WO2024066593A1 - 热管理系统和具有其的车辆 - Google Patents

热管理系统和具有其的车辆 Download PDF

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Publication number
WO2024066593A1
WO2024066593A1 PCT/CN2023/104457 CN2023104457W WO2024066593A1 WO 2024066593 A1 WO2024066593 A1 WO 2024066593A1 CN 2023104457 W CN2023104457 W CN 2023104457W WO 2024066593 A1 WO2024066593 A1 WO 2024066593A1
Authority
WO
WIPO (PCT)
Prior art keywords
heat exchange
refrigerant
thermal management
compressor
heat
Prior art date
Application number
PCT/CN2023/104457
Other languages
English (en)
French (fr)
Inventor
吴春芬
张经科
高珊玲
丁银辉
黄锦荣
Original Assignee
比亚迪股份有限公司
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
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2024066593A1 publication Critical patent/WO2024066593A1/zh

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Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6554—Rods or plates
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6561—Gases
    • H01M10/6563—Gases with forced flow, e.g. by blowers
    • H01M10/6564—Gases with forced flow, e.g. by blowers using compressed gas

Definitions

  • the present application relates to the field of vehicle technology, and in particular to a thermal management system and a vehicle having the same.
  • the heat exchange rate of the battery module is slow, the battery module cannot quickly reach a suitable operating temperature, and the working stability of the battery module is low.
  • the present application aims to solve at least one of the technical problems existing in the prior art.
  • one purpose of the present application is to propose a thermal management system that has a fast heat exchange speed for the battery, the battery module can quickly reach a suitable operating temperature, the battery module has a high working stability, and the thermal management system has strong working performance.
  • Another object of the present application is to provide a vehicle.
  • the thermal management system includes: a compressor, a first heat exchanger and a heat exchange component, the exhaust port of the compressor is connected to the heat exchange component, the first port of the first heat exchanger is connected to the air inlet of the compressor, and the second port of the first heat exchanger is connected to the heat exchange component;
  • the heat exchange component includes a first heat exchange plate and a second heat exchange plate arranged in parallel, and the first heat exchange plate and the second heat exchange plate are respectively used to adjust the temperature of the battery module.
  • thermo management system of the embodiment of the present application by providing a first heat exchange plate and a second heat exchange plate to perform heat exchange on the battery module, different end faces of the battery module can be directly contacted for heat exchange, which not only reduces the difficulty of layout, but also improves the heat exchange efficiency, enables the battery module to quickly reach a suitable operating temperature, improves the working stability of the battery module, and improves the working efficiency of the thermal management system.
  • the thermal management system also includes a second heat exchanger, a first port of the second heat exchanger is connected to the exhaust port of the compressor, and a second end of the second heat exchanger is connected to the heat exchange component; the heat exchange component is connected to the air inlet of the compressor.
  • the exhaust port of the compressor is connected to the first port of the first heat exchanger; the exhaust port of the compressor is selectively connected to the first port of the first heat exchanger or the heat exchange component, and the air inlet of the compressor is selectively connected to the heat exchange component or the first port of the first heat exchanger.
  • the thermal management system further includes a memory connected between an exhaust port of the compressor and an intake port of the compressor.
  • the thermal management system further includes a fourth heat exchanger connected between the reservoir and an exhaust port of the compressor.
  • the first port of the fourth heat exchanger is connected to the exhaust port of the compressor, and the second port of the fourth heat exchanger is connected to the heat exchange component.
  • the thermal management system further includes a first throttle disposed between the reservoir and an air port of the compressor.
  • the first heat exchange plate and the second heat exchange plate are suitable for being disposed on opposite sides of the battery.
  • the thermal management system further includes a second valve group, wherein the second valve group is disposed at a first port of the heat exchange component, and the first port of the heat exchange component is connected to an exhaust port of the compressor.
  • the second valve group includes a first throttling element and a second throttling element connected in parallel, and the first throttling element and the second throttling element are connected to the first heat exchange plate and the second heat exchange plate respectively.
  • the thermal management system further includes a first valve group, wherein the first valve group is disposed at a second port of the heat exchange component, and the second port of the heat exchange component is in communication with the second end of the second heat exchanger.
  • the first valve group includes a first control valve and a second control valve connected in parallel, and the first control valve and the second control valve are connected to the first heat exchange plate and the second heat exchange plate respectively.
  • the thermal management system also includes an in-vehicle condenser, the exhaust port of the compressor is connected to the first end of the in-vehicle condenser, and the second end of the in-vehicle condenser is connected to the second port of the first heat exchanger; the exhaust port of the compressor is selectively connected to the first end of the in-vehicle condenser and at least one of the heat exchange components.
  • the thermal management system also includes a high-pressure thermal management subsystem, which includes a third heat exchanger and a circulation loop.
  • the third heat exchanger has a first flow channel and a second flow channel.
  • the first port of the first flow channel is connected to the second end of the heat exchange component and the in-vehicle condenser, and the second port of the first flow channel is connected to the second port of the first heat exchanger; the second flow channel is arranged on the circulation loop, and the circulation loop is used to exchange heat with the high-pressure thermal management subsystem.
  • the thermal management system further includes a first switch valve disposed between the heat exchange assembly and the second port of the first heat exchanger.
  • the thermal management system further includes a second switching valve disposed between the heat exchange assembly and the second port of the second heat exchanger.
  • the thermal management system further includes a third switch valve, and the third switch valve is disposed between the heat exchange component and an air inlet of the compressor.
  • the thermal management system includes: a compressor, a second heat exchanger and a heat exchange assembly, wherein the first port of the second heat exchanger is connected to the exhaust port of the compressor, and the second end of the second heat exchanger is connected to the heat exchange assembly; the heat exchange assembly is connected to the air inlet of the compressor; the heat exchange assembly includes a first heat exchange plate and a second heat exchange plate arranged in parallel, and the first heat exchange plate and the second heat exchange plate are respectively used to adjust the temperature of the battery module of the vehicle.
  • the vehicle includes: a battery module; a thermal management system, wherein the thermal management system is any one of the thermal management systems described above, and the first heat exchange plate and the second heat exchange plate are used to adjust the temperature of the battery module.
  • the vehicle of the embodiment of the present application by providing the above-mentioned thermal management system, the number of times of repairing and replacing battery modules can be reduced, the charging efficiency and convenience of the vehicle can be improved, and at the same time, it is easy to realize the rational layout of the vehicle.
  • the first heat exchange plate and the second heat exchange plate are disposed on the battery module and perform heat exchange with the battery module.
  • FIG1 is a schematic diagram of the structure of a thermal management system according to an embodiment of the present application.
  • FIG2 is a schematic diagram of the structure of a high-voltage thermal management subsystem according to an embodiment of the present application.
  • FIG3 is a schematic diagram of the operation of a refrigerant in a thermal management system according to Embodiment 1 of the present application;
  • FIG4 is a schematic diagram of the operation of a refrigerant in a thermal management system according to Embodiment 2 of the present application;
  • FIG5 is a schematic diagram of the operation of the refrigerant in the thermal management system according to the third embodiment of the present application.
  • FIG. 6 is a schematic diagram of the operation of refrigerant in a thermal management system according to Embodiment 4 of the present application;
  • FIG. 7 is a schematic diagram of the operation of the refrigerant in the thermal management system according to the fifth embodiment of the present application.
  • FIG8 is a schematic diagram of the operation of refrigerant in a thermal management system according to Embodiment 6 of the present application.
  • FIG. 9 is a schematic diagram of the operation of refrigerant in a thermal management system according to Embodiment 7 of the present application.
  • FIG. 10 is a schematic diagram of the operation of refrigerant in a thermal management system according to Embodiment 8 of the present application.
  • FIG. 11 is a schematic diagram of the operation of refrigerant in a thermal management system according to Embodiment 9 of the present application.
  • FIG. 12 is a schematic diagram of the operation of refrigerant in a thermal management system according to Embodiment 10 of the present application;
  • FIG. 13 is a schematic diagram of the operation of refrigerant in a thermal management system according to Embodiment 11 of the present application;
  • FIG. 14 is a schematic diagram of the operation of refrigerant in a thermal management system according to Embodiment 12 of the present application;
  • FIG15 is a schematic diagram of the operation of refrigerant in a thermal management system according to Embodiment 13 of the present application.
  • FIG16 is a schematic diagram of the operation of refrigerant in a thermal management system according to Embodiment 14 of the present application.
  • FIG. 17 is a schematic diagram of the operation of refrigerant in a thermal management system according to Embodiment 15 of the present application;
  • FIG18 is a schematic diagram of the operation of refrigerant in a thermal management system according to Embodiment 16 of the present application.
  • FIG. 19 is a schematic diagram of coolant operation of a first operating condition of a high-pressure thermal management subsystem according to an embodiment of the present application
  • 20 is a schematic diagram of coolant operation in a mixed condition of a high-pressure thermal management subsystem according to an embodiment of the present application
  • 21 is a schematic diagram of coolant operation of a second working condition of a high-pressure thermal management subsystem according to an embodiment of the present application.
  • 22 is a schematic diagram of coolant operation of the high-pressure thermal management subsystem in the third working condition according to an embodiment of the present application.
  • FIG. 23 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 17 of the present application;
  • FIG. 24 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 18 of the present application;
  • FIG. 25 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 19 of the present application;
  • 26 is a schematic diagram of the operation of the refrigerant in the thermal management system according to Embodiment 20 of the present application and a schematic diagram of the operation of the coolant in the high-pressure thermal management subsystem;
  • FIG. 27 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 21 of the present application;
  • FIG. 29 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 23 of the present application;
  • FIG. 30 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 24 of the present application;
  • FIG. 31 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 25 of the present application;
  • FIG. 32 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 26 of the present application;
  • FIG. 33 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 27 of the present application;
  • FIG. 35 is a schematic diagram of the operation of the refrigerant in the thermal management system according to Example 29 of the present application and a schematic diagram of the operation of the coolant in the high-pressure thermal management subsystem. intention;
  • FIG. 36 is a schematic diagram of the operation of the refrigerant in the thermal management system according to Embodiment 30 of the present application and a schematic diagram of the operation of the coolant in the high-pressure thermal management subsystem;
  • FIG. 37 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 31 of the present application;
  • FIG. 40 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 34 of the present application;
  • 41 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 35 of the present application;
  • FIG. 43 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 37 of the present application;
  • FIG. 46 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 40 of the present application;
  • FIG. 48 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 42 of the present application;
  • FIG. 49 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 43 of the present application;
  • FIG. 50 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 44 of the present application;
  • FIG. 51 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 45 of the present application;
  • FIG. 52 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 46 of the present application;
  • FIG. 53 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 47 of the present application;
  • FIG. 54 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 48 of the present application;
  • FIG. 55 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 49 of the present application;
  • 57 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 51 of the present application;
  • 58 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 52 of the present application;
  • 59 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 53 of the present application;
  • 60 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 54 of the present application;
  • 61 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to the fifty-fifth embodiment of the present application;
  • FIG. 62 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 56 of the present application;
  • FIG. 63 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 57 of the present application;
  • FIG. 64 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 58 of the present application;
  • 65 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 59 of the present application;
  • FIG66 is a schematic diagram of the operation of the refrigerant in the thermal management system and the operation of the coolant in the high-pressure thermal management subsystem according to Embodiment 60 of the present application;
  • Figure 67 is a schematic diagram of a small circulation loop of a thermal management system according to the present application.
  • Thermal management system 100 high-voltage thermal management subsystem 1001, Refrigerant circulation loop 101, circulation loop 102, small circulation loop 103, The first exhaust flow passage 10a, the second exhaust flow passage 10b, the third exhaust flow passage 10c, the bypass flow passage 10d, the heat exchange flow passage 10e, the first heat exchange flow passage 10f, The second heat exchange channel 10g, Compressor 11, first heat exchanger 12, evaporator 120, second heat exchanger 13, exterior condenser 130, storage 14, interior condenser 15, gas-liquid separator 16, Heat exchange assembly 2, first heat exchange plate 21, second heat exchange plate 22, The first valve group 3, the first electronic expansion valve 31, the second electronic expansion valve 32, The second valve group 4, the first throttling element 41, the second throttling element 42, The third valve group 5, The first on-off valve 61, the second on-off valve 62, the third on-off valve 63, the fourth on-off valve 64, the third electronic expansion valve 65, the fourth electronic expansion valve 66, The first one-way valve 71
  • a thermal management system 100 according to an embodiment of the present application is described below with reference to FIGS. 1 to 67 .
  • the thermal management system 100 includes: a compressor 11, a first heat exchanger 12 and a heat exchange assembly 2, wherein the exhaust port of the compressor 11 is connected to the heat exchange assembly 2, the first port of the first heat exchanger 12 is connected to the air inlet of the compressor 11, and the second port of the first heat exchanger 12 is connected to the heat exchange assembly 2.
  • the heat exchange assembly 2 includes a first heat exchange plate 21 and a second heat exchange plate 22 arranged in parallel, and the first heat exchange plate 21 and the second heat exchange plate 22 are respectively used to adjust the temperature of the battery module.
  • the thermal management system 100 of the present application is used for a vehicle, wherein the vehicle may be a fuel vehicle, a gas vehicle, a new energy vehicle, or a rail vehicle, and the new energy vehicle may be a pure electric vehicle, a hybrid vehicle, or an extended-range vehicle, etc.; the vehicle also includes a battery module, which can be used to power the vehicle.
  • the battery module can be used as the operating power source of the vehicle, or the battery module can be used as the driving power source of the vehicle to replace or partially replace fuel or natural gas to provide driving power for the vehicle, or the battery module can be used to power certain components of the vehicle, such as a motor, so that the battery module can be used for at least one of the working power requirements of the vehicle, such as starting, navigation, and driving.
  • the refrigerant flows in from the air inlet of the compressor 11, and the low-temperature and low-pressure gaseous refrigerant is compressed by the compressor 11 to become a high-temperature and high-pressure gaseous refrigerant, and flows out from the exhaust port of the compressor 11.
  • the first port of the first heat exchanger 12 is connected to the air inlet of the compressor 11, and the second port of the first heat exchanger 12 is connected to the heat exchange component 2. Therefore, after the refrigerant flows out of the compressor 11, it flows through the heat exchange component 2, then flows through the first heat exchanger 12, and finally returns to the compressor 11, forming a refrigerant loop, completing a cycle.
  • the refrigerant circuit is formed by the compressor 11, the heat exchange component 2 and the first heat exchanger 12. It can be understood that the refrigerant circuit also includes other components such as throttling devices. However, in order to simplify the description of the scheme and facilitate understanding, only the compressor 11 and the heat exchange component are selected to limit the refrigerant circuit when describing the refrigerant circuit.
  • the refrigerant circuit formed by the compressor 11, the heat exchange component 2 and the first heat exchanger 12 the high-temperature and high-pressure gaseous refrigerant flowing out from the exhaust port of the compressor 11 undergoes heat exchange at the heat exchange component 2, and the refrigerant releases heat and liquefies. Subsequently, the refrigerant passes through the first heat exchanger 12 after throttling and reducing the pressure, absorbs heat and vaporizes at the first heat exchanger 12, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows into the air inlet of the compressor 11.
  • the heat exchange assembly 2 includes a first heat exchange plate 21 and a second heat exchange plate 22 arranged in parallel. Therefore, in the refrigerant circuit formed by the compressor 11, the heat exchange assembly 2 and the first heat exchanger 12, the refrigerant directly flows through the first heat exchange plate 21 and the second heat exchange plate 22, releases heat at the first heat exchange plate 21 and the second heat exchange plate 22, and performs heat exchange with the battery module, thereby heating the battery module so that the battery module has a suitable operating temperature, thereby ensuring that the battery module works stably and reliably. For example, in winter when the ambient temperature is low, the battery module can be heated to increase the startup speed of the battery module.
  • the thermal management system 100 of the present application also includes other components.
  • the refrigerant can also be controlled to absorb heat at the heat exchange component 2 and exchange heat with the battery module, thereby realizing the refrigeration of the battery module, so as to make the cold battery module have a suitable working temperature, thereby ensuring that the battery module works stably and reliably.
  • the battery module can be cooled to improve the working safety of the battery module and extend the working stability of the battery module.
  • the heat exchange assembly 2 of the present application includes a first heat exchange plate 21 and a second heat exchange plate 22.
  • the first heat exchange plate 21 and the second heat exchange plate 22 can contact and exchange heat with different end faces of the battery module to adjust the temperature of the battery module, which can improve the heat exchange efficiency and enable the battery module to quickly reach a suitable working temperature.
  • the refrigerant flows directly inside the first heat exchange plate 21 and the second heat exchange plate 22, and the first heat exchange plate 21 and the second heat exchange plate 22 directly contact and exchange heat with the battery module, which can not only reduce the difficulty of layout, but also improve the heat exchange efficiency, enable the battery module to quickly reach a suitable working temperature, and improve the working stability of the battery module.
  • the thermal management system 100 of the embodiment of the present application by providing the first heat exchange plate 21 and the second heat exchange plate 22 to perform heat exchange on the battery module, different end faces of the battery module can be directly contacted for heat exchange, which not only reduces the difficulty of layout, but also improves the heat exchange efficiency, enables the battery module to quickly reach a suitable operating temperature, improves the working stability of the battery module, and improves the working efficiency of the thermal management system 100.
  • the thermal management system 100 also includes a second heat exchanger 13, a first port of the second heat exchanger 13 is connected to the exhaust port of the compressor 11, a second end of the second heat exchanger 13 is connected to the heat exchange component 2, and the heat exchange component 2 is connected to the air inlet of the compressor 11.
  • the high-temperature and high-pressure gaseous refrigerant flowing out of the exhaust port of the compressor 11 undergoes heat exchange at the second heat exchanger 13, and the refrigerant releases heat and liquefies.
  • the refrigerant passes through the heat exchange assembly 2 after throttling and pressure reduction, absorbs heat and vaporizes at the heat exchange assembly 2, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows into the air inlet of the compressor 11.
  • the refrigerant absorbs heat when flowing through the heat exchange assembly 2, and the heat exchange assembly 2 exchanges heat with the battery module, thereby realizing the cooling of the battery module, so that the battery module has a suitable operating temperature, thereby ensuring that the battery module works stably and reliably.
  • the exhaust port of the compressor 11 is selectively connected to the heat exchange component 2 or the first port of the second heat exchanger 13, and the air intake port of the compressor 11 is selectively connected to the first port of the first heat exchanger 12 or the heat exchange component 2.
  • the compressor 11, the heat exchange component 2 and the first heat exchanger 12 can jointly form a refrigerant circuit.
