有双向节流功能，第一节流装置6可以选择双向节流阀或者多个阀件的组合，能实现双向节流和截止的功能即可，本申请不予限制。第二节流装置7至少具有节流状态、导通状态和截止状态，可选的，第二节流装置7为电子膨胀阀。
另外，参照图1至图16，压缩机1的进口前可设置气液分离器21，以便对进入压缩机1之前的制冷剂进行气液分离，将液态制冷剂储藏于气液分离器21内，而低温低压的气态制冷剂则进入压缩机1重新被压缩，实现制冷剂的循环利用，可以降低压缩机1出现液击现象的可能性。当然，针对一些新型的压缩机1，也可以不设置气液分离器21。为便于描述，下述热管理系统以不设置气液分离器21为例进行说明。
本实施例中，冷却液系统包括：第一泵10、第二泵15、电池换热装置11、电机换热装置18、加热装置12、第三换热器9的第二换热部92、第五换热器16、第二多通装置13、第三多通装置19以及第四多通装置14，上述部件与部件之间可以直接连接，也可以通过管路或阀件间接连接。
第五换热器16与大气环境进行热交换，第五换热器16可根据需要选择风冷换热器的类型，本申请对此不作限定。电池换热装置11用于实现电池组件与冷却液的热交换，对电池组件进行热管理。电机换热装置18用于实现电机组件与冷却液的热交换，对电机组件进行热管理。加热装置12用于加热冷却液，根据热管理系统的需求开启或关闭。可选的，第一泵10和第二泵15为水泵，用于为冷却液回路的循环流动的提供动力。
冷却液系统包括第一旁通支路和第二旁通支路。第一旁通支路与电池换热装置11并联，第一旁通支路的一端与电池换热装置11的一端能够分别与第二多通装置13连通，通过第二多通装置13选择将电池换热装置11接入冷却液回路，或选择将第一旁通支路接入冷却液回路。第二旁通支路与第五换热器16并联，第二旁通支路的一端与第五换热器16的一端能够分别与第三多通装置19连通，通过第三多通装置19选择将第五换热器16接入冷却液回路，或选择将第二旁通支路接入冷却液回路。可选的，第一旁通支路和第二旁通支路分别为一根管道。
第二多通装置13包括第四连接口131、第五连接口132和第六连接口133，根据热管理系统的需求，第五连接口132与第六连接口133和第四连接口131中的至少一个连通。第三多通装置19包括第七连接口191、第八连接口192和第九连接口193，根据热管理系统的需求，第九连接口193与第七连接口191和第八连接口192中的至少一个连通。可选的，第二多通装置13为三通阀或多个阀件的组合。可选的，第三多通装置19为三通阀或多个阀件的组合。
第四多通装置14包括第十连接口141、第十一连接口142、第十二连接口143和第十三连接口144，第四多通装置14具有第一连接状态和第二连接状态，在第一连接状态下，第十连接口141与第十一连接口142连通，第十二连接口143与第十三连接口144连通，在第二连接状态下，第十连接口141与第十三连接口144连通，第十一连接口142与第十二连接口143连通。可选的，第四多通装置14为四通阀或多个阀件的组合。
冷却液系统包括第一管线和第二管线，第一管线的一端口与第十三连接口144能够连通，第一管线的另一端口与第十二连接口143能够连通，第二管线的一端口与第十连接口141能够连通，第二管线的另一端口与第十一连接口142连通。当第四多通装置14处于第一连接状态时，第一管线通过第四多通装置14自身形成一个冷却液回路，第二管线通过第四多通装置14自身形成一个冷却液回路，第一管线所形成的回路与第二管线所形成的回路不连通；当第四多通装置14处于第二连接状态时，第一管线和第二管线通过第四多通装置14串接在一起形成一个冷却液回路，第一管线与第二管线通过第四多通装置14能够连通。
本实施例中，第一管线包括第一泵10、第二换热部92、加热装置12、电池换热装置11、第二多通装置13以及第一旁通支路，上述部件与部件之间可以直接连接，也可以通过管路或阀件间接连接。第二管线包括第二泵15、电机换热装置18、第五换热器16、第三多通装置19以及第二旁通支路，上述部件与部件之间可以直接连接，也可以通过管路或阀件间接连接。
本实施例的冷却液系统中，第一泵10、第二换热部92以及加热装置12顺序连通，第一泵10的入口与第十三连接口144能够连通，第五连接口132与第十二连接口143能够连通。电池换热装置11的一端口与第四连接口131能够连通，电池换热装置11的另一端口与加热装置12能够连通。第一旁通支路的一端口与第六连接口133能够连通，第一旁通支路的另一端口与加热装置12能够连通。电机换热装置18的一端口与第十一连接口142能够连通，电机换热装置18的另一端口与第九连接口193能够连通。第二旁通支路的一端口与第二泵15的入口能够连通，第二旁通支路的另一端口与第七连接口191能够连通。第五换热器16的一端口与第二泵15的入口能够连通，第五换热器16的另一端口与第八连接口192能够连通，第二泵15的出口与第十连接口141能够连通。
在一些实施例中，第二换热器2和第五换热器16组成前端模块，该前端模块可设置于汽车前进气格栅附近，利于与大气环境进行热交换。可选的，第五换热器16设于第二换热器2的上风侧。具体地，前端模块还包括风扇组件20，风扇组件20使空气依次流经第五换热器16的表面和第二换热器2的表面，可提升第二换热器2和第五换热器16的换热能力。
在一些其他实施例中，参照图1至图16，第二管线还包括其他需冷却的装置17，例如逆变器、充电机等，设置于第二管线可通过第五换热器16散热，也可以通过第二换热部92冷却，提升车辆部件的热管理的能力。
参见图1至图3，热管理系统包括制冷模式，当环境温度较高，乘客舱有冷却需求和/或电池组件的有散热需求时，开启制冷模式，此时，风门103关闭，空气不流经第一换热器101，第一换热器101不参与换热。制冷模式包括单制冷模式、电池单冷模式及混合制冷模式，其中，单制冷模式可实现乘客舱的单独冷却，电池单冷模式可实现电池组件的单独冷却，混合制冷模式可同时实现乘客舱和电池组件的冷却。
夏季中高温和高温环境，乘客舱有冷却需求，电池无热管理需求时，热管理系统处于单制冷模式。参照图2，在单制冷 模式下，第三流向切换装置3处于第一工作方式，第二流向切换装置4处于第二工作模式，第一流向切换装置5处于第二工作状态，第一节流装置6处于截止状态，第二节流装置7处于节流状态，第一多通装置8处于非工作状态。第一泵10停止工作，第二泵15为冷却液回路提供动力，第二多通装置13处于非工作状态，第三多通装置19的第八连接口192与第九连接口193连通，第四多通装置14处于第一连接状态。
冷却液系统中，第二泵15、第四多通装置14、电机换热装置18、第三多通装置19、第五换热器16、第二泵15顺序连通形成冷却液回路，通过冷却液的循环流动，将电机组件的热量带到第五换热器16处释放到大气环境中，实现电机组件的冷却。
制冷剂系统中，压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第二换热器2、第一流向切换装置5、第二节流装置7、第四换热器102、压缩机1顺序连通形成制冷剂回路，第二换热器2用作冷凝器，第四换热器102用作蒸发器。
具体而言，参见图2，在单制冷模式下，压缩机1将低温低压的气态制冷剂压缩成高温高压的气态制冷剂，高温高压的制冷剂流经第一换热器101但不进行热交换，接着流经第三流向切换装置3和第二流向切换装置4后，在第二换热器2中与大气环境换热，制冷剂释放热量，释放的热量被空气流带到外环境空气中，制冷剂则发生相变而冷凝成液态或气液两相制冷剂。制冷剂流出第二换热器2，流经第一流向切换装置5后，经第二节流装置7节流，降温降压变成低温低压的制冷剂。低温低压的制冷剂进入第四换热器102，在第四换热器102中吸收周围的空气的热量，使第四换热器102周围的空气温度降低，在空气流的作用下，冷空气进入格栅风道(图中未标出)并被送入乘客舱内，降低乘客舱温度，实现对乘客舱制冷的功能。制冷剂则发生相变而大部分蒸发成低温低压的气态制冷剂，回流入压缩机1，如此循环。