  • the compressor 11, the heat exchange component 2 and the second heat exchanger 13 can also jointly form a refrigerant circuit.
  • By selectively connecting the exhaust port and the air inlet of the compressor 11, the flow of the refrigerant can be controlled.
  • One component can play different roles in different refrigerant circuits, thereby reducing the number of components to be arranged, reducing manufacturing costs and reducing the difficulty of arrangement.
  • the refrigerant releases heat at the heat exchange component 2 and absorbs heat at the first heat exchanger 12, thereby satisfying the heating of the heat exchange component 2 and the cooling of the first heat exchanger 12.
  • the refrigerant releases heat at the second heat exchanger 13 and absorbs heat at the heat exchange component 2, thereby satisfying the cooling of the heat exchange component 2 and the heating of the second heat exchanger 13.
  • the exhaust port of the compressor is connected to the second port of the first heat exchanger; the exhaust port of the compressor is selectively connected to the second port of the first heat exchanger or the heat exchange component, and the air inlet of the compressor is selectively connected to the heat exchange component or the first port of the first heat exchanger, so that a first heat exchanger can achieve heating and cooling of the battery module.
  • the refrigerant flows in from the air inlet of the compressor, and the low-temperature and low-pressure gaseous refrigerant is compressed by the compressor to become a high-temperature and high-pressure gaseous refrigerant, and flows out from the exhaust port of the compressor. Therefore, the first heat exchanger is connected to the exhaust port of the compressor, and the refrigerant can release heat at the first heat exchanger.
  • the exhaust port of the compressor can be connected to the first heat exchanger, and the exhaust port of the compressor can also be connected to the heat exchange component 2.
  • the thermal management system 100 can control the refrigerant to flow to the first heat exchanger or to the heat exchange component, so that the refrigerant releases heat at the first heat exchanger, or releases heat at the heat exchange component 2.
  • the air inlet of the compressor can be selectively connected to the heat exchange component or the first port of the first heat exchanger, and the refrigerant can flow back to the compressor through the heat exchange component.
  • the refrigerant can also flow back to the compressor through the first heat exchanger, or when the exhaust port of the compressor is connected to the heat exchange component, the battery module achieves heating, and when the exhaust port of the compressor is connected to the first heat exchanger, the battery module achieves cooling.
  • the thermal management system 100 further includes a memory 14 , and the memory 14 is connected between an exhaust port of the compressor 11 and an air inlet of the compressor 11 .
  • the physical state of the refrigerant in the heat exchange component 2 is different from that when it cools the battery module.
  • the volume of the gaseous refrigerant is greater than the volume of the liquid refrigerant, resulting in the refrigerant demand when heating the battery module being higher than the refrigerant demand when cooling the battery module.
  • the refrigerant can be stored and discharged.
  • the storage 14 releases the stored refrigerant and replenishes it into the refrigerant circuit to meet the refrigerant demand when heating the battery module; when the heat exchange component 2 cools the battery module, the storage 14 stores the refrigerant flowing through, reduces the amount of refrigerant in the refrigerant circuit, and meets the refrigerant demand when cooling the battery module.
  • the storage device 14 is configured as a liquid storage dryer, the inlet end of the liquid storage dryer is connected to the second end of the second heat exchanger 13, the outlet end of the liquid storage dryer is connected to the heat exchange assembly 2, and the liquid storage dryer is configured to store liquid refrigerant and discharge the stored liquid refrigerant.
  • the liquid storage dryer is connected between the second heat exchanger 13 and the heat exchange assembly 2, and the refrigerant flowing out of the second heat exchanger 13 can be stored in the liquid storage dryer, and the refrigerant stored in the liquid storage dryer can also flow to the heat exchange assembly 2.
  • the liquid storage dryer can also filter out moisture and impurities in the refrigerant to avoid damage or blockage of the refrigerant pipeline, extend the service life of the refrigerant pipeline, and allow the refrigerant to flow smoothly.
  • the storage 14 is configured such that the refrigerant can be liquefied by releasing heat in the storage 14, and the storage 14 can store liquid refrigerant.
  • the storage 14 is connected between the exhaust port of the compressor 11 and the air inlet of the compressor 11, and the storage 14 can liquefy the refrigerant flowing out of the exhaust port of the compressor 11 and store it inside the storage 14.
  • the thermal management system 100 further includes a fourth heat exchanger connected between the storage 14 and the exhaust port of the compressor 11.
  • the fourth heat exchanger exchanges heat with the refrigerant, and the refrigerant can release heat and liquefy at the fourth heat exchange element, and the liquid refrigerant continues to flow through the storage 14 and can be stored in the storage 14.
  • the first port of the fourth heat exchanger is connected to the exhaust port of the compressor 11, and the second port of the fourth heat exchanger is connected to the heat exchange component 2.
  • the refrigerant flows out of the exhaust port of the compressor 11, it releases heat and liquefies at the fourth heat exchanger, and then the liquid refrigerant is partially stored in the storage 14, and the refrigerant continues to flow to the heat exchange component 2, which is suitable for cooling the battery module. That is, the fourth heat exchanger is the second heat exchanger 13.
  • the thermal management system 100 further includes a first throttle, which is disposed between the storage 14 and the air inlet of the compressor 11. After the refrigerant flowing out of the storage 14 is throttled and depressurized by the first throttle, it continues to flow in the refrigerant circuit, thereby preventing the high-pressure refrigerant from damaging the components and ensuring the safe and normal operation of the components.
  • the thermal management system 100 further includes a third on-off valve 63 , which is disposed between the storage 14 and the exhaust port of the compressor 11 .
  • the third on-off valve 63 can control the flow or interruption of the refrigerant in the third exhaust channel 10c.
  • the third on-off valve 63 opens the third exhaust channel 10c, the refrigerant can flow from the exhaust port of the compressor 11 to the storage device 14 and can be stored in the storage device 14.
  • the third on-off valve 63 blocks the third exhaust channel 10c, the refrigerant cannot flow to the storage device 14, but the refrigerant can still flow out of the storage device 14.
  • the first heat exchange plate 21 and the second heat exchange plate 22 are arranged on opposite sides of the battery module. Compared with the design method of setting one heat exchange plate, the first heat exchange plate 21 and the second heat exchange plate 22 can cool or heat the opposite sides of the battery, which can improve the cooling or heating efficiency of the battery module, so that the battery module quickly reaches a suitable operating temperature, and improve the working stability of the battery module.
  • the heat exchange component 2 further includes a first valve group 3 , which is disposed at a second port of the heat exchange component 2 , and the second port of the heat exchange component 2 is connected to a second end of the second heat exchanger 13 .
  • the refrigerant flows in the refrigerant circuit formed by the compressor 11, the second heat exchanger 13 and the heat exchange component 2, the refrigerant flows in the second heat exchanger 13. After releasing heat, it becomes a low-temperature and high-pressure refrigerant. Subsequently, the refrigerant is depressurized by the first valve group 3 and becomes a low-temperature and low-pressure refrigerant. Then, it flows to the heat exchange component 2 to absorb heat. After absorbing heat and evaporating through the heat exchange component 2, it becomes a low-temperature and low-pressure gaseous refrigerant. The low-temperature and low-pressure gaseous refrigerant flows into the compressor 11 from the air inlet, completing a cycle.
  • the working safety of the battery module is relatively high, and the flow path arranged in the first heat exchange plate 21 and the second heat exchange plate 22 is limited.
  • the refrigerant with a relatively high pressure is directly passed to the first heat exchange plate 21 and the second heat exchange plate 22.
  • the first heat exchange plate 21 and the second heat exchange plate 22 are at risk of being damaged by the impact of the high-pressure refrigerant.
  • the outflow of the refrigerant from the first heat exchange plate 21 or the second heat exchange plate 22 will endanger the working safety of the battery module. Therefore, the present application is provided with a first valve group 3 between the exhaust port and the heat exchange component 2.
  • the refrigerant flows through the heat exchange component 2
  • After the pressure of the refrigerant is reduced it flows through the first heat exchange plate 21 and the second heat exchange plate 22, thereby improving the working stability of the first heat exchange plate 21 and the second heat exchange plate 22 and ensuring the safety of the battery module.
  • the refrigerant flows in the refrigerant loop formed by the compressor 11, the first heat exchanger 12 and the heat exchange component 2, the refrigerant releases heat in the heat exchange component 2 and becomes a low-temperature and high-pressure refrigerant. Then, the refrigerant is reduced in pressure by the first valve group 3 and becomes a low-temperature and low-pressure refrigerant. Then, the refrigerant flows to the first heat exchanger 12 to absorb heat, and after absorbing heat and evaporating in the heat exchange component 2, it becomes a low-temperature and low-pressure gaseous refrigerant. The low-temperature and low-pressure gaseous refrigerant flows from the air inlet into the compressor 11, completing a cycle.
  • the first valve group 3 plays the role of throttling and reducing pressure.
  • the first valve group 3 includes a first control valve and a second control valve connected in parallel, the first control valve is connected in series with the first heat exchange plate 21, and the second control valve is connected in series with the second heat exchange plate 22.
  • the first control valve and the second control valve can work independently of each other.
  • the first control valve is configured as a first electronic expansion valve 31, and the second control valve is configured as a second electronic expansion valve 32.
  • the electronic expansion valve has a flow rate regulation function, and the electronic expansion valve can reduce the pressure of the refrigerant flowing through it. After the pressure of the refrigerant is reduced, it flows through the first heat exchange plate 21 and the second heat exchange plate 22, thereby improving the working stability of the first heat exchange plate 21 and the second heat exchange plate 22.
  • the electronic expansion valve also has an on-off function, and can selectively close the pipeline to control the flow or stagnation of the refrigerant in the pipeline where the electronic expansion valve is located.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 work independently of each other.
  • the first electronic expansion valve 31 can control the on-off of the refrigerant in the pipeline flowing to the first heat exchange plate 21, and the second electronic expansion valve 32 can control the on-off of the refrigerant in the pipeline flowing to the second heat exchange plate 22.
  • the heat exchange component 2 further includes a second valve group 4 , which is disposed at a first port of the heat exchange component 2 , and the first port of the heat exchange component 2 is connected to the exhaust port of the compressor 11 .
  • the refrigerant flows in the refrigerant circuit formed by the compressor 11, the first heat exchanger 12 and the heat exchange component 2, the high-temperature and high-pressure gaseous refrigerant is changed into a low-temperature and low-pressure refrigerant after the pressure reduction by the second valve group 4, and then flows to the first heat exchanger 12 to release heat.
  • the refrigerant first passes through the throttling and pressure reduction of the second valve group 4. After the pressure of the refrigerant is reduced, it flows through the first heat exchange plate 21 and the second heat exchange plate 22, thereby improving the working stability of the first heat exchange plate 21 and the second heat exchange plate 22 and ensuring the safety of the battery module.
  • the second valve group 4 includes a first throttling element 41 and a second throttling element 42 connected in parallel.
  • the first throttling element 41 is connected in series with the first heat exchange plate 21, and the second throttling element 42 is connected in series with the second heat exchange plate 22.
  • the first throttling element 41 and the second throttling element 42 can throttle and reduce the pressure of the refrigerant flowing through, and the refrigerant flows through the first heat exchange plate 21 and the second heat exchange plate 22 after the pressure is reduced, thereby improving the working stability of the first heat exchange plate 21 and the second heat exchange plate 22.
  • the first throttling element 41 and the second throttling element 42 are both variable-caliber throttling valves, so as to adjust the refrigerant flow from the compressor 11 to the first heat exchange plate 21 and the second heat exchange plate 22.
  • the refrigerant circulation loop 101 includes a heat exchange channel 10e
  • the heat exchange channel 10e includes: a first heat exchange channel 10f and a second heat exchange channel 10g, a first heat exchange plate 21, a first throttling element 41 and a first electronic expansion valve 31 are arranged on the first heat exchange channel 10f, and the first heat exchange plate 21 is connected between the first throttling element 41 and the first electronic expansion valve 31, and the first throttling element 41 is arranged closer to the exhaust port than the first electronic expansion valve 31.
  • the second heat exchange plate 22, the second throttling element 42 and the second electronic expansion valve 32 are arranged on the second heat exchange channel 10g, and the second heat exchange plate 22 is connected between the second throttling element 42 and the second electronic expansion valve 32, and the second throttling element 42 is arranged closer to the exhaust port than the second electronic expansion valve 32.
  • the first heat exchange channel 10f and the second heat exchange channel 10g are connected in parallel, and one end of the first heat exchange channel 10f and the second heat exchange channel 10g is connected in parallel to the exhaust port, and the other end of the first heat exchange channel 10f and the second heat exchange channel 10g is connected in parallel to the second end of the second heat exchanger 13.
  • the thermal management system 100 further includes: an in-vehicle condenser 15, the exhaust port of the compressor 11 is connected to the first end of the in-vehicle condenser 15, and the second end of the in-vehicle condenser 15 is connected to the second port of the first heat exchanger 12.
  • the exhaust port of the compressor 11 is selectively connected to the first end of the in-vehicle condenser 15 and at least one of the heat exchange components 2. That is, the in-vehicle condenser 15 is arranged in parallel with the heat exchange component 2.
  • the in-vehicle condenser 15 is suitable for heating the passenger compartment.
  • the refrigerant flows in the refrigerant circuit formed by the compressor 11, the in-vehicle condenser 15 and the first heat exchanger 12, the high-temperature and high-pressure gaseous refrigerant flowing out from the exhaust port of the compressor 11 undergoes heat exchange at the in-vehicle condenser 15, and the refrigerant releases heat and liquefies.
  • the refrigerant passes through the first heat exchanger 12 after throttling and reducing the pressure, absorbs heat and vaporizes at the first heat exchanger 12, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows into the air inlet of the compressor 11, completing a cycle.
  • the first heat exchanger 12 is an evaporator 120 .
  • the refrigerant flows in the refrigerant circuit formed by the compressor 11, the heat exchange component 2 and the first heat exchanger 12, the refrigerant releases heat at the heat exchange component 2 and absorbs heat at the evaporator 120 to meet the heating of the battery module and the cooling of the passenger compartment.
  • the second heat exchanger 13 is an external condenser 130.
  • the refrigerant releases heat through the external condenser 130, and the external condenser 130 can be used for heating.
  • the components of the vehicle need to be preheated and started. By heating the components through the external condenser 130, the starting speed of the vehicle can be improved.
  • the refrigerant flows in the refrigerant circuit formed by the compressor 11, the first heat exchanger 12 and the second heat exchanger 13, the refrigerant releases heat at the external condenser 130 and absorbs heat at the evaporator 120 to heat the external components and cool the passenger compartment.
  • the refrigerant flows in the refrigerant circuit formed by the compressor 11, the heat exchange component 2 and the second heat exchanger 13, the refrigerant releases heat at the external condenser 130 and absorbs heat at the heat exchange component 2 to cool the battery module and heat the external components.
  • the thermal management system 100 further includes a refrigerant circulation loop 101, a compressor 11, a first heat exchanger 12 and a heat exchange component 2 and the like formed together are all part of the refrigerant circulation circuit 101.
  • the thermal management system 100 further includes a gas-liquid separator 16, which is connected to the air inlet of the compressor 11. After throttling and evaporation, the refrigerant becomes a low-temperature and low-pressure gaseous refrigerant. Since evaporation absorbs heat and cannot completely guarantee that all refrigerants are converted into gaseous refrigerants, the refrigerant must first flow into the gas-liquid separator 16 before flowing into the compressor 11 again.
  • the gas-liquid separator 16 separates the gaseous refrigerant from the liquid refrigerant, and only drives the low-temperature and low-pressure gaseous refrigerant to flow to the compressor 11, preventing liquid droplets from liquid-impacting the functional parts in the compressor 11, and ensuring the safe and normal operation of the compressor 11.
  • the thermal management system 100 further includes a control valve group, which is disposed on the refrigerant circulation loop 101, and the control valve group operates so that the refrigerant at the exhaust port flows to the external condenser 130 or the heat exchange component 2.
  • the control valve group By providing the control valve group, the flow direction of the refrigerant can be controlled to control the operation of the thermal management system 100.
  • the control valve group is connected to the outdoor condenser 130 and the second valve group 4 respectively.
  • the control valve group is operated so that the refrigerant at the exhaust port flows to the outdoor condenser 130, or the control valve group is operated so that the refrigerant at the exhaust port flows to the heat exchange component 2, or the control valve group is operated so that the refrigerant at the exhaust port flows to the outdoor condenser 130 and the heat exchange component 2.
  • the control valve group When the control valve group is actuated to allow the refrigerant at the exhaust port to flow to the outdoor condenser 130 and the heat exchange component 2, the refrigerant flows in the refrigerant circuit formed by the compressor 11, the evaporator 120 and the outdoor condenser 130, and at the same time, the refrigerant releases heat at the heat exchange component 2, releases heat at the heat exchange component 2, and absorbs heat at the evaporator 120, so as to meet the heating of the battery module, the heating of the outdoor components, and the cooling of the passenger compartment.
  • the thermal management system 100 includes a first exhaust flow channel 10a, and the second throttle valve group is connected to the air inlet through the first exhaust flow channel 10a, and the refrigerant flowing through the heat exchange component 2 can flow back to the air inlet through the first exhaust flow channel 10a.
  • the refrigerant flows out from the exhaust port, releases heat through the external condenser 130, enters the heat exchange flow channel 10e, absorbs heat at the heat exchange component 2, and then flows back to the air inlet through the first exhaust flow channel 10a.
  • the thermal management system 100 further includes a second exhaust flow channel 10b connected to the exhaust port, and the second exhaust flow channel 10b is connected to the first exhaust flow channel 10a, so the second throttle valve group is also connected to the exhaust port through the second exhaust flow channel 10b, and the refrigerant can flow to the heat exchange component 2 through the second exhaust flow channel 10b.
  • the refrigerant flows out from the exhaust port, flows to the heat exchange component 2 through the second heat exchange flow channel 10g, and releases heat at the heat exchange component 2.
  • the thermal management system 100 further includes a third exhaust flow channel 10 c connecting the exhaust port with the external condenser 130 .
  • the refrigerant can flow to the external condenser 130 through the third exhaust flow channel 10 c and release heat at the external condenser 130 .
  • the control valve group includes a first on-off valve 61, a second on-off valve 62 and a third on-off valve 63.
  • the first on-off valve 61 is connected in series to the second exhaust flow channel 10b
  • the third on-off valve 63 is connected between the external condenser 130 and the exhaust port, that is, the third on-off valve 63 is connected in series to the third exhaust flow channel 10c.
  • the second on-off valve 62 is connected in series to the first exhaust flow channel 10a, and when the second on-off valve 62 is closed, the refrigerant in the second exhaust flow channel 10b is prevented from flowing to the return air port.
  • the first on-off valve 61 can control the on-off of the second exhaust flow channel 10b to control whether the refrigerant flows from the exhaust port to the heat exchange component 2. When the first on-off valve 61 is closed, the refrigerant is prevented from flowing to the heat exchange component 2.
  • the third on-off valve 63 can control the on-off of the third exhaust flow channel 10c to control whether the refrigerant flows from the exhaust port to the external condenser 130. When the third on-off valve 63 is closed, the refrigerant is prevented from flowing to the external condenser 130.
  • the first exhaust flow channel 10a is connected to the return air port
  • the second exhaust flow channel 10b is connected to the exhaust port
  • the second exhaust flow channel 10b is connected to the first exhaust flow channel 10a.
  • the second on-off valve 62 can control the on-off of the first exhaust flow channel 10a, and when the second on-off valve 62 is closed, the refrigerant in the second exhaust flow channel 10b is prevented from flowing to the air inlet.
  • the second end of the evaporator 120 is connected to a third control valve, and the second end of the external condenser 130 can be selectively connected to at least one of the first valve group 3 and the third control valve.
  • the evaporator 120 When the external environment is too high, the evaporator 120 is suitable for cooling the passenger compartment to reduce the temperature of the passenger compartment and improve the user's comfort.
  • the refrigerant absorbs heat at the evaporator 120, and the cooled air flow is provided to the passenger compartment through the air duct system, so as to achieve the cooling effect of blowing cold air to the passenger compartment.
  • the specific composition of the air duct system is not limited, for example, it may include an air duct, a fan for circulating air flow in the air duct, and a cold and warm air door for controlling the switch of the air duct, etc.
  • the air duct is suitable for supplying air to the passenger compartment through the air outlet.
  • the position where the air duct system blows the air flow into the passenger compartment is not limited, and can be determined according to the position of the air outlet, for example, it can be blown to the car window, the upper body or face of the front row (or rear row) passenger, the lower body or feet of the front row (or rear row) passenger, etc., and there is no limitation here.
  • the evaporator 120 can also evaporate and vaporize the refrigerant.
  • the refrigerant absorbs heat and liquefies at the evaporator 120, and the liquid refrigerant is converted into a gaseous refrigerant.
  • the gaseous refrigerant is then transported into the return air port to prevent liquid droplets from hitting the functional parts in the compressor 11, thereby ensuring the safe and normal operation of the compressor 11.
  • the second end of the external condenser 130 can be selectively connected to at least one of the heat exchange assembly 2 and the evaporator 120, and the refrigerant becomes a low-temperature and high-pressure liquid refrigerant after passing through the external condenser 130 to release heat.
  • the refrigerant can flow to the first valve group 3, and the refrigerant is reduced in pressure by the first valve group 3 and the second valve group 4, and vaporized by the heat exchange assembly 2, and then becomes a low-temperature and low-pressure gaseous refrigerant and flows to the return air port through the first exhaust flow channel 10a.
  • the refrigerant can flow to the third control valve, and the refrigerant is reduced in pressure by the third control valve, and vaporized by the evaporator 120, and then becomes a low-temperature and low-pressure gaseous refrigerant and flows to the return air port.
  • the second end of the external condenser 130 can be connected to the first valve group 3 alone, the second end of the external condenser 130 can also be connected to the third control valve alone, and the second end of the external condenser 130 can also be connected to the first valve group 3 and the third control valve at the same time, which can be selected according to actual use.
  • the third control valve is a third electronic expansion valve 65.
  • the electronic expansion valve has the functions of on-off and flow regulation.
  • the third electronic expansion valve 65 can throttle and reduce the pressure of the refrigerant flowing through, and the reduced-pressure refrigerant is delivered to the evaporator 120 to ensure the normal operation of the evaporator 120.
  • the electronic expansion valve can selectively close the pipeline to control the flow or stagnation of the refrigerant in the pipeline where the electronic expansion valve is located.
  • the third electronic expansion valve 65 can control the conduction or isolation between the second end of the external condenser 130 and the evaporator 120.
  • the thermal management system 100 further includes a bypass flow path 10d, the bypass flow path 10d is connected in series with a fourth on-off valve 64, and the bypass flow path 10d is connected in parallel with the evaporator 120 and the third throttling element connected in series.
  • the fourth on-off valve 64 can control the circulation and isolation of the bypass flow path 10d.
  • the fourth on-off valve 64 conducts the bypass flow path 10d, the refrigerant flows back to the air inlet via the bypass flow path 10d; when the fourth on-off valve 64 blocks the bypass flow path 10d, the refrigerant returns to the air inlet via the flow path where the evaporator 120 is located.
  • the thermal management system 100 further includes an in-vehicle condenser 15 , an exhaust port of the compressor 11 is connected to a first end of the in-vehicle condenser 15 , and a second end of the in-vehicle condenser 15 is connected to a second port of the first heat exchanger 12 .
  • the refrigerant circuit formed by the compressor 11, the in-vehicle condenser 15 and the first heat exchanger 12 the high-temperature and high-pressure gaseous refrigerant flowing out from the exhaust port of the compressor 11 undergoes heat exchange at the in-vehicle condenser 15, and the refrigerant releases heat and liquefies. Then, the refrigerant absorbs heat and vaporizes at the first heat exchanger 12, and finally becomes a low-temperature and low-pressure gaseous refrigerant after throttling and reducing the pressure, and flows into the air inlet of the compressor 11.
  • the in-vehicle condenser 15, the heat exchange assembly 2 and the out-vehicle condenser 130 are all connected to the exhaust port of the compressor 11.
  • the present application can control the flow direction of the refrigerant by setting a control valve group to control the operation of the thermal management system 100.
  • the first end of the in-vehicle condenser 15 is connected to the control valve group, and the control valve group is operated to make the refrigerant at the exhaust port flow to at least one of the in-vehicle condenser 15, the second throttle valve group and the out-vehicle condenser 130.
  • the second end of the in-vehicle condenser 15 is connected to the first heat exchanger 12 through a fourth control valve.
  • the fourth control valve is a fourth electronic expansion valve 66, which has on/off and flow rate adjustment functions.
  • the fourth electronic expansion valve 66 can throttle and reduce the pressure of the refrigerant flowing through.
  • the electronic expansion valve can also selectively close the pipeline to control the flow or stagnation of the refrigerant in the pipeline where the electronic expansion valve is located.
  • the fourth electronic expansion valve 66 can control the conduction or isolation of the refrigerant in the pipeline where the in-vehicle condenser 15 is located.
  • the thermal management system 100 of the present application is also provided with multiple valves to avoid mutual interference between the refrigerants flowing in multiple different refrigerant circuits, thereby avoiding reduction in the working efficiency of the thermal management system 100.
  • the thermal management system 100 further includes a first switch valve, which is disposed between the heat exchange component 2 and the third heat exchanger 81.
  • the first switch valve can control the refrigerant to flow from the heat exchange component 2 to the third heat exchanger 81, thereby improving the fluidity of the refrigerant and improving the working stability of the thermal management system 100.
  • the first switch valve is constructed as a first one-way valve 71, one end of the first one-way valve 71 is connected to an end of the second valve group 4 away from the heat exchange component 2, and the other end of the first one-way valve 71 is connected to the third heat exchanger 81.
  • the first one-way valve 71 is constructed so that the refrigerant flows from the heat exchange component 2 to the third heat exchanger 81.
  • the refrigerant flows in the refrigerant circuit formed by the compressor 11, the evaporator 120 and the external condenser 130, and at the same time, the refrigerant flows in the refrigerant circuit formed by the compressor 11, the evaporator 120 and the heat exchange component 2, the refrigerant flowing out of the external condenser 130 and the refrigerant flowing out of the heat exchange component 2 after heating the battery module are collected, and then flow back to the compressor 11 after throttling evaporation and other treatments.
  • the first one-way valve 71 can be provided to prevent the refrigerant flowing out of the external condenser 130 from flowing to the heat exchange component 2, and the flow stability of the refrigerant can be improved.
  • a fourth one-way valve 74 is also provided at the second end of the external condenser 130, and the fourth one-way valve 74 is configured so that the refrigerant flows out from the second end of the external condenser 130, while the refrigerant cannot flow in from the second end of the external condenser 130.
  • the refrigerant flows in the refrigerant circuit formed by the compressor 11, the external condenser 130 and the evaporator 120, and at the same time, the refrigerant flows in the refrigerant circuit formed by the compressor 11, the evaporator 120 and the heat exchange component 2, the refrigerant flowing out of the external condenser 130 and the refrigerant flowing out of the heat exchange component 2 after heating the battery module are collected and then flow back to the compressor 11 after throttling evaporation and other treatments.
  • the first one-way valve 71 By providing the first one-way valve 71, the refrigerant flowing out of the heat exchange component 2 can be prevented from flowing to the external condenser 130, and the fluidity of the refrigerant can be improved.
  • the thermal management system 100 further includes a second switch valve, which is disposed between the heat exchange component 2 and the second port of the second heat exchanger 13.
  • the second switch valve can control the refrigerant to flow from the second heat exchanger 13 to the heat exchange component 2, thereby improving the fluidity of the refrigerant and improving the working stability of the thermal management system 100.
  • the second switch valve is constructed as a second one-way valve 72, one end of the second one-way valve 72 is connected to an end of the second valve group 4 away from the heat exchange component 2, and the other end of the second one-way valve 72 is connected to the connecting end of the first heat exchanger 12 and the second heat exchanger 13.
  • the second one-way valve 72 is constructed so that the refrigerant flows from the second heat exchanger 13 to the heat exchange component 2.
  • the second one-way valve 72 can control the refrigerant to flow from the second heat exchanger 13 to the heat exchange component 2 .
  • first one-way valve 71 and the second one-way valve 72 are complementary. If only the first one-way valve 71 is set, the refrigerant cannot flow to the heat exchange component 2 through the external condenser 130. If only the second one-way valve 72 is set, the refrigerant circuit formed by the compressor 11, the evaporator 120 and the heat exchange component 2 cannot be conducted. Therefore, providing the first one-way valve 71 and the second one-way valve 72 at the same time can make the refrigerant flow in an orderly manner, thereby improving the working stability of the thermal management system 100.
  • a two-way valve is arranged between the connection ends of the heat exchange component 2 and the second heat exchanger 13 and the first heat exchanger 12, which can control the refrigerant to flow from the first heat exchanger 12 to the heat exchange component 2, and can also control the refrigerant to flow from the heat exchange component 2 to the first heat exchanger 12.
  • the thermal management system 100 further includes a third switch valve, which is disposed between the heat exchange assembly 2 and the air inlet of the compressor 11 .
  • the heat exchange component 2, the evaporator 120 and the external condenser 130 are all connected to the air inlet of the compressor 11, and a third switch valve is arranged between the heat exchange component 2 and the air inlet of the compressor 11 to prevent the refrigerant flowing to the air inlet from flowing to the heat exchange component 2 and causing damage to the heat exchange component 2.
  • the third switch valve is constructed as a third one-way valve 73, and the third one-way valve 73 is arranged between the heat exchange component 2 and the air inlet of the compressor 11.
  • the third one-way valve 73 is constructed so that the refrigerant flows from the heat exchange component 2 to the air inlet of the compressor 11, thereby preventing the refrigerant flowing to the air inlet from flowing to the heat exchange component 2, thereby improving the safety of the use of the heat exchange component 2.
  • the thermal management system 100 further includes a small circulation loop 103, and the two ends of the small circulation loop 103 are respectively connected to the air inlet and the exhaust port.
  • the thermal management system 100 includes a third valve group 5, and the third valve group 5 is configured to open and close the small circulation loop 103 and throttle and reduce the pressure of the refrigerant.
  • the compressor pressurizes the refrigerant to do work to increase the temperature of the refrigerant, and the refrigerant can release heat in the refrigerant circuit.
  • the thermal management system 100 has a greater demand for the refrigerant to release heat, the refrigerant can be allowed to flow in the small circulation reflux, and the compressor 11 pressurizes the refrigerant to do work to increase the temperature of the refrigerant, which can cause the refrigerant to release a large amount of heat, thereby improving the heating capacity of the thermal management system 100.
  • the thermal management system 100 further includes: a high-pressure thermal management subsystem 1001, the high-pressure thermal management subsystem 1001 includes a third heat exchanger 81 and a circulation loop 102, the third heat exchanger 81 has a first flow channel 81a and a second flow channel 81b, the first port of the first flow channel 81a is connected to the second end of the heat exchange component 2 and the in-vehicle condenser 15, and the second port of the first flow channel 81a is connected to the second port of the first heat exchanger 12.
  • the second flow channel 81b is arranged on the circulation loop 102, and the circulation loop 102 is used to exchange heat with the high-pressure thermal management subsystem 1001.
  • the first flow channel 81a is connected in series to the refrigerant circulation loop 101, and the second flow channel 81b is connected in series to the circulation loop 102.
  • 81b are jointly located in the third heat exchanger 81, and the first flow channel 81a and the second flow channel 81b can exchange heat with each other.
  • the refrigerant flowing in the second flow channel 81b When the temperature of the coolant flowing in the second flow channel 81b is higher than the refrigerant flowing in the first flow channel 81a, the refrigerant flows through the third heat exchanger 81 to absorb heat; when the temperature of the coolant flowing in the second flow channel 81b is lower than the refrigerant flowing in the first flow channel 81a, the refrigerant flows through the third heat exchanger 81 to release heat.
  • the high-voltage thermal management subsystem 1001 further includes: a first radiator 82 and a second radiator 83, the first radiator 82 performs heat exchange with the motor and electronic control of the vehicle, and the first radiator 82 is connected between the circulation loop 102 and the second radiator 83.
  • the second radiator 83 is suitable for performing heat exchange with the environment outside the vehicle.
  • the coolant flows in the circulation loop 102, and after heat exchange in the first radiator 82, flows to the second flow channel 81b and then exchanges heat with the refrigerant, thereby using the heat generated by the vehicle's motor and electronic control to heat the refrigerant, or cools the refrigerant and uses the heat of the refrigerant to heat the motor and electronic control.
  • the first port of the first flow channel 81a can be selectively connected to at least one of the second end of the heat exchange assembly 2 and the in-vehicle condenser 15, and the second port of the first flow channel 81a can be selectively connected to at least one of the second end of the out-vehicle condenser 130 and the second end of the evaporator 120.
  • the refrigerant can also exchange heat when flowing through the third heat exchanger 81, so the third heat exchanger 81 can also form a refrigerant circuit together with other components.
  • Embodiment 1 is a working condition where only the passenger compartment is heated.
  • the refrigerant flows in the first refrigerant circuit formed by the compressor 11, the in-vehicle condenser 15 and the third heat exchanger 81.
  • the first on-off valve 61 blocks the second exhaust flow channel 10b
  • the second on-off valve 62 blocks the first exhaust flow channel 10a
  • the third on-off valve 63 blocks the third exhaust flow channel 10c
  • the fourth on-off valve 64 opens the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 block the pipeline
  • the third electronic expansion valve 65 blocks the pipeline
  • the fourth electronic expansion valve 66 opens the pipeline, which plays a throttling role.
  • a high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and flows to the in-vehicle condenser 15 through the second exhaust flow channel 10b, where the refrigerant liquefies and releases heat, and then passes through the fourth electronic expansion valve 66 to throttle and reduce the pressure before flowing to the third heat exchanger 81, where the refrigerant absorbs heat and vaporizes, and finally becomes a low-temperature and low-pressure gaseous refrigerant, which flows into the air inlet of the compressor 11 along the bypass flow path 10d, thereby realizing heating of the passenger compartment by the in-vehicle condenser 15.
  • the second embodiment is a working condition where only the battery module is heated.
  • the refrigerant flows in the second refrigerant circuit formed by the compressor 11, the heat exchange assembly 2 and the third heat exchanger 81.
  • the first on-off valve 61 conducts the second exhaust flow channel 10b
  • the second on-off valve 62 blocks the first exhaust flow channel 10a
  • the third on-off valve 63 blocks the third exhaust flow channel 10c
  • the fourth on-off valve 64 conducts the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 conduct the pipeline to play a throttling role
  • the third electronic expansion valve 65 blocks the pipeline
  • the fourth electronic expansion valve 66 blocks it.
  • the high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and flows to the heat exchange component 2 through the second exhaust flow channel 10b. After the pressure is reduced by the first throttling element 41 and the second throttling element 42, the refrigerant liquefies and releases heat at the first heat exchange plate 21 and the second heat exchange plate 22. Then, the refrigerant passes through the third electronic expansion valve 65 and the fourth expansion valve for throttling and pressure reduction and flows to the third heat exchanger 81.
  • the refrigerant absorbs heat and vaporizes at the third heat exchanger 81, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows into the air inlet of the compressor 11 along the bypass flow path 10d, thereby realizing the heating of the battery module by the first heat exchange plate 21 and the second heat exchange plate 22.
  • Embodiment 3 is a working condition for heating the passenger compartment and heating the battery module. Embodiment 3 is actually the simultaneous operation of Embodiment 1 and Embodiment 2.
  • the refrigerant flows in the first refrigerant circuit formed by the compressor 11, the in-vehicle condenser 15 and the third heat exchanger 81, and at the same time, the refrigerant flows in the second refrigerant circuit formed by the compressor 11, the heat exchange component 2 and the third heat exchanger 81.
  • the first on-off valve 61 conducts the second exhaust flow channel 10b
  • the second on-off valve 62 blocks the first exhaust flow channel 10a
  • the third on-off valve 63 blocks the third exhaust flow channel 10c
  • the fourth on-off valve 64 conducts the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 conduct the pipeline to play a throttling role
  • the third electronic expansion valve 65 blocks the pipeline
  • the fourth electronic expansion valve 66 conducts the pipeline to play a throttling role.
  • the high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and flows to the in-vehicle condenser 15 and the heat exchange assembly 2 through the second exhaust flow channel 10b.
  • the refrigerant flowing to the in-vehicle condenser 15 liquefies and releases heat at the in-vehicle condenser 15, and then the refrigerant flows to the third heat exchanger 81 after throttling and reducing the pressure through the fourth electronic expansion valve 66.
  • the refrigerant flowing to the heat exchange assembly 2 first passes through the first throttling element 41 and the second throttling element 42 to reduce the pressure, and then the refrigerant liquefies and releases heat at the first heat exchange plate 21 and the second heat exchange plate 22, and then the refrigerant flows to the third heat exchanger 81 after throttling and reducing the pressure through the third electronic expansion valve 65 and the fourth expansion valve.