在单制冷模式下，当设定的乘客舱需求制冷温度较高时，即需要混风时，可以打开一定角度的风门103，使经第四换热器102降温后的空气流经第一换热器101，流经第一换热器101后空气温度升高，从而使被送入乘客舱的空气温度较为合适。
夏季中高温和高温环境，乘客舱和电池组件均有冷却需求时，热管理系统处于混合制冷模式。参照图3，在混合制冷模式下，第三流向切换装置3处于第一工作方式，第二流向切换装置4处于第二工作模式，第一流向切换装置5处于第二工作状态，第一节流装置6处于节流状态，第二节流装置7处于节流状态，第一多通装置8的第一连接口81与第三连接口83连通。第二多通装置13的第四连接口131与第五连接口132连通，第三多通装置19的第八连接口192与第九连接口193连通，第四多通装置14处于第一连接状态，第一泵10和第二泵15分别为冷却液回路的流动提供动力，加热装置12不开启，仅用作管路。
冷却液系统中，第一泵10、第二换热部92、加热装置12、电池换热装置11、第二多通装置13、第四多通装置14、第一泵10顺序连通形成一个冷却液回路，通过第二换热部92对电池组件进行冷却。第二泵15、第四多通装置14、电机换热装置18、第三多通装置19、第五换热器16、第二泵15顺序连通形成另一个冷却液回路，通过第五换热器16对电机组件进行冷却。可选的，当通过第五换热器16无法对电机组件进行冷却时，可以将第四多通装置14设置为第二连接状态，且将第三多通装置19调整为第七连接口191与第九连接口193连通，通过第二换热部92对电机组件和电池组件进行冷却。
制冷剂系统中，压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第二换热器2、第一流向切换装置5、第二节流装置7、第四换热器102、压缩机1顺序连通形成制冷剂回路，且压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第二换热器2、第一流向切换装置5、第一节流装置6、第一流向切换装置5、第一换热部91、第一多通装置8、第三流向切换装置3、压缩机1顺序连通形成制冷剂回路。第二换热器2用作冷凝器，第三换热器9和第四换热器102用作蒸发器。
具体而言，参见图3，在混合制冷模式下，相较于单制冷模式，制冷剂第一次流经第一流向切换装置5后，分为两路，一路经第二节流装置7节流后进入第四换热器102，在第四换热器102中吸收周围的空气的热量，实现对乘客舱制冷的功能。另一路经第一节流装置6节流后，再次流经第一流向切换装置5后进入第一换热部91，在第三换热器9中第一换热部91中的制冷剂与第二换热部92中的冷却液进行热交换，冷却液温度降低，通过冷却液的循环流动实现对电池组件冷却的功能。从第四换热器102流出的制冷剂回流入压缩机1，从第一换热部91流出的制冷剂依次流经第一多通装置8和第三流向切换装置3后回流入压缩机1，如此循环。在一些实施例中，从第四换热器102流出的制冷剂和从第一换热部91流出的制冷剂可以汇流后，再一起回流至压缩机1。
夏季中高温充电和高温行车状态，电池组件有冷却需求，乘客舱无冷却需求时，热管理系统处于电池单冷模式。参照图4，在电池单冷模式下，第三流向切换装置3处于第一工作方式，第二流向切换装置4处于第二工作模式，第一流向切换装置5处于第二工作状态，第一节流装置6处于节流状态，第二节流装置7处于截止状态，第一多通装置8的第一连接口81与第三连接口83连通。电池单冷模式下，冷却液系统的工作原理与混合制冷模式的冷却液系统的工作原理一致，可参考混 合制冷模式的相关描述，此处不再赘述。
制冷剂系统中，压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第二换热器2、第一流向切换装置5、第一节流装置6、第一流向切换装置5、第一换热部91、第一多通装置8、第三流向切换装置3、压缩机1顺序连通形成制冷剂回路。第二换热器2用作冷凝器，第三换热器9用作蒸发器。
具体而言，参见图4，在电池单冷模式下，相较于单制冷模式，制冷剂流经第一流向切换装置5后，经第一节流装置6节流，然后再次流经第一流向切换装置5后进入第一换热部91，在第三换热器9中第一换热部91中的制冷剂与第二换热部92中的冷却液进行热交换，冷却液温度降低，通过冷却液的循环流动实现对电池组件冷却的功能。从第一换热部91流出的制冷剂依次流经第一多通装置8和第三流向切换装置3后回流入压缩机1，如此循环。
在一些工况下，第二换热器2的换热能力可能不足，在确认乘客舱无人时，可以打开风门103，且将空调箱100设置成外循环状态，此时第一换热器101和第二换热器2均用作冷凝器，从而确保第三换热器9的冷却能力。
参见图5至图8，热管理系统包括制热模式，当环境温度较低，乘客舱有取暖需求时，开启制热模式，此时风门103打开，第一换热器101用作冷凝器。制热模式包括单制热模式、余热回收模式、混合制热模式及快速制热模式，单制热模式、余热回收模式、混合制热模式及快速制热模式均可满足乘客舱的取暖需求。其中，单制热模式仅第二换热器2用作蒸发器，余热回收模式和快速制热模式仅第三换热器9用作蒸发器，混合制热模式第二换热器2和第三换热器9均用作蒸发器。
低温低湿的环境，乘客舱有取暖需求，电池组件无热管理需求时，热管理系统处于单制热模式。参照图5，在单制热模式下，第三流向切换装置3处于第一工作方式，第二流向切换装置4处于第一工作模式，第一流向切换装置5处于第一工作状态，且第一接口51仅与第二接口52连通，第一节流装置6处于节流状态，第二节流装置7处于截止状态，第一多通装置8的第一连接口81与第二连接口82连通。
冷却液系统中，根据电池组件和电机组件的热管理需求，调整冷却液系统的状态。当电池组件不需要加热且电机组件不需要散热时，第一泵10和第二泵15关闭，冷却液系统不工作。当仅电池组件需要加热时，可以使第四多通装置14处于第一连接状态，第一泵10、第二换热部92、加热装置12、电池换热装置11、第二多通装置13、第四多通装置14、第一泵10顺序连通形成冷却液回路，其中，加热装置12开启用于加热冷却液，第一泵10为冷却液回路的流动提供动力，第二泵15关闭，通过加热装置12对电池组件进行加热。当电池组件需要加热，且电机组件有余热时，也可以使第四多通装置14处于第二连接状态，第二多通装置13装置的第四连接口131与第五连接口132连通，第三多通装置19的第七连接口191与第九连接口193连通，第一泵10和第二泵15中的至少一个为冷却液回路提供动力。第一泵10、第二换热部92、加热装置12、电池换热装置11、第二多通装置13、第四多通装置14、电机换热装置18、第三多通装置19、第二泵15、第四多通装置14、第一泵10顺序连通形成冷却液回路，通过冷却液的循环流动，使用电机组件的多余热量加热电池组件。若电机组件的余热不够，还可以开启加热装置12辅热。
制冷剂系统中，压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第一节流装置6、第一流向切换装置5、第二换热器2、第二流向切换装置4、第一多通装置8、第三流向切换装置3、压缩机1顺序连通形成制冷剂回路。第一换热器101用作冷凝器，第二换热器2用作蒸发器。