  • the refrigerant absorbs heat and vaporizes at the third heat exchanger 81, and finally becomes a low-temperature and low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11 along the bypass flow path 10d, thereby realizing the in-vehicle condenser 15 to heat the passenger compartment, and realizing the first heat exchange plate 21 and the second heat exchange plate 22 to heat the battery module.
  • Embodiment 4 is a working condition where only the passenger compartment is cooled.
  • the refrigerant flows in the third refrigerant circuit formed by the compressor 11, the external condenser 130 and the evaporator 120.
  • the first on-off valve 61 blocks the second exhaust flow channel 10b
  • the second on-off valve 62 blocks the first exhaust flow channel 10a
  • the third on-off valve 63 conducts the third exhaust flow channel 10c
  • the fourth on-off valve 64 blocks the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 block the pipeline
  • the third electronic expansion valve 65 conducts the pipeline to play a throttling role
  • the fourth electronic expansion valve 66 blocks the pipeline.
  • a high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and flows to the external condenser 130 through the third exhaust flow channel 10c.
  • the refrigerant liquefies and releases heat at the external condenser 130, and then flows to the evaporator 120 after throttling and reducing the pressure through the third electronic expansion valve 65.
  • the refrigerant absorbs heat and vaporizes at the evaporator 120, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows into the air inlet of the compressor 11, thereby realizing cooling of the passenger compartment by the evaporator 120.
  • Embodiment 5 is a working condition where only the battery module is cooled.
  • the refrigerant flows in the fourth refrigerant circuit formed by the compressor 11, the off-vehicle condenser 130 and the heat exchange assembly 2.
  • the first on-off valve 61 blocks the second exhaust flow channel 10b
  • the second on-off valve 62 connects the first exhaust flow channel 10a
  • the third on-off valve 63 connects the third exhaust flow channel 10c
  • the fourth on-off valve 64 blocks the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 connect the pipeline to play a throttling role
  • the third electronic expansion valve 65 blocks the pipeline
  • the fourth electronic expansion valve 66 blocks the pipeline.
  • a high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and flows to the external condenser 130 through the third exhaust flow channel 10c, where the refrigerant liquefies and releases heat, and then passes through the first electronic expansion valve 31 and the second electronic expansion valve 32 for throttling and reducing the pressure, and flows to the first heat exchange plate 21 and the second heat exchange plate 22, where the refrigerant absorbs heat and vaporizes, and after throttling and reducing the pressure by the first throttling element 41 and the second throttling element 42, it finally becomes a low-temperature and low-pressure gaseous refrigerant and flows into the air inlet of the compressor 11, thereby realizing cooling of the battery module by the first heat exchange plate 21 and the second heat exchange plate 22.
  • Embodiment 6 is a working condition for passenger compartment cooling and battery module cooling. Embodiment 6 is actually the simultaneous operation of Embodiment 4 and Embodiment 5.
  • the refrigerant flows in the third refrigerant circuit formed by the compressor 11, the external condenser 130 and the evaporator 120, and the refrigerant also flows in the fourth refrigerant circuit formed by the compressor 11, the external condenser 130 and the heat exchange component 2.
  • the first on-off valve 61 blocks the second exhaust flow channel 10b
  • the second on-off valve 62 connects the first exhaust flow channel 10a
  • the third on-off valve 63 connects the third exhaust flow channel 10c
  • the fourth on-off valve 64 blocks the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 connect the pipeline to play a throttling role
  • the third electronic expansion valve 65 connects the pipeline to play a throttling role
  • the fourth electronic expansion valve 66 blocks the pipeline.
  • the high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and flows to the external condenser 130 through the third exhaust flow channel 10c.
  • the refrigerant liquefies and releases heat at the external condenser 130, and then the refrigerant passes through the third electronic expansion valve 65 for throttling and pressure reduction, and then part of it flows to the evaporator 120, and part of it flows to the heat exchange component 2.
  • the refrigerant flowing to the evaporator 120 absorbs heat and vaporizes at the evaporator 120, and finally becomes a low-temperature and low-pressure gaseous refrigerant.
  • the refrigerant flowing to the heat exchange component 2 first passes through the first electronic expansion valve 31 and the second electronic expansion valve 32 for throttling and pressure reduction, and then absorbs heat and vaporizes at the first heat exchange plate 21 and the second heat exchange plate 22, and finally becomes a low-temperature and low-pressure gaseous refrigerant after throttling and pressure reduction by the first throttling element 41 and the second throttling element 42.
  • the refrigerant flowing out of the evaporator 120 is mixed with the refrigerant flowing out of the first throttling element 41 and the second throttling element 42, and then flows into the air inlet of the compressor 11 together. Thereby, the evaporator 120 cools the passenger compartment and the first heat exchange plate 21 and the second heat exchange plate 22 cool the battery module.
  • Embodiment 7 is a working condition of cooling the passenger compartment and heating the battery module. Embodiment 7 is actually the simultaneous operation of Embodiment 4 and Embodiment 2.
  • the refrigerant flows in the third refrigerant circuit formed by the compressor 11, the external condenser 130 and the evaporator 120, and at the same time, the refrigerant also flows in the second refrigerant circuit formed by the compressor 11, the heat exchange assembly 2 and the third heat exchanger 81.
  • the first on-off valve 61 conducts the second exhaust flow channel 10b
  • the second on-off valve 62 blocks the first exhaust flow channel 10a
  • the third on-off valve 63 conducts the third exhaust flow channel 10c
  • the fourth on-off valve 64 conducts the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 conduct the pipeline to play a throttling role
  • the third electronic expansion valve 65 conducts the pipeline to play a throttling role
  • the fourth electronic expansion valve 66 blocks.
  • the high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and part of it flows to the external condenser 130 through the third exhaust flow channel 10c, where the refrigerant liquefies and releases heat, and then flows to the evaporator 120.
  • Another part of the refrigerant flows to the heat exchange component 2 through the second exhaust flow channel 10b, where it is first depressurized by the first throttling element 41 and the second throttling element 42, where it liquefies and releases heat at the first heat exchange plate 21 and the second heat exchange plate 22, and then the refrigerant flows to the third heat exchanger 81 after throttling and depressurizing by the third electronic expansion valve 65 and the fourth expansion valve, where it absorbs heat and vaporizes.
  • the refrigerant flowing out of the vehicle external condenser 130 is mixed with the refrigerant flowing out of the third heat exchanger 81 to become a gas-liquid mixed state, wherein the low-temperature and low-pressure gaseous refrigerant flows in from the air inlet of the compressor 11 along the bypass flow path 10d, and the liquid refrigerant flows to the evaporator 120 after throttling and reducing the pressure through the third electronic expansion valve 65, and the refrigerant absorbs heat and vaporizes at the evaporator 120, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows in from the air inlet of the compressor 11.
  • the evaporator 120 cools the passenger compartment, and the first heat exchange plate 21 and the second heat exchange plate 22 heat the battery module.
  • the eighth embodiment is a working condition of cooling the passenger compartment and heating the battery module.
  • the ratio of the cooling demand of the passenger compartment and the heating demand of the battery module in the eighth embodiment is different from that in the seventh embodiment, so the refrigerant does not need to pass through the bypass flow path 10d.
  • the difference between the eighth embodiment and the seventh embodiment is that the fourth on-off valve 64 blocks the bypass flow path 10d.
  • the refrigerant flows in the third refrigerant circuit formed by the compressor 11, the external condenser 130 and the evaporator 120, and the refrigerant also flows in the fifth refrigerant circuit formed by the compressor 11, the heat exchange assembly 2, the third heat exchanger 81 and the evaporator 120.
  • the first on-off valve 61 conducts the second exhaust flow channel 10b
  • the second on-off valve 62 blocks the first exhaust flow channel 10a
  • the third on-off valve 63 conducts the third exhaust flow channel 10c
  • the fourth on-off valve 64 blocks the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 conduct the pipeline to play a throttling role
  • the third electronic expansion valve 65 conducts the pipeline to play a throttling role
  • the fourth electronic expansion valve 66 blocks.
  • the high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and part of it flows to the external condenser 130 through the third exhaust flow channel 10c.
  • the refrigerant liquefies and releases heat at the external condenser 130, and then flows to the evaporator 120.
  • Another part of the refrigerant flows to the heat exchange component 2 through the second exhaust flow channel 10b.
  • the refrigerant After the pressure is reduced by the first throttling element 41 and the second throttling element 42, the refrigerant liquefies and releases heat at the first heat exchange plate 21 and the second heat exchange plate 22.
  • the refrigerant flows to the third heat exchanger 81 after throttling and reducing the pressure by the third electronic expansion valve 65 and the fourth expansion valve.
  • the refrigerant absorbs heat and vaporizes at the third heat exchanger 81, and the refrigerant also flows to the evaporator 120.
  • the refrigerant flowing out of the external condenser 130 is mixed with the refrigerant flowing out of the third heat exchanger 81 to become a gas-liquid mixed state.
  • the gas-liquid mixed refrigerant absorbs heat and vaporizes at the evaporator 120, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows into the air inlet of the compressor 11.
  • the evaporator 120 cools the passenger compartment, and the first heat exchange plate 21 and the second heat exchange plate 22 heat the battery module.
  • Embodiment 9 is a working condition for heating the passenger compartment and cooling the battery module. Embodiment 9 is actually the simultaneous operation of embodiment 1 and embodiment 5.
  • the refrigerant flows in the first refrigerant circuit formed by the compressor 11, the in-vehicle condenser 15 and the third heat exchanger 81, and at the same time, the refrigerant flows in the fourth refrigerant circuit formed by the compressor 11, the out-vehicle condenser 130 and the heat exchange assembly 2.
  • the first on-off valve 61 blocks the second exhaust flow channel 10b
  • the second on-off valve 62 opens the first exhaust flow channel 10a
  • the third on-off valve 63 opens the third exhaust flow channel 10c
  • the fourth on-off valve 64 opens the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 open the pipeline to play a throttling role
  • the third electronic expansion valve 65 blocks the pipeline
  • the fourth electronic expansion valve 66 opens the pipeline to play a throttling role.
  • the high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and part of it flows to the in-vehicle condenser 15 through the second exhaust flow channel 10b, where the refrigerant liquefies and releases heat, and then the refrigerant flows to the third heat exchanger 81 after throttling and reducing the pressure through the fourth electronic expansion valve 66, where the refrigerant absorbs heat and vaporizes and flows out.
  • Another part flows to the out-vehicle condenser 130 through the third exhaust flow channel 10c, where the refrigerant liquefies and releases heat and flows out.
  • the refrigerant flowing out of the third heat exchanger 81 and the refrigerant flowing out of the out-vehicle condenser 130 are mixed to become a gas-liquid mixed state.
  • the gaseous refrigerant flows in from the air inlet of the compressor 11 along the bypass flow path 10d, and the liquid refrigerant flows to the first heat exchange plate 21 and the second heat exchange plate 22 after throttling and reducing pressure through the first electronic expansion valve 31 and the second electronic expansion valve 32.
  • the refrigerant absorbs heat and vaporizes at the first heat exchange plate 21 and the second heat exchange plate 22, and finally becomes a low-temperature and low-pressure gaseous refrigerant after throttling and reducing pressure through the first throttling element 41 and the second throttling element 42, and flows in from the air inlet of the compressor 11.
  • the in-vehicle condenser 15 heats the passenger compartment and the first heat exchange plate 21 and the second heat exchange plate 22 cool the battery module.
  • the tenth embodiment is a condition of heating the passenger compartment and cooling the battery module.
  • the ratio of the cooling demand in the passenger compartment to the heating demand in the battery module in the tenth embodiment is different from that in the ninth embodiment, so the refrigerant does not need to pass through the bypass flow path 10d.
  • the difference between the tenth embodiment and the ninth embodiment is that the fourth on-off valve 64 blocks the bypass flow path 10d.
  • the refrigerant flows in the sixth refrigerant circuit formed by the compressor 11, the in-vehicle condenser 15, the third heat exchanger 81 and the heat exchange component 2, and at the same time, the refrigerant flows in the fourth refrigerant circuit formed by the compressor 11, the out-vehicle condenser 130 and the heat exchange component 2.
  • the first on-off valve 61 blocks the second exhaust flow channel 10b
  • the second on-off valve 62 opens the first exhaust flow channel 10a
  • the third on-off valve 63 blocks the second exhaust flow channel 10c.
  • the valve 63 conducts the third exhaust flow channel 10c, and the fourth on-off valve 64 blocks the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 conduct the pipeline to play a throttling role
  • the third electronic expansion valve 65 blocks the pipeline
  • the fourth electronic expansion valve 66 conducts the pipeline to play a throttling role.
  • the high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and part of it flows to the in-vehicle condenser 15 through the second exhaust flow channel 10b, where the refrigerant liquefies and releases heat, and then the refrigerant flows to the third heat exchanger 81 after throttling and reducing pressure through the fourth electronic expansion valve 66, where the refrigerant absorbs heat and vaporizes and flows out.
  • Another part flows to the out-vehicle condenser 130 through the third exhaust flow channel 10c, where the refrigerant liquefies and releases heat and flows out.
  • the refrigerant flowing out of the third heat exchanger 81 and the refrigerant flowing out of the out-vehicle condenser 130 are mixed to become a gas-liquid mixed state.
  • the gas-liquid mixed refrigerant flows to the first heat exchange plate 21 and the second heat exchange plate 22 after throttling and reducing pressure by the first electronic expansion valve 31 and the second electronic expansion valve 32.
  • the refrigerant absorbs heat and vaporizes at the first heat exchange plate 21 and the second heat exchange plate 22, and finally becomes a low-temperature and low-pressure gaseous refrigerant after throttling and reducing pressure by the first throttling element 41 and the second throttling element 42, and flows into the air inlet of the compressor 11.
  • the in-vehicle condenser 15 heats the passenger compartment and the first heat exchange plate 21 and the second heat exchange plate 22 cool the battery module.
  • Embodiment 11 is the working condition of heating and dehumidifying the passenger compartment.
  • the refrigerant flows in the first refrigerant circuit formed by the compressor 11, the in-vehicle condenser 15 and the third heat exchanger 81, and at the same time, the refrigerant flows in the third refrigerant circuit formed by the compressor 11, the out-vehicle condenser 130 and the evaporator 120.
  • the first on-off valve 61 blocks the second exhaust flow channel 10b
  • the second on-off valve 62 blocks the first exhaust flow channel 10a
  • the third on-off valve 63 opens the third exhaust flow channel 10c
  • the fourth on-off valve 64 opens the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 block the pipeline
  • the third electronic expansion valve 65 opens the pipeline to play a throttling role
  • the fourth electronic expansion valve 66 opens the pipeline to play a throttling role.
  • the high-temperature and high-pressure gaseous refrigerant flows out of the exhaust port of the compressor 11, and part of it flows to the in-vehicle condenser 15 through the second exhaust flow channel 10b, where the refrigerant liquefies and releases heat, and then flows to the third heat exchanger 81 after throttling and reducing pressure through the fourth electronic expansion valve 66, where the refrigerant absorbs heat and vaporizes, and flows out from the third heat exchanger 81.
  • Another part flows to the outside condenser 130 through the third exhaust flow channel 10c, where the refrigerant liquefies and releases heat, and flows out from the outside condenser 130.
  • the refrigerant flowing out of the third heat exchanger 81 is mixed with the refrigerant flowing out of the condenser 130 to become a gas-liquid mixed state, wherein the gaseous refrigerant flows in from the air inlet of the compressor 11 along the bypass flow path 10d, and the liquid refrigerant flows to the evaporator 120 after throttling and reducing the pressure through the third electronic expansion valve 65, and the refrigerant absorbs heat and vaporizes at the evaporator 120, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows in from the air inlet of the compressor 11.
  • the in-vehicle condenser 15 heats the passenger compartment, and the evaporator 120 cools the passenger compartment, and the water vapor in the air of the passenger compartment is liquefied when it is cooled, thereby achieving dehumidification of the passenger compartment.
  • the twelfth embodiment is a condition of heating and dehumidifying the passenger compartment.
  • the ratio of the heating demand in the passenger compartment to the dehumidification demand in the passenger compartment in the twelfth embodiment is different from that in the eleventh embodiment, so the refrigerant does not need to pass through the bypass flow path 10d.
  • the difference between the twelfth embodiment and the eleventh embodiment is that the fourth on-off valve 64 blocks the bypass flow path 10d.
  • the refrigerant flows in the seventh refrigerant circuit formed by the compressor 11, the in-vehicle condenser 15, the third heat exchanger 81 and the evaporator 120, and at the same time, the refrigerant flows in the third refrigerant circuit formed by the compressor 11, the out-vehicle condenser 130 and the evaporator 120.
  • the first on-off valve 61 blocks the second exhaust flow channel 10b
  • the second on-off valve 62 blocks the first exhaust flow channel 10a
  • the third on-off valve 63 blocks the third exhaust flow channel 10c
  • the fourth on-off valve 64 connects the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 block the pipeline
  • the third electronic expansion valve 65 connects the pipeline to play a throttling role
  • the fourth electronic expansion valve 66 connects the pipeline to play a throttling role.
  • the high-temperature and high-pressure gaseous refrigerant flows out of the exhaust port of the compressor 11, and part of it flows to the in-vehicle condenser 15 through the second exhaust flow channel 10b, where the refrigerant liquefies and releases heat, and then flows to the third heat exchanger 81 after throttling and reducing pressure by the fourth electronic expansion valve 66, where the refrigerant absorbs heat and vaporizes, and flows out of the third heat exchanger 81.
  • Another part flows to the out-vehicle condenser 130 through the third exhaust flow channel 10c, where the refrigerant liquefies and releases heat, and flows out of the out-vehicle condenser 130.
  • the refrigerant flowing out of the third heat exchanger 81 mixes with the refrigerant flowing out of the out-vehicle heat exchanger to become a gas-liquid mixed state, and the gas-liquid mixed refrigerant flows to the evaporator 120 after throttling and reducing pressure by the third electronic expansion valve 65, where the refrigerant absorbs heat and vaporizes, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows into the air inlet of the compressor 11.
  • the in-vehicle condenser 15 heats the passenger compartment
  • the evaporator 120 cools the passenger compartment.
  • the moisture in the air in the passenger compartment is cooled and liquefied, thereby dehumidifying the passenger compartment.
  • the thirteenth embodiment is a working condition for heating and dehumidifying the passenger compartment, as well as cooling the battery module.
  • the thirteenth embodiment is actually the simultaneous operation of the eleventh embodiment and the fifth embodiment.
  • the refrigerant flows in the first refrigerant circuit formed by the compressor 11, the in-vehicle condenser 15 and the third heat exchanger 81, and at the same time, the refrigerant flows in the third refrigerant circuit formed by the compressor 11, the out-vehicle condenser 130 and the evaporator 120, and the refrigerant also flows in the fourth refrigerant circuit formed by the compressor 11, the out-vehicle condenser 130 and the heat exchange component 2.
  • the first on-off valve 61 blocks the second exhaust flow channel 10b
  • the second on-off valve 62 opens the first exhaust flow channel 10a
  • the third on-off valve 63 opens the third exhaust flow channel 10c
  • the fourth on-off valve 64 opens the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 open the pipeline to play a throttling role
  • the third electronic expansion valve 65 opens the pipeline to play a throttling role
  • the fourth electronic expansion valve 66 opens the pipeline to play a throttling role.
  • the high-temperature and high-pressure gaseous refrigerant flows out of the exhaust port of the compressor 11, and part of it flows to the in-vehicle condenser 15 through the second exhaust flow channel 10b, where the refrigerant liquefies and releases heat, and then flows to the third heat exchanger 81 after throttling and reducing pressure through the fourth electronic expansion valve 66, where the refrigerant absorbs heat and vaporizes, and flows out from the third heat exchanger 81.
  • Another part flows to the outside condenser 130 through the third exhaust flow channel 10c, where the refrigerant liquefies and releases heat, and flows out from the outside condenser 130.
  • the refrigerant flowing out of the third heat exchanger 81 is mixed with the refrigerant flowing out of the vehicle external heat exchanger to become a gas-liquid mixed state, wherein the gaseous refrigerant flows in from the air inlet of the compressor 11 along the bypass flow path 10d, and the liquid refrigerant flows to the evaporator 120 after throttling and reducing the pressure by the third electronic expansion valve 65, where the refrigerant absorbs heat and vaporizes, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows in from the air inlet of the compressor 11.
  • Another part of the refrigerant flows to the first heat exchange plate 21 and the second heat exchange plate 22 after throttling and reducing the pressure by the first electronic expansion valve 31 and the second electronic expansion valve 32, where the refrigerant absorbs heat and vaporizes, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows in from the air inlet of the compressor 11 after throttling and reducing the pressure by the first throttling element 41 and the second throttling element 42.
  • the in-vehicle condenser 15 heats the passenger compartment, and the evaporator 120 cools the passenger compartment.
  • the moisture in the air in the passenger compartment is cooled and liquefied, thereby dehumidifying the passenger compartment and cooling the battery module by the first heat exchange plate 21 and the second heat exchange plate 22.
  • the fourteenth embodiment is a condition for heating and dehumidifying the passenger compartment and cooling the battery module.
  • the fourteenth embodiment is actually the simultaneous operation of the twelveth embodiment and the fifth embodiment.
  • the refrigerant flows through the compressor 11, the in-vehicle condenser 15, and the third The refrigerant flows in the seventh refrigerant circuit formed by the heat exchanger 81 and the evaporator 120, and at the same time, the refrigerant flows in the third refrigerant circuit formed by the compressor 11, the external condenser 130 and the evaporator 120, and the refrigerant also flows in the fourth refrigerant circuit formed by the compressor 11, the external condenser 130 and the heat exchange component 2.
  • the first on-off valve 61 blocks the second exhaust flow channel 10b
  • the second on-off valve 62 connects the first exhaust flow channel 10a
  • the third on-off valve 63 connects the third exhaust flow channel 10c
  • the fourth on-off valve 64 blocks the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 connect the pipeline to play a throttling role
  • the third electronic expansion valve 65 connects the pipeline to play a throttling role
  • the fourth electronic expansion valve 66 connects the pipeline to play a throttling role.
  • the high-temperature and high-pressure gaseous refrigerant flows out of the exhaust port of the compressor 11, and part of it flows to the in-vehicle condenser 15 through the second exhaust flow channel 10b, where the refrigerant liquefies and releases heat, and then flows to the third heat exchanger 81 after throttling and reducing pressure by the fourth electronic expansion valve 66, where the refrigerant absorbs heat and vaporizes, and flows out of the third heat exchanger 81.
  • Another part flows to the out-vehicle condenser 130 through the third exhaust flow channel 10c, where the refrigerant liquefies and releases heat, and flows out of the out-vehicle condenser 130.
  • the refrigerant flowing out of the third heat exchanger 81 mixes with the refrigerant flowing out of the out-vehicle heat exchanger to become a gas-liquid mixed state, and part of the gas-liquid mixed refrigerant flows to the evaporator 120 after throttling and reducing pressure by the third electronic expansion valve 65, where the refrigerant absorbs heat and vaporizes, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows into the air inlet of the compressor 11. Another part of the gas-liquid mixed refrigerant flows to the first heat exchange plate 21 and the second heat exchange plate 22 after throttling and reducing pressure through the first electronic expansion valve 31 and the second electronic expansion valve 32.
  • the refrigerant absorbs heat and vaporizes at the first heat exchange plate 21 and the second heat exchange plate 22, and finally becomes a low-temperature and low-pressure gaseous refrigerant after throttling and reducing pressure through the first throttling element 41 and the second throttling element 42, and flows into the air inlet of the compressor 11.
  • the in-vehicle condenser 15 heats the passenger compartment, and the evaporator 120 cools the passenger compartment.
  • the water vapor in the air of the passenger compartment is liquefied when it is cooled, and the passenger compartment is dehumidified, and the first heat exchange plate 21 and the second heat exchange plate 22 cool the battery module.
  • the fifteenth embodiment provides heating and dehumidification for the passenger compartment, as well as heating of the battery module.
  • the fifteenth embodiment is actually the simultaneous operation of the eleventh embodiment and the second embodiment.
  • the refrigerant flows in the first refrigerant circuit formed by the compressor 11, the in-vehicle condenser 15 and the third heat exchanger 81, and at the same time, the refrigerant flows in the third refrigerant circuit formed by the compressor 11, the out-vehicle condenser 130 and the evaporator 120, and the refrigerant also flows in the second refrigerant circuit formed by the compressor 11, the out-vehicle condenser 130 and the heat exchange component 2.
  • the first on-off valve 61 conducts the second exhaust flow channel 10b
  • the second on-off valve 62 blocks the first exhaust flow channel 10a
  • the third on-off valve 63 conducts the third exhaust flow channel 10c
  • the fourth on-off valve 64 conducts the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 conduct the pipeline to play a throttling role
  • the third electronic expansion valve 65 conducts the pipeline to play a throttling role
  • the fourth electronic expansion valve 66 conducts the pipeline to play a throttling role.
  • the high-temperature and high-pressure gaseous refrigerant flows out of the exhaust port of the compressor 11, and part of it flows to the in-vehicle condenser 15 through the second exhaust flow channel 10b, where the refrigerant liquefies and releases heat, and then flows to the third heat exchanger 81 after throttling and reducing pressure by the fourth electronic expansion valve 66, where the refrigerant absorbs heat and vaporizes, and flows out from the third heat exchanger 81.
  • the remaining part flows to the exterior condenser 130 via the third exhaust flow passage 10 c , where the refrigerant is liquefied and releases heat, and then flows out of the exterior condenser 130 .
  • the refrigerant flowing out of the third heat exchanger 81 is mixed with the refrigerant flowing out of the heat exchanger outside the vehicle to become a gas-liquid mixed state, wherein the gaseous refrigerant flows in from the air inlet of the compressor 11 along the bypass flow path 10d, and the liquid refrigerant flows to the evaporator 120 after throttling and reducing the pressure through the third electronic expansion valve 65, and the refrigerant absorbs heat and vaporizes at the evaporator 120, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows in from the air inlet of the compressor 11.
  • the in-vehicle condenser 15 heats the passenger compartment, and the evaporator 120 cools the passenger compartment, and the water vapor in the air of the passenger compartment is liquefied when it is cooled, so as to dehumidify the passenger compartment, and the first heat exchange plate 21 and the second heat exchange plate 22 heat the battery module.
  • the sixteenth embodiment provides heating and dehumidification for the passenger compartment, as well as heating of the battery module.
  • the fifteenth embodiment is actually the simultaneous operation of the twelveth embodiment and the second embodiment.
  • the refrigerant flows in the seventh refrigerant circuit formed by the compressor 11, the in-vehicle condenser 15, the third heat exchanger 81 and the evaporator 120, and at the same time, the refrigerant flows in the third refrigerant circuit formed by the compressor 11, the out-vehicle condenser 130 and the evaporator 120, and the refrigerant also flows in the second refrigerant circuit formed by the compressor 11, the out-vehicle condenser 130 and the heat exchange component 2.
  • the first on-off valve 61 conducts the second exhaust flow channel 10b
  • the second on-off valve 62 blocks the first exhaust flow channel 10a
  • the third on-off valve 63 conducts the third exhaust flow channel 10c
  • the fourth on-off valve 64 blocks the bypass flow channel 10d.
  • the first electronic expansion valve 31 and the second electronic expansion valve 32 conduct the pipeline to play a throttling role
  • the third electronic expansion valve 65 conducts the pipeline to play a throttling role
  • the fourth electronic expansion valve 66 conducts the pipeline to play a throttling role.
  • the high-temperature and high-pressure gaseous refrigerant flows out of the exhaust port of the compressor 11, and part of it flows to the in-vehicle condenser 15 through the second exhaust flow channel 10b, where the refrigerant liquefies and releases heat, and then flows to the third heat exchanger 81 after throttling and reducing pressure by the fourth electronic expansion valve 66, where the refrigerant absorbs heat and vaporizes, and flows out from the third heat exchanger 81.
  • the remaining part flows to the exterior condenser 130 via the third exhaust flow passage 10 c , where the refrigerant is liquefied and releases heat, and then flows out of the exterior condenser 130 .
  • the refrigerant flowing out of the third heat exchanger 81 is mixed with the refrigerant flowing out of the heat exchanger outside the vehicle to become a gas-liquid mixed state.
  • the gas-liquid mixed state refrigerant flows to the evaporator 120 after throttling and reducing the pressure through the third electronic expansion valve 65.
  • the refrigerant absorbs heat and vaporizes at the evaporator 120, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows into the air inlet of the compressor 11.
  • the in-vehicle condenser 15 heats the passenger compartment, and the evaporator 120 cools the passenger compartment.
  • the water vapor in the air of the passenger compartment is liquefied when it is cooled, and the passenger compartment is dehumidified, and the first heat exchange plate 21 and the second heat exchange plate 22 heat the battery module.
  • the high-pressure thermal management subsystem 1001 also includes: a switching valve group 84, the switching valve group 84 is respectively connected to the two ends of the circulation loop 102, the first radiator 82 and the second radiator 83, and the switching valve group 84 is actuated to enable the high-pressure thermal management subsystem 1001 to switch between the first operating condition and the second operating condition.
  • the switching valve group 84 can control the flow direction of the coolant, and can use the heat generated by the motor and electronic control of the vehicle to heat the refrigerant, or can dissipate the heat generated by the motor and electronic control of the vehicle to the outside of the vehicle through the second radiator 83.
  • the switching valve group 84 is a four-way water valve, which includes a first valve 841, a second valve 842, a third valve 843 and a fourth valve 844 that are interconnected.
  • the first valve 841 is connected to the third heat exchanger 81
  • the second valve 842 is connected to the first radiator 82
  • the third valve 843 is connected to the second radiator 83
  • the fourth valve 844 is connected between the first radiator 82 and the second radiator 83.
  • the high-pressure thermal management system 100 further includes a water pump 85 , which is disposed between the first radiator 82 and the third heat exchanger 81 , and is configured to pump coolant from the first radiator 82 to the third heat exchanger 81 .
  • the high-pressure thermal management subsystem 1001 has a first working condition, in which the first radiator 82 and the second flow channel 81b form a first loop. At this time, the first valve 841 and the fourth valve 844 of the four-way water valve are opened, and the second valve 842 and the third valve 843 are closed.
  • the coolant flowing out of the first radiator 82 flows to the third heat exchanger 81 under the action of the water pump 85. After the coolant exchanges heat with the refrigerant in the first flow channel 81a in the second flow channel 81b of the third heat exchanger 81, it flows back to the first radiator 82 to exchange heat with the vehicle's motor and electronic control.
  • the high-pressure thermal management subsystem 1001 can operate in the first working condition.
  • the high-temperature coolant flowing out of the first radiator 82 flows into the second flow channel 81b, and performs heat exchange with the low-temperature refrigerant flowing through the first flow channel 81a, transferring the heat generated by the motor and electronic control of the vehicle to the refrigerant circulation loop 101.
  • the heat generated by the motor and electronic control of the vehicle is effectively utilized, which improves the heating capacity of the thermal management system 100 and reduces the energy consumption of the thermal management system 100.
  • the high-pressure thermal management subsystem 1001 also has a second working condition, in which the first radiator 82, the second radiator 83 and the second flow channel 81b form a second loop. At this time, the first valve 841 and the third valve 843 of the four-way water valve are opened, and the second valve 842 and the fourth valve 844 are closed.
  • the coolant flowing out of the first radiator 82 flows to the third heat exchanger 81 under the action of the water pump 85. After the coolant exchanges heat with the refrigerant in the first flow channel 81a in the second flow channel 81b of the third heat exchanger 81, it flows to the second radiator 83. After the coolant exchanges heat in the second radiator 83, it flows back to the first radiator 82 to exchange heat with the vehicle's motor and electronic control.
  • the high-pressure thermal management subsystem 1001 can operate according to the second working condition.
  • the high-temperature coolant flowing out of the first radiator 82 flows into the second flow channel 81b, and exchanges heat with the low-temperature refrigerant flowing through the first flow channel 81a, transferring the heat generated by the vehicle's motor and electronic control to the refrigerant circulation loop 101.
  • the temperature of the coolant is still high after one heat exchange, so the coolant flows to the second radiator 83, and exchanges heat with the outside environment for the second time to dissipate heat.
  • the heat generated by the vehicle's motor and electronic control is effectively utilized, which improves the heating capacity of the thermal management system 100 and reduces the energy consumption of the thermal management system 100.
  • the high-pressure thermal management subsystem 1001 can also operate according to the second working condition.
  • the coolant exchanges heat with the outside environment in the second radiator 83 to increase the temperature of the coolant.
  • the coolant then flows to the first radiator 82 and the third heat exchanger 81 through the circulation loop 102, and exchanges heat with the low-temperature refrigerant flowing through the first flow channel 81a, transferring the heat of the outside environment to the refrigerant circulation loop 101 and the high-pressure thermal management subsystem 1001.
  • the heat can be effectively utilized, which improves the heating capacity of the thermal management system 100 and reduces the energy consumption of the thermal management system 100.
  • the high-pressure thermal management subsystem 1001 also has a third working condition, in which the first radiator 82 and the second radiator 83 form a third loop. At this time, the second valve 842 and the third valve 843 of the four-way water valve are opened, and the first valve 841 and the fourth valve 844 are closed.
  • the coolant flowing out of the first radiator 82 flows to the second radiator 83 under the action of the water pump 85. After the coolant exchanges heat with the outside environment in the second radiator 83, it flows back to the first radiator 82 to exchange heat with the vehicle's motor and electronic control.
  • the high-voltage thermal management subsystem 1001 When the refrigerant circulation loop 101 does not need to absorb heat from the coolant, the high-voltage thermal management subsystem 1001 operates according to the third working condition regardless of whether the high-voltage thermal management subsystem 1001 has a heat dissipation requirement.
  • the high-temperature coolant flowing out of the first radiator 82 flows directly to the second radiator 83 to exchange heat with the vehicle's external environment.
  • the heat generated by the vehicle's motor and electronic control is dissipated to the vehicle's external environment, and the high-voltage thermal management subsystem 1001 quickly dissipates heat.
  • the high pressure thermal management subsystem 1001 also includes a mixed working condition, in which the first loop and the second loop circulate simultaneously. At this time, the first valve 841, the third valve 843 and the fourth valve 844 of the four-way water valve are opened, and the second valve 842 is closed.
  • the coolant flowing out of the first radiator 82 flows to the third heat exchanger 81 under the action of the water pump 85. After the coolant exchanges heat with the refrigerant in the first flow channel 81a in the second flow channel 81b of the third heat exchanger 81, part of the coolant flows directly back to the first radiator 82 to exchange heat with the vehicle's motor and electronic control, and the other part flows to the second radiator 83. After the coolant exchanges heat in the second radiator 83, it flows back to the first radiator 82 to exchange heat with the vehicle's motor and electronic control.
  • the high-pressure thermal management subsystem 1001 can operate under mixed working conditions.
  • the high-temperature coolant flowing out of the first radiator 82 flows into the second flow channel 81b, and performs heat exchange with the low-temperature refrigerant flowing through the first flow channel 81a, transferring the heat generated by the motor and electronic control of the vehicle to the refrigerant circulation loop 101.
  • Part of the coolant that has undergone heat exchange flows back to the first radiator 82, and the other part flows to the second radiator 83, and performs a second heat exchange with the environment outside the vehicle to dissipate heat.
  • the heat generated by the motor and electronic control of the vehicle is effectively utilized, which improves the heating capacity of the thermal management system 100 and reduces the energy consumption of the thermal management system 100.
  • the high-pressure thermal management subsystem 1001 has a first working condition, a second working condition, a third working condition and a mixed working condition, wherein the coolant in the circulating return in the third working condition does not exchange heat with the refrigerant in the refrigerant circulation loop 101, while the coolant in the circulating return in the first working condition, the second working condition and the mixed working condition all heats the refrigerant in the refrigerant circulation loop 101. Therefore, the thermal management system 100 can work in different working conditions and can also work in different working conditions of the high-pressure thermal management subsystem 1001.
  • the passenger compartment when only the passenger compartment is heated, it can cooperate with the first operating condition, the second operating condition and the mixed operating condition of the high-pressure thermal management subsystem 1001.
  • Embodiment 17 is a working condition in which only the passenger compartment is heated, as shown in FIG. 23 . At this time, the refrigerant operates according to the working condition of embodiment 1, and the coolant operates according to the first working condition.
  • a high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11 and flows to the in-vehicle condenser 15 through the second exhaust flow channel 10b.
  • the refrigerant liquefies and releases heat at the in-vehicle condenser 15.
  • the refrigerant passes through the fourth electronic expansion valve 66 and throttles and reduces the pressure before flowing to the third heat exchanger 81.