具体而言，参见图5，在单制热模式下，压缩机1将低温低压的气态制冷剂压缩成高温高压的气态制冷剂，高温高压的制冷剂流入第一换热器101，第一换热器101中的制冷剂加热周围的空气，从而使第一换热器101周围的空气温度升高，在空气流的作用下，热空气进入格栅风道(图中未标出)并被送入乘客舱内，升高乘客舱温度，实现对乘客舱制热的功能。制冷剂流出第一换热器101，依次流经第三流向切换装置3和第二流向切换装置4后，经第一节流装置6节流，降温降压变成低温低压的制冷剂。低温低压的制冷剂流经第一流向切换装置5后进入第二换热器2，在第二换热器2中与大气环境换热，制冷剂则发生相变而大部分蒸发成低温低压的气态制冷剂。从第二换热器2流出的制冷剂依次流经第二流向切换装置4、第一多通装置8及第三流向切换装置3后，回流入压缩机1，如此循环。低温低湿的环境下，第二换热器2不易结霜适合用作蒸发器，第二换热器2用作蒸发器，充分利用大气环境的热量，利于节能。
低温高湿的环境，当乘客舱有取暖需求，电池组件和电机组件中的至少一个具有余热时，热管理系统处于余热回收模式。参照图6，在余热回收模式下，第三流向切换装置3处于第一工作方式，第二流向切换装置4处于第一工作模式，第一流向切换装置5处于第一工作状态且第一接口51仅与第三接口53连通，第一节流装置6处于节流状态，第二节流装置7处于截止状态，第一多通装置8的第一连接口81与第三连接口83连通。第二多通装置13的第四连接口131与第五连接口132连通，第三多通装置19的第七连接口191与第九连接口193连通，第四多通装置14处于第二连接状态，第一泵10和第二泵15中的至少一个为冷却液回路提供动力。
冷却液系统中，第一泵10、第二换热部92、加热装置12、电池换热装置11、第二多通装置13、第四多通装置14、电 机换热装置18、第三多通装置19、第二泵15、第四多通装置14、第一泵10顺序连通形成冷却液回路，通过冷却液的循环流动，第二换热部92回收电池组件和电机组件的余热，且同时降低电池组件和电机组件的温度，使电池组件和电机组件处于合适的温度。根据此时电池组件的热管理需求，可以调整第二多通装置13的开度比例，使第四连接口131与第五连接口132和第六连接口133均连通，有部分冷却液流经第一旁通支路，不与电池组件换热，或者使第五连接口132仅与第六连接口133连通，冷却液不与电池组件换热。
制冷剂系统中，压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第一节流装置6、第一流向切换装置5、第一换热部91、第一多通装置8、第三流向切换装置3、压缩机1顺序连通形成制冷剂回路。第一换热器101用作冷凝器，第三换热器9用作蒸发器。
具体而言，参见图6，在余热回收模式下，压缩机1将低温低压的气态制冷剂压缩成高温高压的气态制冷剂，高温高压的制冷剂流入第一换热器101，第一换热器101中的制冷剂加热周围的空气，从而使第一换热器101周围的空气温度升高，在空气流的作用下，热空气进入格栅风道(图中未标出)并被送入乘客舱内，升高乘客舱温度，实现对乘客舱制热的功能。制冷剂流出第一换热器101，依次流经第三流向切换装置3和第二流向切换装置4后，经第一节流装置6节流，降温降压变成低温低压的制冷剂。低温低压的制冷剂流经第一流向切换装置5后进入第一换热部91，在第三换热器9中第一换热部91中的制冷剂与第二换热部92中冷却液进行热交换，制冷剂则发生相变而大部分蒸发成低温低压的气态制冷剂。从第一换热部91流出的制冷剂依次流经第一多通装置8及第三流向切换装置3后，回流入压缩机1，如此循环。低温高湿的环境下，第二换热器2容易结霜不适合用作蒸发器，第三换热器9用作蒸发器，回收利用电机组件和电池组件的多余热量，在防结霜的同时实现余热回收的功能，利于节能和改善第二换热器2结霜的问题。
当车辆处于低温快充或超充状态，乘客舱有取暖需求，电池组件有冷却需求时，热管理系统处于混合制热模式。参照图7，在混合制热模式下，第三流向切换装置3处于第一工作方式，第二流向切换装置4处于第一工作模式，第一流向切换装置5处于第一工作状态且第一接口51与第二接口52和第三接口53均连通，第一节流装置6处于节流状态，第二节流装置7处于截止状态，第一多通装置8的第一连接口81与第二连接口82和第三连接口83均连通。在混合制热模式下，冷却液系统的工作原理与余热回收模式的冷却液系统的工作原理一致，可参考余热回收模式的冷却液系统的相关描述，此处不再赘述。
制冷剂系统中，压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第一节流装置6、第一流向切换装置5、第一换热部91、第一多通装置8、第三流向切换装置3、压缩机1顺序连通形成制冷剂回路。且压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第一节流装置6、第一流向切换装置5、第二换热器2、第二流向切换装置4、第一多通装置8、第三流向切换装置3、压缩机1顺序连通形成制冷剂回路。第一换热器101用作冷凝器，第二换热器2和第三换热器9用作蒸发器。
具体而言，参见图7，在混合制热模式下，相较于单制热模式，经第一节流装置6节流后的制冷剂通过第一流向切换装置5分为两路，一路进入第二换热器2，在第二换热器2中与大气环境换热。另一路进入第一换热部91，在第三换热器9中第一换热部91中的制冷剂与第二换热部92中冷却液换热。从第二换热器2流出的制冷剂流经第二流向切换装置4后，与从第一换热部91流出的制冷剂通过第一多通装置8汇合，汇合后的制冷剂流经第三流向切换装置3后，回流入压缩机1，如此循环。在一些其他实施例中，根据系统设计的不同，从第二换热器2流出的制冷剂与从第一换热部91流出的制冷剂可以直接汇流至第三流向切换装置3或压缩机1。
在混合制热模式下，可根据环境温湿度以及电池组件的热管理需求，调整第一多通装置8的开度比例，合理应用大气环境温度和冷却液的温度，实现热管理系统的经济高效运行。
当车辆处于极低温环境，此时大气环境、电机组件以及电池组件均没有可利用的热量，但乘客舱有取暖需求时，热管理系统处于快速制热模式。参照图8，在快速制热模式下，第三流向切换装置3处于第一工作方式，第二流向切换装置4处于第一工作模式，第一流向切换装置5处于第一工作状态且第一接口51与第三接口53连通，第一节流装置6处于节流状态，第二节流装置7处于截止状态，第一多通装置8的第一连接口81与第三连接口83连通。第二多通装置13装置的第五连接口132与第六连接口133连通，第四多通装置14处于第一连接状态，第一泵10为冷却液回路提供动力，第二泵15关闭。
冷却液系统中，第一泵10、第二换热部92、加热装置12、第一旁通支路、第二多通装置13、第一泵10顺序连通形成冷却液回路，加热装置12开启用于加热冷却液，通过冷却液的循环流动，第二换热部92吸收加热装置12提供的热量。
制冷剂系统中，压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第一节流装置6、第一流向切换装置5、第一换热部91、第一多通装置8、第三流向切换装置3、压缩机1顺序连通形成制冷剂回路。第一换热器101用作冷凝器，第三换热器9用作蒸发器。在快速制热模式下，制冷剂系统的工作原理与余热回收模式的制冷剂系统的工作原理 一致，可参考余热回收模式下的制冷剂系统的相关描述，此处不再赘述。
此时，根据电池组件是否需要加热，可调整第二多通装置13的开度比例，使通过加热装置12加热后的冷却液至少部分流经电池换热装置11，从而实现电池组件的加热。根据电机组件是否需要加热，可调整第四多通装置14的状态，使通过加热装置12加热后的冷却液能够流经电机换热装置18，从而实现电机组件的加热。