  • the refrigerant exchanges heat with the coolant in the second flow channel 81b in the first flow channel 81a of the third heat exchanger 81.
  • the refrigerant absorbs heat and vaporizes, and finally becomes a low-temperature and low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11 along the bypass flow channel 10d, thereby realizing the heating of the passenger compartment by the in-vehicle condenser 15.
  • Embodiment 18 is a condition where only the passenger compartment is heated, as shown in FIG24 . At this time, the refrigerant operates according to the condition of Embodiment 1, and the coolant operates according to the mixed condition. OK.
  • Embodiment 19 is a working condition in which only the passenger compartment is heated, as shown in FIG. 25 . At this time, the refrigerant operates according to the working condition of embodiment 1, and the coolant operates according to the second working condition.
  • thermal management system 100 when the thermal management system 100 operates under different operating conditions, it can cooperate with the first operating condition, the second operating condition and the mixed operating condition of the high-pressure thermal management subsystem 1001 .
  • Embodiment 20 is a working condition in which only the battery module is heated, as shown in FIG26 . At this time, the refrigerant operates according to the working condition of embodiment 2, and the coolant operates according to the first working condition.
  • Embodiment 21 is a working condition in which only the battery module is heated, as shown in FIG27 . At this time, the refrigerant operates according to the working condition of embodiment 2, and the coolant operates according to the mixed working condition.
  • Embodiment 22 is a working condition in which only the battery module is heated, as shown in FIG28 . At this time, the refrigerant operates according to the working condition of embodiment 2, and the coolant operates according to the second working condition.
  • Embodiment 23 is the operating condition of heating the passenger compartment and heating the battery module, as shown in FIG29 . At this time, the refrigerant operates according to the operating condition of embodiment 3, and the coolant operates according to the first operating condition.
  • Embodiment 24 is the operating condition of heating the passenger compartment and heating the battery module, as shown in FIG30 . At this time, the refrigerant operates according to the operating condition of embodiment 3, and the coolant operates according to the mixed operating condition.
  • Embodiment 25 is the operating condition of heating the passenger compartment and heating the battery module, as shown in FIG31 . At this time, the refrigerant operates according to the operating condition of embodiment 3, and the coolant operates according to the second operating condition.
  • Embodiment 26 is a working condition in which only the passenger compartment is cooled, as shown in FIG32 . At this time, the refrigerant operates according to the working condition of embodiment 4, and the coolant operates according to the first working condition.
  • Embodiment 27 is a working condition in which only the passenger compartment is cooled, as shown in FIG33 . At this time, the refrigerant operates according to the working condition of embodiment 4, and the coolant operates according to the mixed working condition.
  • Embodiment 28 is a working condition in which only the passenger compartment is cooled, as shown in FIG34 . At this time, the refrigerant operates according to the working condition of embodiment 4, and the coolant operates according to the second working condition.
  • Embodiment 29 is a working condition in which only the battery module is cooled, as shown in FIG35 .
  • the refrigerant operates according to the working condition of embodiment 5, and the coolant operates according to the third working condition. Since the refrigerant does not pass through the third heat exchanger 81, the coolant does not exchange heat with the refrigerant, and the refrigerant operates according to the third working condition.
  • Example 29 The following is a brief description of the circulation path of the refrigerant in Example 29.
  • a high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11 and flows to the external condenser 130 through the third exhaust flow channel 10c.
  • the refrigerant liquefies and releases heat at the external condenser 130.
  • the refrigerant passes through the first electronic expansion valve 31 and the second electronic expansion valve 32 for throttling and pressure reduction and flows to the first heat exchange plate 21 and the second heat exchange plate 22.
  • the refrigerant absorbs heat and vaporizes at the first heat exchange plate 21 and the second heat exchange plate 22, and after throttling and pressure reduction by the first throttling element 41 and the second throttling element 42, it finally becomes a low-temperature and low-pressure gaseous refrigerant and flows into the air inlet of the compressor 11, thereby realizing the first heat exchange plate 21 and the second heat exchange plate 22 to cool the battery module.
  • Embodiment 30 is a working condition for cooling the passenger compartment and the battery module, as shown in FIG36 .
  • the refrigerant operates according to the working condition of embodiment 6, and the coolant operates according to the third working condition.
  • Embodiment 31 is a working condition for cooling the passenger compartment and heating the battery module, as shown in FIG37 .
  • the refrigerant operates according to the working condition of embodiment 7, and the coolant operates according to the first working condition.
  • Embodiment 32 is a working condition for cooling the passenger compartment and heating the battery module, as shown in FIG38 . At this time, the refrigerant operates according to the working condition of embodiment 7, and the coolant operates according to the mixed working condition.
  • Embodiment 33 is the operating condition of passenger compartment cooling and battery module heating, as shown in FIG39 . At this time, the refrigerant operates according to the operating condition of embodiment 7, and the coolant operates according to the second operating condition.
  • Embodiment thirty-four is an operating condition for cooling the passenger compartment and heating the battery module, as shown in FIG40 .
  • the refrigerant operates according to the operating condition of embodiment eight, and the coolant operates according to the first operating condition.
  • Embodiment thirty-five is the operating condition of passenger compartment cooling and battery module heating, as shown in FIG41 .
  • the refrigerant operates according to the operating condition of embodiment eight, and the coolant operates according to the mixed operating condition.
  • Embodiment 36 is the operating condition of passenger compartment cooling and battery module heating, as shown in FIG42 . At this time, the refrigerant operates according to the operating condition of embodiment 8, and the coolant operates according to the second operating condition.
  • Embodiment thirty-seven is the operating condition for heating the passenger compartment and cooling the battery module, as shown in FIG43 .
  • the refrigerant operates according to the operating condition of embodiment nine, and the coolant operates according to the first operating condition.
  • Embodiment 38 is the operating condition of heating the passenger compartment and cooling the battery module, as shown in FIG44 . At this time, the refrigerant operates according to the operating condition of embodiment 9, and the coolant operates according to the mixed operating condition.
  • Embodiment thirty-nine is the operating condition for heating the passenger compartment and cooling the battery module, as shown in FIG45 .
  • the refrigerant operates according to the operating condition of embodiment nine, and the coolant operates according to the second operating condition.
  • Embodiment 40 is an operating condition for heating the passenger compartment and cooling the battery module, as shown in FIG46 . At this time, the refrigerant operates according to the operating condition of embodiment 10, and the coolant operates according to the first operating condition.
  • Embodiment 41 is the operating condition of heating the passenger compartment and cooling the battery module, as shown in FIG47 . At this time, the refrigerant operates according to the operating condition of embodiment 10, and the coolant operates according to the mixed operating condition.
  • Embodiment 42 is the operating condition for heating the passenger compartment and cooling the battery module, as shown in FIG48 . At this time, the refrigerant operates according to the operating condition of embodiment 10, and the coolant operates according to the second operating condition.
  • Embodiment 43 is the operating condition of heating and dehumidifying the passenger compartment, as shown in FIG49 . At this time, the refrigerant operates according to the operating condition of embodiment 11, and the coolant operates according to the first operating condition.
  • Embodiment 44 is the operating condition of heating and dehumidifying the passenger compartment, as shown in FIG50 . At this time, the refrigerant operates according to the operating condition of embodiment 11, and the coolant operates according to the mixed operating condition.
  • Embodiment 45 is a condition for heating and dehumidifying the passenger compartment, as shown in FIG51 .
  • the refrigerant operates according to the condition of embodiment 11, and the coolant operates according to the condition of embodiment 2.
  • Embodiment 46 is the operating condition of heating and dehumidifying the passenger compartment, as shown in FIG52 . At this time, the refrigerant operates according to the operating condition of embodiment 12, and the coolant operates according to the first operating condition.
  • Embodiment 47 is the operating condition of heating and dehumidifying the passenger compartment, as shown in FIG53 . At this time, the refrigerant operates according to the operating condition of embodiment 12, and the coolant operates according to the mixed operating condition.
  • Embodiment 48 is the operating condition of heating and dehumidifying the passenger compartment, as shown in FIG54 . At this time, the refrigerant operates according to the operating condition of embodiment 12, and the coolant operates according to the second operating condition.
  • Embodiment 49 is a working condition for heating and dehumidifying the passenger compartment, as well as cooling the battery module, as shown in FIG55 .
  • the refrigerant operates according to the working condition of embodiment 13, and the coolant operates according to the first working condition.
  • Embodiment 50 is a condition for heating and dehumidifying the passenger compartment, as well as cooling the battery module, as shown in FIG56 .
  • the refrigerant operates according to the condition of embodiment 13, and the coolant operates according to a mixed condition.
  • Embodiment 51 is a working condition for heating and dehumidifying the passenger compartment, as well as cooling the battery module, as shown in FIG57 .
  • the refrigerant operates according to the working condition of embodiment 13, and the coolant operates according to the second working condition.
  • Embodiment 52 is a working condition for heating and dehumidifying the passenger compartment, as well as cooling the battery module, as shown in FIG58 .
  • the refrigerant operates according to the working condition of embodiment 14, and the coolant operates according to the first working condition.
  • Embodiment fifty-three is a working condition for heating and dehumidifying the passenger compartment, as well as cooling the battery module, as shown in FIG59 .
  • the refrigerant operates according to the working condition of embodiment fourteen, and the coolant operates according to a mixed working condition.
  • Embodiment fifty-four is a working condition for heating and dehumidifying the passenger compartment, as well as cooling the battery module, as shown in FIG60 .
  • the refrigerant operates according to the working condition of embodiment fourteen, and the coolant operates according to the second working condition.
  • Embodiment fifty-five is a condition for heating and dehumidifying the passenger compartment, as well as heating the battery module, as shown in FIG61 .
  • the refrigerant operates according to the condition of embodiment fifteen, and the coolant operates according to the first condition.
  • Embodiment fifty-six is a condition for heating and dehumidifying the passenger compartment, as well as heating the battery module, as shown in FIG62 .
  • the refrigerant operates according to the condition of embodiment fifteen, and the coolant operates according to a mixed condition.
  • Embodiment fifty-seven is a condition for heating and dehumidifying the passenger compartment, as well as heating the battery module, as shown in FIG63 .
  • the refrigerant operates according to the condition of embodiment fifteen, and the coolant operates according to the second condition.
  • Embodiment fifty-eight is a condition for heating and dehumidifying the passenger compartment, as well as heating the battery module, as shown in FIG64 .
  • the refrigerant operates according to the condition of embodiment sixteen, and the coolant operates according to the first condition.
  • Embodiment fifty-nine is a condition for heating and dehumidifying the passenger compartment, as well as heating the battery module, as shown in FIG65 .
  • the refrigerant operates according to the condition of embodiment sixteen, and the coolant operates according to a mixed condition.
  • Embodiment sixty is a condition for heating and dehumidifying the passenger compartment, as well as heating the battery module, as shown in FIG66 .
  • the refrigerant operates according to the condition of embodiment sixteen, and the coolant operates according to the second condition.
  • the thermal management system 100 includes: a compressor 11, a second heat exchanger 13 and a heat exchange assembly 2, wherein the first port of the second heat exchanger 13 is connected to the exhaust port of the compressor 11, and the second end of the second heat exchanger 13 is connected to the heat exchange assembly 2; the heat exchange assembly 2 is in communication with the air inlet of the compressor 11.
  • the heat exchange assembly 2 includes a first heat exchange plate 21 and a second heat exchange plate 22 arranged in parallel, and the first heat exchange plate 21 and the second heat exchange plate 22 are respectively used to adjust the temperature of the battery module of the vehicle.
  • the refrigerant flows in from the air inlet of the compressor 11, and the low-temperature and low-pressure gaseous refrigerant is compressed by the compressor 11 to become a high-temperature and high-pressure gaseous refrigerant, and flows out from the exhaust port of the compressor 11.
  • the first port of the second heat exchanger 13 is connected to the exhaust port of the compressor 11, and the second port of the second heat exchanger 13 is connected to the heat exchange component 2. Therefore, after the refrigerant flows out of the compressor 11, it flows through the second heat exchanger 13, then flows through the heat exchange component 2, and finally returns to the compressor 11, forming a refrigerant loop, completing a cycle.
  • the refrigerant circuit formed by the compressor 11, the heat exchange component 2 and the second heat exchanger 13 the high-temperature and high-pressure gaseous refrigerant flowing out of the exhaust port of the compressor 11 undergoes heat exchange at the second heat exchanger 13, and the refrigerant releases heat and liquefies. Subsequently, the refrigerant passes through the heat exchange component 2 after throttling and reducing pressure, absorbs heat and vaporizes at the heat exchange component 2, and finally becomes a low-temperature and low-pressure gaseous refrigerant and flows into the air inlet of the compressor 11.
  • the refrigerant absorbs heat at the heat exchange component 2 and exchanges heat with the battery module, thereby achieving cooling of the battery module so that the battery module has a suitable operating temperature, thereby ensuring that the battery module works stably and reliably.
  • the battery module can be cooled to improve the working safety of the battery module and extend the working stability of the battery module.
  • the thermal management system 100 of the embodiment of the present application by setting the first heat exchange plate 22 and the second heat exchange plate 22 to perform heat exchange on the battery module, different end faces of the battery module can be directly contacted for heat exchange, which not only reduces the difficulty of layout, but also improves the heat exchange efficiency, so that the battery module can quickly reach a suitable operating temperature, improves the working stability of the battery module, and improves the working efficiency of the thermal management system 100.
  • the vehicle according to the embodiment of the present application includes: a battery module and a thermal management system 100, the thermal management system 100 is any of the thermal management systems 100 described above, and the first heat exchange plate 21 and the second heat exchange plate 22 are used to adjust the temperature of the battery module.
  • the thermal management system 100 by providing the above-mentioned thermal management system 100, the number of times of repairing and replacing the battery module can be reduced, the charging efficiency and convenience of the vehicle can be improved, and at the same time, it is easy to realize the rational layout of the vehicle.
  • the first heat exchange plate 21 and the second heat exchange plate 22 are disposed on the battery module and perform heat exchange with the battery module.
  • the first heat exchange plate 21 and the second heat exchange plate 22 are disposed on opposite side walls of the battery module so as to reduce the temperature difference of the battery module and increase the cycle life of the battery module.
  • the battery module may include at least one row of battery packs, and the battery pack includes at least one battery cell; when the battery pack includes multiple battery cells, the multiple battery cells may be arranged in sequence along the length direction of the first heat exchange plate 213.
  • the battery cell has multiple side walls, and the multiple side walls include opposite heat exchange side walls, and the area of the heat exchange side walls is larger than the area of the remaining side walls, and the first heat exchange plate 21 and the second heat exchange plate 22 are respectively heat-conductingly matched with the heat exchange side walls; but it is not limited thereto.