在单制热模式、余热回收模式、混合制热模式以及快速制热模式中，均使用第一节流装置6作为节流元件，即制热模式下第二换热器2和第三换热器9共用一个节流元件，可以减少热管理系统的零部件数量，简化热管理系统的结构。另外，制热模式下第二换热器2和第三换热器9并联，可根据环境温湿度、电池组件及电机组件的状态，调整流经第二换热器2和第三换热器9的制冷剂量，平衡电池组件热管理、电机组件热管理和第二换热器2防结霜的能力，在一定程度上可以改善第二换热器2的结霜问题，还可以实现余热回收利用，利于节能。
参见图9至图11，热管理系统包括制热除湿模式，当环境温度较低且湿度较大时，乘客舱有制热除湿的需求，开启制热除湿模式，此时风门103打开，第一换热器101用作冷凝器，空调箱100处于内循环状态。制热除湿模式包括第一制热除湿模式、第二制热除湿模式以及第三制热除湿模式，第一制热除湿模式、第二制热除湿模式以及第三制热除湿模式均可满足乘客舱的制热除湿需求。其中，第一制热除湿模式为整车内循环模式，即第一换热器101用作冷凝器，第四换热器102用作蒸发器。第二制热除湿模式在整车内循环模式的基础上，使用第三换热器9实现电池组件的冷却，在实现制热除湿功能的同时兼顾电池的热管理，还可以提升制热除湿的效果。第三制热除湿模式在整车内循环模式的基础上，使用第二换热器2利用大气环境的温度，提升制热除湿的效果。
极低温的环境，乘客舱有制热除湿需求，大气环境和冷却液回路无热量可利用时，热管理系统处于第一制热除湿模式。参照图9，在第一制热除湿模式下，第三流向切换装置3处于第一工作方式，第二流向切换装置4处于第一工作模式，第一流向切换装置5和第一多通装置8处于非工作状态，第一节流装置6处于截止状态，第二节流装置7处于节流状态。在第一制热除湿模式下，冷却液系统的工作原理与单制热模式的冷却液系统的工作原理一致，根据电池组件和电机组件的热管理需求，调整冷却液系统的状态，可参考单制热模式的相关描述，此处不再赘述。
制冷剂系统中，压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第二节流装置7、第四换热器102、压缩机1顺序连通形成制冷剂回路。第一换热器101用作冷凝器，第四换热器102用作蒸发器。
具体而言，参见图9，在第一制热除湿模式下，压缩机1将低温低压的气态制冷剂压缩成高温高压的气态制冷剂，高温高压的制冷剂流入第一换热器101，第一换热器101中的制冷剂加热周围的空气，从而使第一换热器101周围的空气温度升高。制冷剂流出第一换热器101，依次流经第三流向切换装置3和第二流向切换装置4后，经第二节流装置7节流，降温降压变成低温低压的制冷剂。低温低压的制冷剂进入第四换热器102，在第四换热器102中吸收周围的空气的热量，制冷剂则发生相变而大部分蒸发成低温低压的气态制冷剂。从第四换热器102流出的制冷剂回流入压缩机1，如此循环。
在空调箱100中，由于第四换热器102位于第一换热器101的上风侧，乘客舱内的空气先流经第四换热器102再流经第一换热器101，在流经第四换热器102时，空气中的水分遇冷冷凝析出，空气被干燥，干燥后的空气再流经第一换热器101从而被加热，空气温度升高，在空气流的作用下，温度升高的干燥空气进入格栅风道(图中未标出)并被送入乘客舱内，实现对乘客舱制热除湿的功能。
在第一制热除湿模式下，车辆处于整车内循环模式，相较于空调箱处于外循环状态更加节能，制热除湿效果更好，且压缩机1的能效比也较高，利于节能。
中温的环境，乘客舱有制热除湿需求，电池组件有热管理需求时，热管理系统处于第二制热除湿模式。参照图10，在第二制热除湿模式下，第三流向切换装置3处于第一工作方式，第二流向切换装置4处于第一工作模式，第一流向切换装置5处于第一工作状态且第一接口51仅与第三接口53连通，第一多通装置8的第一连接口81与第三连接口83连通，第一节流装置6处于节流状态，第二节流装置7处于节流状态。第二多通装置13的第四连接口131与第五连接口132连通，第四多通装置14处于第一连接状态，第一泵10为冷却液回路的流动提供动力，第二泵15关闭，加热装置12不开启，仅用作管路。
冷却液系统中，第一泵10、第二换热部92、加热装置12、电池换热装置11、第二多通装置13、第四多通装置14、第一泵10顺序连通形成冷却液回路，通过第二换热部92对电池组件进行冷却。当电机组件需要散热时，可以开启第二泵15，第二泵15、第四多通装置14、电机换热装置18、第三多通装置19、第五换热器16、第二泵15顺序连通形成另一个冷却液回路，通过第五换热器16对电机组件进行冷却。可选的，当通过第五换热器16无法对电机组件进行冷却时，可以将第四多通装置14设置为第二连接状态，且使用第二旁通支路旁通第五换热器16，通过第二换热部92对电机组件和电池组件进行冷却。
制冷剂系统中，压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第二节流装置7、第四换热器102、压缩机1顺序连通形成制冷剂回路。且压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第一节流装置6、第一流向切换装置5、第一换热部91、第一多通装置8、第三流向切换装置3、压缩机1顺序连通形成制冷剂回路。第一换热器101用作冷凝器，第三换热器9和第四换热器102用作蒸发器。
具体而言，参见图10，相较于第一制热除湿模式，在第二制热除湿模式下，从第二流向切换装置4流出的制冷剂分为两路，一路经第二节流装置7节流后进入第四换热器102，在第四换热器102中吸收周围的空气的热量，在空气流的作用下实现乘客舱的制热除湿。另一路经第一节流装置6节流，被节流后的制冷剂流经第一流向切换装置5后进入第一换热部91，在第三换热器9中，第一换热部91中的制冷剂与第二换热部92中冷却液换热，冷却液温度降低，通过冷却液的循环流动，实现电池组件的冷却。从第一换热部91流出的制冷剂依次流经第一多通装置8和第三流向切换装置3后回流入压缩机1，从第四换热器102流出的制冷剂回流入压缩机1，如此循环。第二制热除湿模式中实现乘客舱制热除湿的工作原理与第一制热除湿模式一致，可参考第一制热除湿模式的相关描述，在此不再赘述。
在第二制热除湿模式下，第四换热器102与第三换热器9并联，可同时实现制热除湿功能和电池组件冷却功能，热管理系统的热管理能力较好。且通过第三换热器9将冷却液中的多余热量回收至制冷剂中，能提升乘客舱制热除湿的效果。
中温的环境，乘客舱有制热除湿需求，电池组件无热管理需求时，热管理系统可处于第三制热除湿模式。参照图11，在第三制热除湿模式下，第三流向切换装置3处于第一工作方式，第二流向切换装置4处于第一工作模式，第一流向切换装置5处于第一工作状态且第一接口51仅与第二接口52连通，第一多通装置8的第一连接口81与第二连接口82连通，第一节流装置6处于节流状态，第二节流装置7处于节流状态。在第三制热除湿模式下，冷却液系统的工作原理与单制热模式的冷却液系统的工作原理一致，根据电池组件和电机组件的热管理需求，调整冷却液系统的状态，可参考单制热模式的相关描述，此处不再赘述。
制冷剂系统中，压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第二节流装置7、第四换热器102、压缩机1顺序连通形成制冷剂回路。且压缩机1、第一换热器101、第三流向切换装置3、第二流向切换装置4、第一节流装置6、第一流向切换装置5、第二换热器2、第二流向切换装置4、第一多通装置8、第三流向切换装置3、压缩机1顺序连通形成制冷剂回路。第一换热器101用作冷凝器，第二换热器2和第四换热器102用作蒸发器。