Abstract

一种热管理系统和具有其车辆。热管理系统包括：压缩机、第一换热器和换热组件，压缩机的排气口与换热组件连接，第一换热器的第一端口与压缩机的进气口连接，第一换热器的第二端口与换热组件连接。换热组件包括并联设置的第一换热板和第二换热板，第一换热板和第二换热板分别用于调节电池模组的温度。

Description

热管理系统和具有其的车辆
相关申请的交叉引用
本申请基于申请号为：202211204946.0，申请日为2022年09月29日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及车辆技术领域，尤其是涉及一种热管理系统和具有其的车辆。
背景技术
现有的整车热管理的热泵系统架构中，对电池模组的换热速度较慢，电池模组不能快速达到合适的工作温度，电池模组的工作稳定性较低。
申请内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请的一个目的在于提出一种热管理系统，对电池的换热速度快，电池模组可快速达到合适的工作温度，电池模组的工作稳定性较高，该热管理系统的工作性能强。
本申请的另一个目的在于提出一种车辆。
根据本申请实施例的热管理系统，包括：压缩机、第一换热器和换热组件，所述压缩机的排气口与所述换热组件连接，所述第一换热器的第一端口与所述压缩机的进气口连接，所述第一换热器的第二端口与所述换热组件连接；所述换热组件包括并联设置的第一换热板和第二换热板，所述第一换热板和所述第二换热板分别用于调节电池模组的温度。
根据本申请实施例的热管理系统，通过设置第一换热板和第二换热板对电池模组进行热交换，可对电池模组的不同端面直接接触热交换，不但可降低布置难度，并且可提升换热效率，使电池模组快速达到合适的工作温度，提升电池模组的工作稳定性，提升热管理系统的工作效率。
在一些实施例中，所述热管理系统还包括第二换热器，所述第二换热器的第一端口与所述压缩机的排气口连接，所述第二换热器的第二端与所述换热组件连接；所述换热组件与所述压缩机的进气口连接。
在一些实施例中，所述压缩机的排气口与所述第一换热器的第一端口连接；所述压缩机的排气口选择性地与所述第一换热器的第一端口或所述换热组件连通，所述压缩机的进气口选择性地与所述换热组件或所述第一换热器的第一端口连通。
在一些实施例中，所述热管理系统还包括存储器，所述存储器连接在所述压缩机的排气口与所述压缩机的进气口之间。
在一些实施例中，所述热管理系统还包括第四换热器，所述第四换热器连接在所述存储器与所述压缩机的排气口之间。
在一实施例中，所述第四换热器的第一端口与所述压缩机的排气口连接，所述第四换热器的第二端口与所述换热组件连接。
在一些实施例中，所述热管理系统还包括第一节流件，所述第一节流件设置在存储器与所述压缩机的气口之间。
在一些实施例中，述第一换热板及所述第二换热板适于设置在电池的相对两侧。
在一些实施例中，所述热管理系统还包括第二阀组，所述第二阀组设置在所述换热组件的第一端口，所述换热组件的第一端口与所述压缩机的排气口连接。
在一实施例中，所述第二阀组包括并联的第一节流元件及第二节流元件，所述第一节流元件及第二节流元件分别与所述第一换热板和第二换热板连接。
在一些实施例中，所述热管理系统还包括第一阀组，所述第一阀组设置在所述换热组件的第二端口，所述换热组件的第二端口与所述第二换热器的第二端连通。
在一实施例中，所述第一阀组包括并联的第一控制阀及第二控制阀，所述第一控制阀及所述第二控制阀分别与所述第一换热板和第二换热板连接。
在一些实施例中，所述热管理系统还包括车内冷凝器，所述压缩机的排气口与所述车内冷凝器的第一端连接，所述车内冷凝器的第二端与所述第一换热器的第二端口连接；所述压缩机的排气口选择性地与所述车内冷凝器的第一端及换热组件的至少一个连通。
在一些实施例中，所述热管理系统还包括高压热管理子系统，所述高压热管理子系统包括第三换热器及循环回路，所述第三换热器具有第一流道及第二流道，所述第一流道的第一端口与所述换热组件及所述车内冷凝器的第二端连接，所述第一流道的第二端口与所述第一换热器的第二端口连接；所述第二流道设置在所述循环回路上，所述循环回路用于与高压热管理子系统换热。
在一些实施例中，所述热管理系统还包括第一开关阀，所述第一开关阀设置在换热组件与所述第一换热器的第二端口之间。
在一些实施例中，所述热管理系统还包括第二开关阀，所述第二开关阀设置在换热组件与所述第二换热器的第二端口之间。
在一些实施例中，所述热管理系统还包括第三开关阀，所述第三开关阀设置在所述换热组件与所述压缩机的进气口之间。
根据本申请实施例的热管理系统包括：压缩机、第二换热器和换热组件，所述第二换热器的第一端口与所述压缩机的排气口连接，所述第二换热器的第二端与所述换热组件连接；所述换热组件与所述压缩机的进气口连通；所述换热组件包括并联设置的第一换热板和第二换热板，所述第一换热板和所述第二换热板分别用于调节车辆的电池模组的温度。
根据本申请实施例的车辆，包括：电池模组；热管理系统，所述热管理系统为上述任一项所述的热管理系统，所述第一换热板和所述第二换热板用于调节所述电池模组的温度。
根据本申请实施例的车辆，通过设置上述热管理系统，可以减少维修、更换电池模组的次数，提升车辆的充电效率和使用便利性，同时便于实现车辆的合理化布局。
在一实施例中，所述第一换热板和所述第二换热板设于所述电池模组上且与所述电池模组热交换。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本申请实施例的热管理系统的结构示意图；
图2是根据本申请实施例的高压热管理子系统的结构示意图；
图3是根据本申请实施例一的热管理系统中的冷媒运行示意图；
图4是根据本申请实施例二的热管理系统中的冷媒运行示意图；
图5是根据本申请实施例三的热管理系统中的冷媒运行示意图；
图6是根据本申请实施例四的热管理系统中的冷媒运行示意图；
图7是根据本申请实施例五的热管理系统中的冷媒运行示意图；
图8是根据本申请实施例六的热管理系统中的冷媒运行示意图；
图9是根据本申请实施例七的热管理系统中的冷媒运行示意图；
图10是根据本申请实施例八的热管理系统中的冷媒运行示意图；
图11是根据本申请实施例九的热管理系统中的冷媒运行示意图；
图12是根据本申请实施例十的热管理系统中的冷媒运行示意图；
图13是根据本申请实施例十一的热管理系统中的冷媒运行示意图；
图14是根据本申请实施例十二的热管理系统中的冷媒运行示意图；
图15是根据本申请实施例十三的热管理系统中的冷媒运行示意图；
图16是根据本申请实施例十四的热管理系统中的冷媒运行示意图；
图17是根据本申请实施例十五的热管理系统中的冷媒运行示意图；
图18是根据本申请实施例十六的热管理系统中的冷媒运行示意图；
图19是根据本申请实施例的高压热管理子系统的第一工况的冷却液运行示意图；
图20是根据本申请实施例的高压热管理子系统的混合工况的冷却液运行示意图；
图21是根据本申请实施例的高压热管理子系统的第二工况的冷却液运行示意图；
图22是根据本申请实施例的高压热管理子系统的第三工况的冷却液运行示意图；
图23是根据本申请实施例十七的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图24是根据本申请实施例十八的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图25是根据本申请实施例十九的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图26是根据本申请实施例二十的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图27是根据本申请实施例二十一的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图28是根据本申请实施例二十二的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图29是根据本申请实施例二十三的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图30是根据本申请实施例二十四的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图31是根据本申请实施例二十五的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图32是根据本申请实施例二十六的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图33是根据本申请实施例二十七的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图34是根据本申请实施例二十八的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图35是根据本申请实施例二十九的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示 意图；
图36是根据本申请实施例三十的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图37是根据本申请实施例三十一的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图38是根据本申请实施例三十二的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图39是根据本申请实施例三十三的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图40是根据本申请实施例三十四的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图41是根据本申请实施例三十五的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图42是根据本申请实施例三十六的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图43是根据本申请实施例三十七的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图44是根据本申请实施例三十八的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图45是根据本申请实施例三十九的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图46是根据本申请实施例四十的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图47是根据本申请实施例四十一的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图48是根据本申请实施例四十二的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图49是根据本申请实施例四十三的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图50是根据本申请实施例四十四的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图51是根据本申请实施例四十五的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图52是根据本申请实施例四十六的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图53是根据本申请实施例四十七的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图54是根据本申请实施例四十八的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图55是根据本申请实施例四十九的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图56是根据本申请实施例五十的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图57是根据本申请实施例五十一的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图58是根据本申请实施例五十二的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图59是根据本申请实施例五十三的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图60是根据本申请实施例五十四的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图61是根据本申请实施例五十五的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图62是根据本申请实施例五十六的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图63是根据本申请实施例五十七的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图64是根据本申请实施例五十八的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图65是根据本申请实施例五十九的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图66是根据本申请实施例六十的热管理系统中的冷媒运行示意图和高压热管理子系统中的冷却液运行示意图；
图67是根据本申请热管理系统的小循环回路的示意图。
附图标记：
热管理系统100、高压热管理子系统1001、
冷媒循环回路101、循环回路102、小循环回路103、
第一排气流道10a、第二排气流道10b、第三排气流道10c、旁通流路10d、换热流道10e、第一换热流道10f、
第二换热流道10g、
压缩机11、第一换热器12、蒸发器120、第二换热器13、车外冷凝器130、存储器14、车内冷凝器15、气
液分离器16、
换热组件2、第一换热板21、第二换热板22、
第一阀组3、第一电子膨胀阀31、第二电子膨胀阀32、
第二阀组4、第一节流元件41、第二节流元件42、
第三阀组5、
第一通断阀61、第二通断阀62、第三通断阀63、第四通断阀64、第三电子膨胀阀65、第四电子膨胀阀66、
第一单向阀71、第二单向阀72、第三单向阀73、第四单向阀74、
第三换热器81、第一流道81a、第二流道81b、第一散热器82、第二散热器83、切换阀组84、第一阀门841、
第二阀门842、第三阀门843、第四阀门844、水泵85、水温传感器86、水壶87、
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
下面参考图1-图67描述根据本申请实施例的热管理系统100。
根据本申请实施例的热管理系统100，包括：压缩机11、第一换热器12和换热组件2，压缩机11的排气口与换热组件2连接，第一换热器12的第一端口与压缩机11的进气口连接，第一换热器12的第二端口与换热组件2连接。换热组件2包括并联设置的第一换热板21和第二换热板22，第一换热板21和第二换热板22分别用于调节电池模组的温度。
本申请的热管理系统100用于车辆，其中，车辆可以是燃油汽车、或燃气汽车、或新能源汽车、或轨道车辆，新能源汽车可以是纯电动汽车、混合动力汽车或增程式汽车等；车辆还包括电池模组，电池模组可以用于车辆的供电，例如，电池模组可以作为车辆的操作电源，或者电池模组可以作为车辆的驱动电源，以代替或部分地代替燃油或天然气等为车辆提供驱动动力，或者电池模组可以用于为车辆的某些部件比如马达等供电，使得电池模组可以用于车辆的启动、导航和行驶等中的至少一个的工作用电需求。
在热管理系统100工作时，冷媒从压缩机11的进气口流入，低温低压的气态冷媒被压缩机11压缩后变成高温高压的气态冷媒，并从压缩机11的排气口流出。第一换热器12的第一端口与压缩机11的进气口连接，第一换热器12的第二端口与换热组件2连接。因此冷媒从压缩机11流出后流经换热组件2后，再流经第一换热器12，最后回到压缩机11，形成冷媒回路，完成一次循环。
由压缩机11、换热组件2和第一换热器12共同形成冷媒回路，可以理解的是，冷媒回路中还包括节流件等其他元件，但是为了简化方案的描述和便于理解，在描述冷媒回路时只选择用压缩机11和换热件来限定冷媒回路。
在由压缩机11、换热组件2和第一换热器12共同形成的冷媒回路中，从压缩机11的排气口流出的高温高压的气态冷媒在换热组件2处进行热交换，冷媒放热液化，随后冷媒经过节流降压后经过第一换热器12，在第一换热器12处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入。
而换热组件2包括并联设置的第一换热板21和第二换热板22，因此在由压缩机11、换热组件2和第一换热器12共同形成的冷媒回路中，冷媒直接流过第一换热板21和第二换热板22，在第一换热板21和第二换热板22处放热，与电池模组进行热交换，从而实现对电池模组的加热，以便于使得电池模组具有合适的工作温度，从而保证电池模组工作稳定、可靠。比如，在冬天环境温度较低时，可对电池模组进行加热，提升电池模组的启动速度。
除此之外，本申请的热管理系统100还包括其他元件，在压缩机11、换热组件2和其他元件共同形成的冷媒回路中，还可控制冷媒在换热组件2处吸热，与电池模组进行热交换，从而实现对电池模组的制冷，以便于使冷得电池模组具有合适的工作温度，从而保证电池模组工作稳定、可靠。比如，在夏天环境温度过高，或者电池模组工作温度较高时，可对电池模组进行降温，提升电池模组工作安全性，延长电池模组的工作稳定性。
本申请的换热组件2包括第一换热板21和第二换热板22，第一换热板21和第二换热板22可对电池模组的不同端面接触换热，以调节电池模组的温度，可提升换热效率，使电池模组快速达到合适的工作温度。并且，冷媒直接在第一换热板21和第二换热板22内部流动，而第一换热板21和第二换热板22直接与电池模组接触换热，不但可降低布置难度，并且可提升换热效率，使电池模组快速达到合适的工作温度，提升电池模组的工作稳定性。
根据本申请实施例的热管理系统100，通过设置第一换热板21和第二换热板22对电池模组进行热交换，可对电池模组的不同端面直接接触热交换，不但可降低布置难度，并且可提升换热效率，使电池模组快速达到合适的工作温度，提升电池模组的工作稳定性，提升热管理系统100的工作效率。
在本申请的一些实施例中，如图1所示，热管理系统100还包括第二换热器13，所述第二换热器13的第一端口与所述压缩机11的排气口连接，所述第二换热器13的第二端与所述换热组件2连接，所述换热组件2与所述压缩机11的进气口连通。
在由压缩机11、第二换热器13和换热组件2共同形成的冷媒回路中，从压缩机11的排气口流出的高温高压的气态冷媒在第二换热器13处进行热交换，冷媒放热液化，随后冷媒经过节流降压后经过换热组件2，在换热组件2处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入。冷媒在流经换热组件2处吸热，换热组件2与电池模组进行热交换，从而实现对电池模组的制冷，以便于使得电池模组具有合适的工作温度，从而保证电池模组工作稳定、可靠。
在本申请的一些实施例中，压缩机11的排气口选择性地与换热组件2或第二换热器13的第一端口连通，压缩机11的进气口选择性地与第一换热器12的第一端口或换热组件2连通。
压缩机11、换热组件2和第一换热器12可共同形成一个冷媒回路，压缩机11、换热组件2和第二换热器13也可共同形成一个冷媒回路，通过使压缩机11的排气口和进气口可选择性地连通可控制冷媒的流动，一个元件在不同的冷媒回路中可起到不同的作用，降低元件的布置数量，降低制造成本且降低布置难度。
当压缩机11的排气口与换热组件2连通，且压缩机11的进气口与第一换热器12的第一端口连通时，冷媒在换热组件2处放热，在第一换热器12处吸热，即可满足换热组件2制热且第一换热器12制冷。
当压缩机11的排气口与第二换热器13的第一端口连通，且压缩机11的进气口与换热组件2连通时，冷媒在第二换热器13处放热，在换热组件2处吸热，即可满足换热组件2制冷且第二换热器13制热。
在本申请的一些实施例中，压缩机的排气口与第一换热器的第二端口连接；压缩机的排气口选择性地与第一换热器的第二端口或换热组件连通，压缩机的进气口选择性地与换热组件或第一换热器的第一端口连通，从而使得一个第一换热器即可实现电池模组的制热和制冷。
在空调循环回路工作时，冷媒从压缩机的进气口流入，低温低压的气态冷媒被压缩机压缩后变成高温高压的气态冷媒，并从压缩机的排气口流出。因此第一换热器与压缩机的排气口连接，冷媒可在第一换热器处放热。而压缩机的排气口可与第一换热器连通，压缩机的排气口还可与换热组件2连通。热管理系统100可控制冷媒流向第一换热器或者流向换热组件，以使冷媒在第一换热器放热，或者在换热组件2处放热。
同理地，压缩机的进气口可选择地与换热组件或第一换热器的第一端口连通，冷媒可经过换热组件流回压缩机，冷媒还可经过第一换热器流回压缩机，或当压缩机的排气口与换热组件连通时，电池模组实现制热，当压缩机的排气口与第一换热器连通时，电池模组实现制冷。
在本申请的一些实施例中，如图1所示，热管理系统100还包括存储器14，存储器14连接在压缩机11的排气口与压缩机11的进气口之间。