具体而言，参见图11，相较于第一制热除湿模式，在第三制热除湿模式下，从第二流向切换装置4流出的制冷剂分为两路，一路经第二节流装置7节流后进入第四换热器102，在第四换热器102中吸收周围的空气的热量，在空气流的作用下实现乘客舱的制热除湿。另一路经第一节流装置6节流，被节流后的制冷剂流经第一流向切换装置5后进入第二换热器2，在第二换热器2中与大气环境换热。从第二换热器2流出的制冷剂依次流经第二流向切换装置4、第一多通装置8和第三流向切换装置3后回流入压缩机1，从第四换热器102流出的制冷剂回流入压缩机1，如此循环。第三制热除湿模式中实现乘客舱制热除湿的工作原理与第一制热除湿模式一致，可参考第一制热除湿模式的相关描述，在此不再赘述。
在第三制热除湿模式下，第四换热器102与第二换热器2并联，可通过第二换热器2利用大气环境的热量，能确保乘客舱制热除湿的效果。
本申请提供一种结构简单的热管理系统。例如，参照图5和图11，单制热模式和第三制热除湿模式之间的切换，仅通过控制第二节流装置7的状态即可实现。参照图5和图9，单制热模式和第一制热除湿模式之间的切换，通过控制第一节流装置6、第二节流装置7和第一多通装置8的状态即可实现。参照图10和图11，第二制热除湿模式和第三制热除湿模式之间的切换，仅通过控制第一流向切换装置5的状态即可实现。本申请的热管理系统通过对相对较少的部件的控制，实现各个模式之间的切换，降低热管理系统的控制难度。
参见图12，热管理系统包括电池单热模式，可利用制冷剂系统加热冷却液，从而加热电池组件，相较于利用加热装置12加热电池组件，更为节能。此时风门103关闭，第一换热器101不参与换热。在电池单热模式下，第三流向切换装置3处于第二工作方式，第二流向切换装置4处于第二工作模式，第一流向切换装置5处于第二工作状态，第一多通装置8的第一连接口81与第三连接口83连通，第一节流装置6处于节流状态，第二节流装置7处于截止状态。第二多通装置13的第四连接口131与第五连接口132连通，第四多通装置14处于第一连接状态，第一泵10为冷却液回路的流动提供动力，第二泵15关闭，加热装置12不开启，仅用作管路。
冷却液系统中，第一泵10、第二换热部92、加热装置12、电池换热装置11、第二多通装置13、第四多通装置14、第一泵10顺序连通形成冷却液回路，通过第二换热部92对电池组件进行加热。当电机组件需要散热时，可以开启第二泵15，第二泵15、第四多通装置14、电机换热装置18、第三多通装置19、第五换热器16、第二泵15顺序连通形成另一个冷却液回路，通过第五换热器16对电机组件进行冷却。
制冷剂系统中，压缩机1、第一换热器101、第三流向切换装置3、第一多通装置8、第一换热部91、第一流向切换装置5、第一节流装置6、第一流向切换装置5、第二换热器2、第二流向切换装置4、第三流向切换装置3、压缩机1顺序连通形成制冷剂回路。第三换热器9用作冷凝器，第二换热器2用作蒸发器。
具体而言，参见图12，在电池单热模式下，压缩机1将低温低压的气态制冷剂压缩成高温高压的气态制冷剂，高温高压的制冷剂依次流经第一换热器101、第三流向切换装置3和第一多通装置8后流入第一换热部91，在第三换热器9中，第二换热部92中冷却液与收第一换热部91中的制冷剂换热，冷却液温度升高，通过冷却液的循环流动，实现电池的加热。流入第一换热部91的制冷剂流经第一流向切换装置5后经第一节流装置6节流，降温降压变成低温低压的制冷剂。低温低压的制冷剂再次流经第一流向切换装置5后进入第二换热器2，在第二换热器2中与大气环境换热，制冷剂则发生相变而大部分蒸发成低温低压的气态制冷剂。从第二换热器2流出的制冷剂依次流经第二流向切换装置4和第三流向切换装置3后，回流入压缩机1，如此循环。
在电池单热模式下，通过第二换热器2吸收大气环境的热量，然后通过第三换热器9释放热量至冷却液中，再通过冷却液循环流动加热电池组件，即使用大气环境的热量加热电池组件，能效比较高，且利于节能。
参见图13，热管理系统包括混合加热模式，相较于电池单热模式，可利用制冷剂系统同时实现加热电池组件和乘客舱取暖。混合加热模式的制冷剂系统的工作原理与电池单热模式的制冷剂系统的工作原理基本相同，混合加热模式的冷却液系统的工作原理与电池单热模式的冷却液系统的工作原理，区别在于：混合加热模式下，风门103开启，第一换热器101用作冷凝器，第一换热器101中的制冷剂加热周围的空气，从而使第一换热器101周围的空气温度升高，在空气流的作用下，热空气进入格栅风道(图中未标出)并被送入乘客舱内，升高乘客舱温度，实现对乘客舱制热的功能。
在电池单热模式和混合加热模式下，第一换热器101与第一换热部91串联，电池单热模式和混合加热模式之间的切换仅通过控制风门103的状态来实现，风门103关闭为电池单热模式，风门103开启为混合加热模式，仅通过简单的机械结构的控制即可实现模式间的切换，切换的方式较为简单。
参见图14，热管理系统包括混合换热模式，相较于电池单热模式，可利用制冷剂系统同时实现加热电池组件和乘客舱制冷。此时风门103关闭，第一换热器101不参与换热。在混合换热模式下，第三流向切换装置3处于第二工作方式，第二流向切换装置4处于第二工作模式，第一流向切换装置5处于第二工作状态，第一多通装置8的第一连接口81与第三连接口83连通，第一节流装置6处于节流状态，第二节流装置7处于节流状态或导通状态。在混合换热模式下，冷却液系统的工作原理与电池单热模式的冷却液系统的工作原理一致，根据电池组件和电机组件的热管理需求，调整冷却液系统的状态，可参考电池单热模式的相关描述，此处不再赘述。
制冷剂系统中，压缩机1、第一换热器101、第三流向切换装置3、第一多通装置8、第一换热部91、第一流向切换装置5、第一节流装置6、第一流向切换装置5、第二换热器2、第二流向切换装置4、第三流向切换装置3、压缩机1顺序连通形成制冷剂回路。且压缩机1、第一换热器101、第三流向切换装置3、第一多通装置8、第一换热部91、第一流向切换装置5、第一节流装置6、第二节流装置7、第四换热器102、压缩机1顺序连通形成制冷剂回路。第三换热器9用作冷凝器，第二换热器2和第四换热器102用作蒸发器。
具体而言，参见图14，相较于电池单热模式，在混合换热模式下，经第一节流装置6节流后的制冷剂分为两路，一路制冷剂再次流经第一流向切换装置5后进入第二换热器2，在第二换热器2中与大气环境换热。另一路制冷剂可流经第二节流装置7流入第四换热器102或经第二节流装置7节流后流入第四换热器102，第四换热器102吸收周围的空气的热量，使第四换热器102周围空气温度降低，在空气流的作用下，冷空气流入乘客舱，可实现乘客舱制冷。从第四换热器102流出的制冷剂回流入压缩机1，从第二换热器2流出的制冷剂依次流经第二流向切换装置4和第三流向切换装置3后，回流入压缩机1，如此循环。
在混合换热模式下，空调箱100可以处于内循环状态，通过第四换热器102吸收乘客舱内的余热以及车内太阳辐射热量，调节乘客舱内的温度，且实现车内余热的回收利用，有利于节能。空调箱100还可以处于外循环状态，通过第四换热器102再次吸收车外环境的热量，充分利用大气环境的热量，有利于节能。
在一些实施例中，在混合换热模式下，可以打开风门103，既实现乘客舱的制热除湿功能，也实现电池加热功能，电池单热模式、混合加热模式及混合换热模式之间的切换均较为简单，可以通过控制机械结构或控制一个阀件的开闭来实现，热管理系统的结构较为简单。
参见图15，热管理系统包括散热模式，适用于电池组件快充初期，通过第五换热器16冷却电池组件。具体地，制冷剂系统关闭，第二多通装置13的第四连接口131与第五连接口132连通，第三多通装置19的第八连接口192与第九连接口193连通，第四多通装置14处于第二连接状态，第一泵10和第二泵15中的至少一个为冷却液回路提供动力，加热装置12 关闭。
冷却液系统中，第一泵10、第二换热部92、加热装置12、电池换热装置11、第二多通装置13、第四多通装置14、电机换热装置18、第三多通装置19、第五换热器16、第二泵15、第四多通装置14、第一泵10顺序连通形成冷却液回路，通过冷却液的循环流动，将电池组件的热量带到第五换热器16处释放至大气环境中，减少压缩机1的使用，可以达到节能的目的。
参见图16，热管理系统包括电池加热模式，适用于极低温环境且压缩机1不适合开启的状态，通过加热装置12加热电池组件。具体地，制冷剂系统关闭，第二多通装置13的第四连接口131与第五连接口132连通，第四多通装置14处于第一连接状态，第一泵10为冷却液回路提供动力，第二泵15关闭，加热装置12开启用于加热冷却液。
冷却液系统中，第一泵10、第二换热部92、加热装置12、电池换热装置11、第二多通装置13、第四多通装置14、第一泵10顺序连通形成冷却液回路，通过冷却液的循环流动，利用加热装置12加热电池组件，确保电池可以工作在合适的温度区间。
需要说明的是，本申请实施例中，顺序连通仅说明各个器件之间连接的顺序关系，而各个器件之间还可包括其他器件，例如截止阀等。
本申请还提供一种热管理系统的控制方法，本申请中的控制方法应用于上述实施方式的热管理系统，热管理系统还包括控制系统，控制系统可用于对制冷剂系统的工作状态和冷却液系统的工作状态进行控制。
参照图1，控制系统包括控制器200和多个传感器，多个传感器可用于获取各个换热器、电机以及电池的工作信息，可选的，工作信息包括温度。控制器200与压缩机1、多个节流装置、多个流向切换装置、多个泵、多个多通装置以及多个传感器等部件电连接。控制器200可用于获取传感器得到的工作信息。控制器200可用于对上述电连接的部件的工作状态进行调节，工作状态的调节包括开启部件、关闭部件、转速调节、开度调节以及功率调节中的至少一个。控制器200可用于执行热管理系统的控制方法。
热管理系统的控制方法包括：
获取乘客的需求和传感器得到的工作信息；
根据乘客的需求和从传感器得到的工作信息，控制器200对热管理系统中的各个部件的工作状态进行调节，使热管理系统执行合适的空调运行模式，从而实现对乘客舱、电机以及电池的热管理。
热管理系统还包括交互装置，控制器200与交互装置电连接，控制器200通过交互装置可以获得乘客的需求，如乘客需求的目标温度或运行模式等。可选的，交互装置可以为电动汽车的控制面板。空调运行模式包括上述热管理系统的所有运行模式等。上述热管理系统的所有运行模式下的热管理系统的连接状态可参照前文关于热管理系统的描述，此处不再赘述。
以上所述仅是本申请的较佳实施例而已，并非对本申请做任何形式上的限制，虽然本申请已以较佳实施例揭露如上，然而并非用以限定本申请，任何熟悉本专业的技术人员，在不脱离本申请技术方案的范围内，当可利用上述揭示的技术内容做出些许更动或修饰为等同变化的等效实施例，但凡是未脱离本申请技术方案的内容，依据本申请的技术实质对以上实施例所作的任何简单修改、等同变化与修饰，均仍属于本申请技术方案的范围内。

Claims (15)

  1. 一种热管理系统，其特征在于，包括：压缩机(1)、第一换热器(101)、第二换热器(2)、第三换热器(9)、第一节流装置(6)和第一流向切换装置(5)；
    所述第一流向切换装置(5)包括第一接口(51)、第二接口(52)及第三接口(53)，所述第一流向切换装置(5)具有第一工作状态，在所述第一工作状态下，所述第一接口(51)与所述第二接口(52)和所述第三接口(53)中的至少一个连通；
    所述热管理系统包括控制器(200)，所述热管理系统具有制热模式，所述制热模式在所述控制器(200)的控制下执行，在所述制热模式下，所述第一节流装置(6)处于节流状态，所述第一流向切换装置(5)处于所述第一工作状态，所述压缩机(1)的出口与所述第一换热器(101)的入口连通，所述第一换热器(101)的出口与所述第一节流装置(6)的第二端口连通，所述第一节流装置(6)的第一端口与所述第一接口(51)连通，所述第一接口(51)与所述第二接口(52)连通，所述第二接口(52)与所述第二换热器(2)的第一端口连通，所述第二换热器(2)的第二端口与所述压缩机(1)的入口连通，或，所述第一接口(51)与所述第三接口(53)连通，所述第三接口(53)与所述第三换热器(9)的第一端口连通，所述第三换热器(9)的第二端口与所述压缩机(1)的入口连通。
  2. 如权利要求1所述的一种热管理系统，其特征在于，所述第三换热器(9)包括第一换热部(91)和第二换热部(92)，所述第一换热部(91)与所述第二换热部(92)不连通，所述第一换热部(91)与所述第二换热部(92)能够进行热交换，所述第一换热部(91)连接于所述第三接口(53)与所述压缩机(1)入口之间，或，所述第一换热部(91)连接于所述第三接口(53)与所述压缩机(1)的出口之间；
    所述热管理系统还包括第一泵(10)、电池换热装置(11)、电机换热装置(18)和加热装置(12)；
    所述制热模式包括快速制热模式和余热回收模式，在所述快速制热模式和所述余热回收模式下，所述第一节流装置(6)处于节流状态，所述第一接口(51)与所述第三接口(53)连通，所述第三接口(53)与所述第一换热部(91)的一端口连通，所述第一换热部(91)的另一端口与所述压缩机(1)的入口连通，所述压缩机(1)、所述第一换热器(101)、所述第一节流装置(6)和所述第一换热部(91)连通，所述第一节流装置(6)设置于所述第一换热器(101)的出口与所述第一换热部(91)的入口之间；
    在所述快速制热模式下，所述加热装置(12)、所述第一泵(10)和所述第二换热部(92)连通，所述第一换热部(91)与所述第二换热部(92)进行热交换；在所述余热回收模式下，所述电池换热装置(11)、所述第一泵(10)和所述第二换热部(92)连通，或，所述电池换热装置(11)、电机换热装置(18)、所述第一泵(10)和所述第二换热部(92)连通，所述第一换热部(91)与所述第二换热部(92)进行热交换。
  3. 如权利要求2所述的一种热管理系统，其特征在于，所述热管理系统还包括第二节流装置(7)、第四换热器(102)和空调箱(100)，所述第一换热器(101)和所述第四换热器(102)均位于所述空调箱(100)中，所述第四换热器(102)位于所述第一换热器(101)的上风侧，所述第二节流装置(7)设于所述第四换热器(102)的入口侧；
    所述热管理系统具有制热除湿模式，所述制热除湿模式在所述控制器(200)的控制下执行，在所述制热除湿模式下，所述第二节流装置(7)处于节流状态，所述压缩机(1)、所述第一换热器(101)、所述第二节流装置(7)和所述第四换热器(102)连通，所述第二节流装置(7)设置于所述第一换热器(101)的出口与所述第四换热器(102)的入口之间，所述第一节流装置(6)处于节流状态或截止状态，所述第一流向切换装置(5)处于所述第一工作状态。
  4. 如权利要求3所述的一种热管理系统，其特征在于，所述第一流向切换装置(5)还包括第四接口(54)，所述第一流向切换装置(5)还具有第二工作状态，在所述第二工作状态下，所述第一接口(51)与所述第三接口(53)连通，所述第二接口(52)与所述第四接口(54)连通；
    所述热管理系统包括第二流向切换装置(4)，所述第二流向切换装置(4)包括第五接口(41)、第六接口(42)、第七接口(43)和第八接口(44)，所述第二流向切换装置(4)具有第一工作模式和第二工作模式，在所述第一工作模式下，所述第五接口(41)和所述第六接口(42)连通，所述第七接口(43)与所述第八接口(44)连通，在所述第二工作模式下，所述第五接口(41)与所述第八接口(44)连通，所述第六接口(42)与所述第七接口(43)连通或不连通；
    在所述制热模式和所述制热除湿模式下，所述第二流向切换装置(4)处于所述第一工作模式，所述第一换热器(101)的出口与所述第八接口(44)连通，所述第七接口(43)与所述第一节流装置(6)的第二端口以及所述第二节流装置(7)的入口连通，所述第一节流装置(6)的第一端口与所述第一接口(51)连通，所述第二接口(52)与所述第二换热器(2)的第一端口连通，所述第三接口(53)与所述第三换热器(9)的第一端口连通。
  5. 如权利要求4所述的一种热管理系统，其特征在于，所述热管理系统具有单制冷模式、电池单冷模式和混合制冷模式，所述单制冷模式、所述电池单冷模式和所述混合制冷模式在所述控制器(200)的控制下执行，在所述单制冷模式、所 述电池单冷模式和所述混合制冷模式下，所述第一流向切换装置(5)处于所述第二工作状态，所述第二接口(52)与所述第二换热器(2)的第一端口连通，所述第二流向切换装置(4)均处于所述第二工作模式，所述第五接口(41)与所述第二换热器(2)的第二端口连通，所述第八接口(44)与所述第一换热器(101)的出口连通；
    在所述单制冷模式下，所述第四接口(54)与所述第二节流装置(7)的入口连通，所述第一节流装置(6)处于截止状态，所述第二节流装置(7)处于节流状态，所述压缩机(1)、所述第二换热器(2)、所述第二节流装置(7)、所述第四换热器(102)连通，所述第二节流装置(7)设置于所述第二换热器(2)的出口与所述第四换热器(102)的入口之间；
    在所述电池单冷模式下，所述第四接口(54)与所述第一节流装置(6)的第二端口连通，所述第一接口(51)与所述第一节流装置(6)的第一端口连通，所述第三接口(53)与所述第三换热器(9)的第一端口连通，所述第一节流装置(6)处于节流状态，所述第二节流装置(7)处于截止状态，所述压缩机(1)、所述第二换热器(2)、所述第一节流装置(6)、所述第一换热部(91)连通，所述第一节流装置(6)设置于所述第二换热器(2)的出口与所述第一换热部(91)的入口之间，所述第一泵(10)、所述电池换热装置(11)和所述第二换热部(92)连通，所述第一换热部(91)与所述第二换热部(92)进行热交换；
    在所述混合制冷模式下，所述第四接口(54)与所述第一节流装置(6)的第二端口以及所述第二节流装置(7)的入口连通，所述第一接口(51)与所述第一节流装置(6)的第一端口连通，所述第三接口(53)与所述第三换热器(9)的第一端口连通，所述第一节流装置(6)处于节流状态，所述第二节流装置(7)处于节流状态，所述压缩机(1)、所述第二换热器(2)、所述第二节流装置(7)、所述第四换热器(102)连通，所述第二节流装置(7)设置于所述第二换热器(2)的出口与所述第四换热器(102)的入口之间，所述压缩机(1)、所述第二换热器(2)、所述第一节流装置(6)、所述第一换热部(91)连通，所述第一节流装置(6)设置于所述第二换热器(2)的出口与所述第一换热部(91)的入口之间，所述第一泵(10)、所述电池换热装置(11)和所述第二换热部(92)连通，所述第一换热部(91)与所述第二换热部(92)进行热交换。
  6. 如权利要求3所述的一种热管理系统，其特征在于，所述第一流向切换装置(5)还包括第四接口(54)，所述第一流向切换装置(5)还具有第二工作状态，在所述第二工作状态下，所述第一接口(51)与所述第三接口(53)连通，所述第二接口(52)与所述第四接口(54)连通；
    所述热管理系统包括第三流向切换装置(3)，所述第三流向切换装置(3)包括第九接口(31)、第十接口(32)、第十一接口(33)和第十二接口(34)，所述第三流向切换装置(3)包括第一工作方式和第二工作方式，在所述第一工作方式下，所述第九接口(31)和所述第十接口(32)连通，所述第十一接口(33)与所述第十二接口(34)连通，在所述第二工作方式下，所述第九接口(31)与所述第十二接口(34)连通，所述第十接口(32)与所述第十一接口(33)连通；
    在所述制热模式和所述制热除湿模式下，所述第三流向切换装置(3)处于所述第一工作方式，所述第九接口(31)与所述第一换热器(101)的出口连通，所述第十接口(32)与所述第一节流装置(6)的第二端口或所述第二节流装置(7)的入口连通，所述第十一接口(33)与所述压缩机(1)入口连通，所述第十二接口(34)能够与所述第二换热器(2)的第二端口和所述第三换热器(9)的第二端口中的至少一个连通。
  7. 如权利要求6所述的一种热管理系统，其特征在于，所述热管理系统具有电池单热模式和电池单冷模式，所述电池单热模式和所述电池单冷模式在所述控制器(200)的控制下执行，在所述电池单热模式和所述电池单冷模式下，所述第一流向切换装置(5)处于第二工作状态，所述第一接口(51)与所述第一节流装置(6)的第一端口连通，所述第二接口(52)与所述第二换热器(2)的第一端口连通，所述第三接口(53)与所述第三换热器(9)的第一端口连通，所述第四接口(54)与所述第一节流装置(6)的第二端口连通，所述第九接口(31)与所述第一换热器(101)的出口连通，所述第十接口(32)与所述第二换热器(2)的第二端口连通，所述第十一接口(33)与所述压缩机(1)入口连通，所述第十二接口(34)与所述第三换热器(9)的第二端口连通，所述第一节流装置(6)处于节流状态，所述第二节流装置(7)处于截止状态；
    在所述电池单热模式下，所述第三流向切换装置(3)处于第二工作方式，所述压缩机(1)、所述第一换热部(91)、所述第一节流装置(6)和所述第二换热器(2)连通，所述第一节流装置(6)设置于所述第一换热部(91)的出口与所述第二换热器(2)的入口之间，所述第一泵(10)、所述电池换热装置(11)和所述第二换热部(92)连通，所述第一换热部(91)与所述第二换热部(92)进行热交换；
    在所述电池单冷模式下，所述第三流向切换装置(3)处于第一工作方式，所述压缩机(1)、所述第二换热器(2)、所述第一节流装置(6)、所述第一换热部(91)连通，所述第一节流装置(6)设置于所述第二换热器(2)的出口与所述第一换热部(91)的入口之间，所述第一泵(10)、所述电池换热装置(11)和所述第二换热部(92)连通，所述第一换热部(91)与所述第二换热部(92)进行热交换。
  8. 如权利要求6所述的一种热管理系统，其特征在于，所述热管理系统具有混合换热模式，所述混合换热模式在所述控制器(200)的控制下执行，在所述混合换热模式下，所述第一流向切换装置(5)处于第二工作状态，所述第一接口(51)与所述第一节流装置(6)的第一端口连通，所述第二接口(52)与所述第二换热器(2)的第一端口连通，所述第三接口(53)与所述第三换热器(9)的第一端口连通，所述第三流向切换装置(3)处于第二工作方式，所述第九接口(31)与所述第一换热器(101)的出口连通，所述第十接口(32)与所述第二换热器(2)的第二端口连通，所述第十一接口(33)与所述压缩机(1)入口连通，所述第十二接口(34)与所述第三换热器(9)的第二端口连通所述第一节流装置(6)的第二端口与所述第四接口(54)和所述第二节流装置(7)的入口连通，所述第一节流装置(6)处于节流状态，所述第二节流装置(7)处于节流状态或导通状态，所述压缩机(1)、所述第一换热部(91)、所述第一节流装置(6)和所述第二换热器(2)连通，所述第一节流装置(6)设置于所述第一换热部(91)的出口与所述第二换热器(2)的入口之间，所述压缩机(1)、所述第一换热部(91)、所述第一节流装置(6)、所述第二节流装置(7)和所述第四换热器(102)连通，所述第二节流装置(7)设置于所述第一换热部(91)的出口与所述第四换热器(102)的入口之间，所述第一泵(10)、所述电池换热装置(11)和所述第二换热部(92)连通，所述第一换热部(91)与所述第二换热部(92)进行热交换。
  9. 如权利要求7所述的一种热管理系统，其特征在于，所述热管理系统包括位于空调箱(100)内的风门(103)，所述风门(103)位于所述第一换热器(101)和所述第四换热器(102)之间，所述控制器(200)控制所述风门(103)的开度，用以控制流经第一换热器(101)的风量；
    所述热管理系统具有混合加热模式，所述混合加热模式在所述控制器(200)的控制下执行，在所述混合加热模式下，所述第一流向切换装置(5)处于第二工作状态，所述第一接口(51)与所述第一节流装置(6)的第一端口连通，所述第二接口(52)与所述第二换热器(2)的第一端口连通，所述第三接口(53)与所述第三换热器(9)的第一端口连通，所述第四接口(54)与所述第一节流装置(6)的第二端口连通，所述第三流向切换装置(3)处于第二工作方式，所述第九接口(31)与所述第一换热器(101)的出口连通，所述第十接口(32)与所述第二换热器(2)的第二端口连通，所述第十一接口(33)与所述压缩机(1)入口连通，所述第十二接口(34)与所述第三换热器(9)的第二端口连通，所述第一节流装置(6)处于节流状态，所述第二节流装置(7)处于截止状态，所述控制器(200)控制所述风门(103)使风流经所述第一换热器(101)，所述压缩机(1)、所述第一换热器(101)、所述第一换热部(91)、所述第一节流装置(6)和所述第二换热器(2)连通，所述第一节流装置(6)设置于所述第一换热部(91)的出口与所述第二换热器(2)的入口之间，且所述第一泵(10)、所述电池换热装置(11)和所述第二换热部(92)连通，所述第一换热部(91)与所述第二换热部(92)进行热交换。
  10. 如权利要求9所述的一种热管理系统，其特征在于，所述热管理系统运行所述混合加热模式，所述控制器(200)控制所述风门(103)的开度，使风不流经所述第一换热器(101)，使得所述热管理系统从所述混合加热模式切换至所述电池单热模式。
  11. 如权利要求1所述的一种热管理系统，其特征在于，所述热管理系统包括第一多通装置(8)，所述第一多通装置(8)包括第一连接口(81)、第二连接口(82)和第三连接口(83)，所述第一连接口(81)与所述压缩机(1)入口或所述第一换热器(101)的出口连通，所述第二连接口(82)与所述第二换热器(2)的第二端口连通，所述第三连接口(83)与所述第三换热器(9)的第二端口连通；
    所述第一多通装置(8)包括工作状态和非工作状态，在所述第一多通装置(8)处于非工作状态时，所述第一连接口(81)、所述第二连接口(82)和所述第三连接口(83)相互不连通，在所述第一多通装置(8)处于工作状态时，所述第一连接口(81)与所述第二连接口(82)和第三连接口(83)中的至少一个连通。
  12. 如权利要求2所述的一种热管理系统，其特征在于，所述热管理系统还包括第二多通装置(13)、第三多通装置(19)和第五换热器(16)；
    所述热管理系统包括第一旁通支路和第二旁通支路，所述第一旁通支路与所述电池换热装置(11)并联，通过所述第二多通装置(13)选择将所述电池换热装置(11)和所述第一旁通支路中的一个接入回路，所述第五换热器(16)与所述第二旁通支路并联，通过所述第三多通装置(19)选择将所述第五换热器(16)和所述第二旁通支路中的一个接入回路。
  13. 如权利要求12所述的一种热管理系统，其特征在于，所述热管理系统包括第二泵(15)和第四多通装置(14)；所述热管理系统包括第一管线和第二管线，所述第一泵(10)、所述第二换热部(92)、所述加热装置(12)、所述电池换热装置(11)以及所述第二多通装置(13)设于第一管线，所述第二泵(15)、所述电机换热装置(18)、所述第五换热器(16)及第三多通装置(19)设于第二管线，通过所述第四多通装置(14)能够使所述第一管线和所述第二管线连通形成一个回路，或，通过所述第四多通装置(14)能够使所述第一管线自身形成的回路和所述第二管线自身形成的回路相互独立。
  14. 如权利要求4所述的一种热管理系统，其特征在于，所述热管理系统包括第三流向切换装置(3)，所述第三流向切 换装置(3)包括第九接口(31)、第十接口(32)、第十一接口(33)和第十二接口(34)，所述第三流向切换装置(3)包括第一工作方式和第二工作方式，在所述第一工作方式下，所述第九接口(31)和所述第十接口(32)连通，所述第十一接口(33)与所述第十二接口(34)连通，在所述第二工作方式下，所述第九接口(31)与所述第十二接口(34)连通，所述第十接口(32)与所述第十一接口(33)连通；
    所述压缩机(1)的出口与所述第一换热器(101)的入口连通，所述第一换热器(101)的出口与所述第九接口(31)连通，所述第十接口(32)与所述第八接口(44)连通，所述第十一接口(33)与所述压缩机(1)的入口连通，所述第十二接口(34)与所述第三换热器(9)的第二端口和所述第六接口(42)中的至少一个连通，所述第五接口(41)与所述第二换热器(2)的第二端口连通，所述第一节流装置(6)的第一端口与所述第一接口(51)连通，所述第二接口(52)与所述第二换热器(2)的第一端口连通，所述第三接口(53)与所述第三换热器(9)的第一端口连通；
    所述第一流向切换装置(5)处于所述第一工作状态下，所述第七接口(43)能够与所述第一节流装置(6)的第二端口和所述第二节流装置(7)的入口中的至少一个连通；所述第一流向切换装置(5)处于所述第二工作状态，所述第一节流装置(6)的第二端口能够与所述第四接口(54)和所述第二节流装置(7)的入口中的至少一个连通。
  15. 一种热管理系统的控制方法，其特征在于：所述热管理系统包括压缩机(1)、第一换热器(101)、第二换热器(2)、第三换热器(9)、第一节流装置(6)、第一流向切换装置(5)以及控制器(200)，所述第一流向切换装置(5)包括第一接口(51)、第二接口(52)及第三接口(53)，所述第一流向切换装置(5)具有第一工作状态，在所述第一工作状态下，所述第一接口(51)与所述第二接口(52)和所述第三接口(53)中的至少一个连通，所述控制器(200)用于执行所述热管理系统的控制方法，从而控制所述热管理系统的工作状态；
    所述热管理系统的控制方法包括：所述控制器控制所述热管理系统进入制热模式，在制热模式下，所述第一节流装置(6)处于节流状态，所述第一流向切换装置(5)处于所述第一工作状态，所述压缩机(1)的出口与所述第一换热器(101)的入口连通，所述第一换热器(101)的出口与所述第一节流装置(6)的第二端口连通，所述第一节流装置(6)的第一端口与所述第一接口(51)连通，所述第一接口(51)与所述第二接口(52)连通，所述第二接口(52)与所述第二换热器(2)的第一端口连通，所述第二换热器(2)的第二端口与所述压缩机(1)的入口连通，或，所述第一接口(51)与所述第三接口(53)连通，所述第三接口(53)与所述第三换热器(9)的第一端口连通，所述第三换热器(9)的第二端口与所述压缩机(1)的入口连通。
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