可以理解的是，换热组件2对电池模组进行加热时，与对电池模组进行冷却时，在换热组件2中的冷媒物态不一样，而在相同质量下，气态冷媒的体积大于液态冷媒的体积，导致对电池模组进行加热时的冷媒需求量高于对电池模组进行冷却时的冷媒需求量。
通过设置存储器14可存储冷媒且可将冷媒排出，在换热组件2对电池模组制热时，存储器14放出存储的冷媒，补充到冷媒回路中，满足对电池模组进行加热时的冷媒需求量；在换热组件2对电池模组制冷时，存储器14存储流经的冷媒，降低冷媒回路中的冷媒量，满足对电池模组进行制冷时的冷媒需求量。
在本申请的一实施例中，存储器14构造为储液干燥器，储液干燥器的进口端与第二换热器13的第二端连接，储液干燥器的出口端与换热组件2连接，储液干燥器被构造成可存储液态冷媒且将存储的液态冷媒排出。储液干燥器连接在第二换热器13和换热组件2之间，从第二换热器13流出的冷媒可被存储在储液干燥器中，储液干燥器中存储的冷媒还可流向换热组件2。
除此之外，储液干燥器还可过滤掉冷媒中的水分和杂质，避免损坏或堵塞冷媒管路，延长冷媒管路的使用寿命，使冷媒顺畅流动。
在本申请的另一些实施例中，存储器14构造为冷媒可在存储器14放热液化，并且存储器14可存储液态冷媒。存储器14连接在压缩机11的排气口与压缩机11的进气口之间，存储器14可将从压缩机11的排气口流出的冷媒液化后存储在存储器14内部。
在本申请的一些实施例中，热管理系统100还包括第四换热器，第四换热器连接在存储器14与压缩机11的排气口之间。第四换热器对冷媒热交换，冷媒可在第四换热件处放热液化，液态冷媒继续将存储器14流动，并可存储在存储器14中。
在本申请的一些实施例中，第四换热器的第一端口与压缩机11的排气口连接，第四换热器的第二端口与换热组件2连接。冷媒从压缩机11的排气口流出后，在第四换热器处放热液化，随后液态冷媒部分存储到存储器14中，冷媒继续向换热组件2流动，适于对电池模组制冷。即，第四换热器为第二换热器13。
在本申请的一些实施例中，热管理系统100还包括第一节流件，第一节流件设置在存储器14与压缩机11的进气口之间。从存储器14中流出的冷媒被第一节流件节流降压后，再继续在冷媒回路中流动，避免高压冷媒对元件造成损伤，保证元件安全正常运转。
在本申请的一些实施例中，热管理系统100还包括第三通断阀63，第三通断阀63设置在存储器14与所述压缩机11的排气口之间。
第三通断阀63可控制第三排气流道10c中冷媒的流通或者断绝，当第三通断阀63将第三排气流道10c导通时，冷媒可从压缩机11的排气口流向存储器14，可被存储器14存储；当第三通断阀63将第三排气流道10c隔断时，冷媒就不能流向存储器14，但是此时冷媒依旧可从存储器14中流出。
在本申请的一些实施例中，第一换热板21和第二换热板22设置在电池模组的相对两侧。相比于设置一个换热板的设计方式，第一换热板21和第二换热板22可对电池的相对两侧进行制冷或制热，可提升对电池模组的制冷或制热效率，使电池模组快速达到合适的工作温度，提升电池模组的工作稳定性。
在本申请的一些实施例中，如图1所示，换热组件2还包括第一阀组3，第一阀组3设置在换热组件2的第二端口，换热组件2的第二端口与第二换热器13的第二端连通。
当冷媒在由压缩机11、第二换热器13和换热组件2共同形成的冷媒回路中流动时，冷媒在第二换热器13中 放热后，变为低温高压的冷媒，随后冷媒经过第一阀组3的降压后变为低温低压的冷媒，再流向换热组件2吸热，经过换热组件2吸热蒸发后变为低温低压的气态冷媒，低温低压的气态冷媒从进气口流入到压缩机11，完成一次循环。
可以理解的是，电池模组的工作安全较高，而在第一换热板21和第二换热板22内布置的流路流径有限，直接将压力较大的冷媒通向第一换热板21和第二换热板22，第一换热板21和第二换热板22具有被高压冷媒冲击破损的风险，冷媒从第一换热板21或第二换热板22流出会危害电池模组的工作安全性。因此本申请在排气口和换热组件2之间设置有第一阀组3，冷媒在流经换热组件2时首先经过第一阀组3的节流降压，冷媒的压力降低后再流经第一换热板21和第二换热板22，提升第一换热板21和第二换热板22的工作稳定性，保证电池模组的安全性。
当冷媒在由压缩机11、第一换热器12和换热组件2共同形成的冷媒回路中流动时，冷媒在换热组件2中放热后，变为低温高压的冷媒，随后冷媒经过第一阀组3的降压后变为低温低压的冷媒，再流向第一换热器12吸热，经过换热组件2吸热蒸发后变为低温低压的气态冷媒，低温低压的气态冷媒从进气口流入到压缩机11，完成一次循环。第一阀组3起到节流降压的作用。
在本申请的一些实施例中，第一阀组3包括并联的第一控制阀及第二控制阀，第一控制阀与第一换热板21串联，第二控制阀与第二换热板22串联。第一控制阀和第二控制阀可相互独立工作。
在本申请的一实施例中，第一控制阀构造为第一电子膨胀阀31，第二控制阀构造为第二电子膨胀阀32。电子膨胀阀具有流量调节功能，电子膨胀阀可对流经的冷媒降压，冷媒的压力降低后再流经第一换热板21和第二换热板22，提升第一换热板21和第二换热板22的工作稳定性。电子膨胀阀还具有通断功能，还可选择地将管路封闭，以控制冷媒在电子膨胀阀所在管路中的流动或停滞。第一电子膨胀阀31和第二电子膨胀阀32相互独立工作，第一电子膨胀阀31可控制冷媒在流向第一换热板21的管路中的通断，第二电子膨胀阀32可控制冷媒在流向第二换热板22的管路中的通断。
第一电子膨胀阀31和第二电子膨胀阀32均关闭时，则流向换热组件2的管路被封闭。从排气口流出的冷媒不能经过换热组件2流回进气口，从第二换热器13流出的冷媒也不能经过换热组件2流回进气口。
在本申请的一些实施例中，换热组件2还包括第二阀组4，第二阀组4设置在换热组件2的第一端口，换热组件2的第一端口与压缩机11的排气口连接。
当冷媒在由压缩机11、第一换热器12和换热组件2共同形成的冷媒回路中流动时，高温高压的气态冷媒从经过第二阀组4的降压后变为低温低压的冷媒，再流向第一换热器12放热，冷媒在流经换热组件2时首先经过第二阀组4的节流降压，冷媒的压力降低后再流经第一换热板21和第二换热板22，提升第一换热板21和第二换热板22的工作稳定性，保证电池模组的安全性。
在本申请的一些实施例中，如图1所示，第二阀组4包括并联的第一节流元件41及第二节流元件42。第一节流元件41与第一换热板21串联，第二节流元件42与第二换热板22串联。第一节流元件41和第二节流元件42可对流经的冷媒节流降压，冷媒的压力降低后再流经第一换热板21和第二换热板22，提升第一换热板21和第二换热板22的工作稳定性。此外，第一节流元件41及第二节流元件42均为可变口径节流阀，从而能够调节压缩机11流向第一换热板21和第二换热板22的冷媒流量。
在本申请的一实施例中，如图1所示，冷媒循环回路101包括换热流道10e，换热流道10e包括：第一换热流道10f和第二换热流道10g，第一换热板21、第一节流元件41和第一电子膨胀阀31设置在第一换热流道10f上，且第一换热板21连接在第一节流元件41和第一电子膨胀阀31之间，第一节流元件41相较于第一电子膨胀阀31靠近排气口设置。同理地，第二换热板22、第二节流元件42和第二电子膨胀阀32设置在第二换热流道10g上，且第二换热板22连接在第二节流元件42和第二电子膨胀阀32之间，第二节流元件42相较于第二电子膨胀阀32靠近排气口设置。
第一换热流道10f和第二换热流道10g相互并联，并且第一换热流道10f和第二换热流道10g并联后的一端与排气口相连，第一换热流道10f和第二换热流道10g并联后的另一端与第二换热器13的第二端相连。
在本申请的一些实施例中，如图1所示，热管理系统100还包括：车内冷凝器15，所述压缩机11的排气口与所述车内冷凝器15的第一端连接，所述车内冷凝器15的第二端与所述第一换热器12的第二端口连接。压缩机11的排气口选择性地与车内冷凝器15的第一端及换热组件2的至少一个连通。即，车内冷凝器15与换热组件2并联设置。
车内冷凝器15适于向乘员舱内制热，当冷媒在压缩机11、车内冷凝器15和第一换热器12共同形成的冷媒回路中流动时，从压缩机11的排气口流出的高温高压的气态冷媒在车内冷凝器15处进行热交换，冷媒放热液化，随后冷媒经过节流降压后经过第一换热器12，在第一换热器12处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入，完成一次循环。
在本申请的一些实施例中，第一换热器12为蒸发器120。
冷媒在压缩机11、换热组件2和第一换热器12共同形成的冷媒回路中流动时，冷媒在换热组件2处放热，在蒸发器120处吸热，以满足对电池模组制热，对乘员舱制冷。
在本申请的一些实施例中，第二换热器13为车外冷凝器130。冷媒经过车外冷凝器130放热，车外冷凝器130可进行制热，比如在冬天环境温度较低时，车辆的元件需要预热启动，通过车外冷凝器130向元件制热，可提升车辆启动速度。
冷媒在压缩机11、第一换热器12和第二换热器13共同形成的冷媒回路中流动时，冷媒在车外冷凝器130处放热，在蒸发器120处吸热，以满足对车外元件制热，对乘员舱制冷。
冷媒在压缩机11、换热组件2和第二换热器13共同形成的冷媒回路中流动时，冷媒在车外冷凝器130处放热，在换热组件2处吸热，以满足对电池模组制冷，对车外元件制热。
在本申请的一些实施例中，热管理系统100还包括冷媒循环回路101，压缩机11、第一换热器12和换热组件 2共同形成的冷媒回路等均为冷媒循环回路101的一部分。
在本申请的一些实施例中，如图1所示，热管理系统100还包括气液分离器16，气液分离器16与压缩机11的进气口连通。冷媒在经过节流蒸发后变为低温低压的气态冷媒，由于蒸发吸热并不能完全保证将所有的冷媒均转变为气态冷媒，因此在冷媒重新流入压缩机11之前要先流入气液分离器16中，气液分离器16将气态冷媒和液态冷媒分离，只驱动低温低压的气态冷媒流向压缩机11，防止液滴对压缩机11内的功能件的液击，保证压缩机11安全正常运转。
在本申请的一些实施例中，热管理系统100还包括控制阀组，控制阀组设置在冷媒循环回路101上，控制阀组动作以使得排气口的冷媒流向车外冷凝器130或换热组件2。通过设置控制阀组，可控制冷媒的流向，以控制热管理系统100的工作。
控制阀组分别与车外冷凝器130和第二阀组4相连，控制阀组动作以使得排气口的冷媒流向车外冷凝器130，或者控制阀组动作以使得排气口的冷媒流向换热组件2，或者控制阀组动作以使得排气口的冷媒流向车外冷凝器130和换热组件2。
当控制阀组动作以使得排气口的冷媒流向车外冷凝器130和换热组件2时，冷媒在压缩机11、蒸发器120和车外冷凝器130共同形成的冷媒回路中流动，且同时冷媒在压缩机11、换热组件2和蒸发器120共同形成的冷媒回路中流动，冷媒在换热组件2处放热，在换热组件2处放热，在蒸发器120处吸热，以满足对电池模组制热，对车外元件制热，对乘员舱制冷。
在本申请的一些实施例中，如图6所示，热管理系统100包括第一排气流道10a，第二节流阀组通过第一排气流道10a与进气口相连，流经换热组件2的冷媒可经过第一排气流道10a流回进气口。比如在对电池模块制冷时，冷媒从排气口流出，经过车外冷凝器130放热后，进入到换热流道10e在换热组件2处吸热，然后经过第一排气流道10a流回进气口。
热管理系统100还包括与排气口相连的第二排气流道10b，第二排气流道10b连接至第一排气流道10a，因此第二节流阀组也就通过第二排气流道10b与排气口相连，冷媒可经由第二排气流道10b流向换热组件2。比如在对电池模块制热时，冷媒从排气口流出，经过第二换热流道10g流向换热组件2，在换热组件2处放热。
热管理系统100还包括将排气口与车外冷凝器130连通的第三排气流道10c，冷媒可经由第三排气流道10c流向车外冷凝器130，在车外冷凝器130处放热。
在本申请的一些实施例中，控制阀组包括第一通断阀61、第二通断阀62和第三通断阀63，第一通断阀61串联至第二排气流道10b，第三通断阀63连接至车外冷凝器130和排气口之间，即第三通断阀63串联至第三排气流道10c。第二通断阀62串联至第一排气流道10a，第二通断阀62关闭时阻止第二排气流道10b的冷媒流向回气口。
第一通断阀61可控制第二排气流道10b的通断，以控制冷媒从排气口是否流向换热组件2，第一通断阀61关闭时阻止冷媒流向换热组件2。第三通断阀63可控制第三排气流道10c的通断，以控制冷媒从排气口是否流向车外冷凝器130，第三通断阀63关闭时阻止冷媒流向车外冷凝器130。
如图1所示，第一排气流道10a与回气口相连，第二排气流道10b与排气口相连，第二排气流道10b连接至第一排气流道10a，在第一通断阀61控制第二排气流道10b流通时，从排气口流出的冷媒会从第二排气流道10b流向第一排气流道10a，继而直接流回回气口。因此通过在第一排气流道10a设置第二通断阀62，第二通断阀62可控制第一排气流道10a的通断，第二通断阀62关闭时阻止第二排气流道10b的冷媒流向进气口。
在本申请的一些实施例中，蒸发器120的第二端连接有第三控制阀，车外冷凝器130的第二端可选择性地与第一阀组3和第三控制阀中的至少一个连通。
在外界环境过高时，蒸发器120适于对乘员舱制冷来降低乘员舱的温度，提升用户的使用舒适性。可选地，冷媒在蒸发器120处吸热，被降温的气流通过风道系统提供给乘员舱，从未实现对乘员舱的吹冷风制冷效果。需要说明的是，风道系统的具体构成不限，例如可以包括风道、用于使风道流通气流的风机、以及控制风道开关的冷暖风门等，风道适于通过风口向乘员舱送风。此外，风道系统将气流吹送到乘员舱内的位置不限，可以根据风口的位置确定，例如可以吹送到车窗上、前排(或后排)乘员上身或面部、前排(或后排)乘员下身或足部等等，这里不作限制。
蒸发器120还可对冷媒起到蒸发汽化的作用，冷媒在蒸发器120处吸热液化，液态的冷媒转变为气态冷媒，气态冷媒再被输送进回气口，防止液滴对压缩机11内的功能件的液击，保证压缩机11安全正常运转。
车外冷凝器130的第二端可选择地与换热组件2和蒸发器120中的至少一个连通，冷媒经过车外冷凝器130放热后，变为低温高压的液态冷媒。车外冷凝器130的第二端与换热组件2连通时，冷媒可流向第一阀组3，冷媒经过第一阀组3和第二阀组4的降压、经过换热组件2的汽化后，变为低温低压的气态冷媒经过第一排气流道10a流到回气口。车外冷凝器130的第二端与蒸发器120连通时，冷媒可流向第三控制阀，冷媒经过第三控制阀的降压、经过蒸发器120的汽化后，变为低温低压的气态冷媒流到回气口。
车外冷凝器130的第二端可单独与第一阀组3连通，车外冷凝器130的第二端也可单独与第三控制阀连通，车外冷凝器130的第二端还可同时与第一阀组3和第三控制阀连通，可根据实际使用进行选择。
在本申请的一实施例中，第三控制阀为第三电子膨胀阀65。电子膨胀阀具有通断和流量调节功能，第三电子膨胀阀65可对流经的冷媒节流降压，降压后的冷媒输送至蒸发器120，保证蒸发器120的正常工作。而电子膨胀阀可选择地将管路封闭，以控制冷媒在电子膨胀阀所在管路中的流动或停滞。第三电子膨胀阀65可控制车外冷凝器130的第二端与蒸发器120的导通或隔断。
在本申请的一些实施例中，如图1及图4所示，热管理系统100还包括旁通流路10d，旁通流路10d串联有第四通断阀64，旁通流路10d与串联的蒸发器120和第三节流元件并联连接。第四通断阀64可控制旁通流路10d的流通和隔绝。当第四通断阀64将旁通流路10d导通时，冷媒经由旁通流路10d流回进气口；当第四通断阀64将旁通流路10d阻断时，冷媒经由蒸发器120所在的流路回到进气口。
在本申请的一些实施例中，热管理系统100还包括车内冷凝器15，压缩机11的排气口与车内冷凝器15的第一端连接，车内冷凝器15的第二端与第一换热器12的第二端口连接。
在由压缩机11、车内冷凝器15和第一换热器12共同形成的冷媒回路中，从压缩机11的排气口流出的高温高压的气态冷媒在车内冷凝器15处进行热交换，冷媒放热液化，随后冷媒在第一换热器12处吸热汽化，再经过节流降压后最终变为低温低压的气态冷媒从压缩机11的进气口流入。
可以理解的是，车内冷凝器15、换热组件2和车外冷凝器130均与压缩机11的排气口相连，本申请通过设置控制阀组可控制冷媒的流向，以控制热管理系统100的工作。车内冷凝器15的第一端与控制阀组相连，控制阀组动作以使得排气口的冷媒流向车内冷凝器15、第二节流阀组和车外冷凝器130中的至少一个。
车内冷凝器15的第二端通过第四控制阀与第一换热器12相连。在本申请的一实施例中，第四控制阀为第四电子膨胀阀66，电子膨胀阀具有通断和流量调节功能，第四电子膨胀阀66可对流经的冷媒节流降压。而电子膨胀阀还可选择地将管路封闭，以控制冷媒在电子膨胀阀所在管路中的流动或停滞。第四电子膨胀阀66可控制车内冷凝器15所在管路的冷媒的导通或隔断。
可以理解的是，冷媒可同时在多个冷媒回路内流动，而多个冷媒回路之间会相互连通甚至相互具有重合部分，因此本申请的热管理系统100还设置有多个阀，避免在多个不同冷媒回路内流动的冷媒之间相互干扰，降低热管理系统100的工作效率。
在本申请的一些实施例中，热管理系统100还包括第一开关阀，第一开关阀设置在换热组件2与第三换热器81之间。第一开关阀可控制冷媒从换热组件2流向第三换热器81，提升冷媒的流动性，提升热管理系统100的工作稳定性。
在本申请的一实施例中，第一开关阀构造为第一单向阀71，第一单向阀71的一端在第二阀组4远离换热组件2的一端连接，第一单向阀71的另一端与第三换热器81相连，第一单向阀71构造为冷媒从换热组件2流向第三换热器81。
当冷媒在压缩机11、蒸发器120和车外冷凝器130共同形成的冷媒回路中流动，且同时冷媒在压缩机11、蒸发器120和换热组件2共同形成的冷媒回路中流动时，从车外冷凝器130流出的冷媒，和对电池模组制热后从换热组件2流出的冷媒汇集后，再经过节流蒸发等处理后流回压缩机11。通过设置第一单向阀71可避免从车外冷凝器130流出的冷媒流向换热组件2，可提升冷媒的流动稳定性。
同理地，在车外冷凝器130的第二端还设置有第四单向阀74，第四单向阀74构造为冷媒从车外冷凝器130的第二端流出，而冷媒不能从车外冷凝器130的第二端流入。当冷媒在压缩机11、车外冷凝器130和蒸发器120共同形成的冷媒回路中流动，且同时冷媒在压缩机11、蒸发器120和换热组件2共同形成的冷媒回路中流动时，从车外冷凝器130流出的冷媒，和对电池模组制热后从换热组件2流出的冷媒汇集后再经过节流蒸发等处理后流回压缩机11。通过设置第一单向阀71可使避免从换热组件2流出的冷媒流向车外冷凝器130，可提升冷媒的流动性。
在本申请的一些实施例中，热管理系统100还包括第二开关阀，第二开关阀设置在换热组件2与第二换热器13的第二端口之间。第二开关阀可控制冷媒从第二换热器13流向换热组件2，提升冷媒的流动性，提升热管理系统100的工作稳定性。
在本申请的一实施例中，第二开关阀构造为第二单向阀72，第二单向阀72的一端在第二阀组4远离换热组件2的一端连接，第二单向阀72的另一端与第一换热器12和第二换热器13的连接端相连，第二单向阀72构造为冷媒从第二换热器13流向换热组件2。
当冷媒在压缩机11、换热组件2和车外冷凝器130共同形成的冷媒回路中流动时，第二单向阀72可控制冷媒从第二换热器13流向换热组件2。
可以理解的是，第一单向阀71和第二单向阀72的作用互补，若只设置第一单向阀71，则冷媒无法经过车外冷凝器130流向换热组件2，若只设置第二单向阀72，则压缩机11、蒸发器120和换热组件2共同形成的冷媒回路无法导通，因此同时设置有第一单向阀71和第二单向阀72可使冷媒有序流动，提升热管理系统100的工作稳定性。
在本申请的另一些实施例中，在换热组件2与第二换热器13和第一换热器12的连接端之间设置有双向阀，可控制冷媒从第一换热器12流向换热组件2，还可控制冷媒从换热组件2流向第一换热器12。
在本申请的一些实施例中，热管理系统100还包括第三开关阀，第三开关阀设置在换热组件2与压缩机11的进气口之间。
可以理解的是，换热组件2、蒸发器120和车外冷凝器130均与压缩机11的进气口连通，在换热组件2与压缩机11的进气口之间设置有第三开关阀可避免流向进气口的冷媒流向换热组件2，造成换热组件2的损伤。
在本申请的一实施例中，第三开关阀构造为第三单向阀73，第三单向阀73设置在换热组件2与压缩机11的进气口之间，第三单向阀73构造为冷媒从换热组件2流向压缩机11的进气口，避免流向进气口的冷媒流向换热组件2，提升换热组件2的使用安全性。
在本申请的一些实施例中，如图67所示，热管理系统100还包括小循环回路103，小循环回路103的两端分别与进气口和排气口相连。热管理系统100包括第三阀组5，第三阀组5被构造成可通断小循环回路103且可对冷媒进行节流降压。
可以理解的是，压缩器对冷媒加压做功，以使冷媒温度提升，冷媒可在冷媒回路中放热。而当热管理系统100对冷媒放热的需求较大时，可将冷媒在小循环回流中玄幻流动，压缩机11对冷媒对此加压做功，提升冷媒的温度，可使冷媒放出大量的热，提升热管理系统100的制热能力。
在本申请的一些实施例中，如图2所示，热管理系统100还包括：高压热管理子系统1001，高压热管理子系统1001包括第三换热器81及循环回路102，第三换热器81具有第一流道81a及第二流道81b，第一流道81a的第一端口与换热组件2及车内冷凝器15的第二端连接，第一流道81a的第二端口与第一换热器12的第二端口连接。第二流道81b设置在循环回路102上，循环回路102用于与高压热管理子系统1001换热。
第一流道81a串联在冷媒循环回路101上，第二流道81b串联在循环回路102上，第一流道81a和第二流道 81b共同位于第三换热器81内，第一流道81a和第二流道81b可相互进行热交换。
当第二流道81b内流动的冷却液温度高于在第一流道81a内流动的冷媒时，冷媒流经第三换热器81吸热；当第二流道81b内流动的冷却液温度低于在第一流道81a内流动的冷媒时，冷媒流经第三换热器81放热。
在本申请的一些实施例中，高压热管理子系统1001还包括：第一散热器82和第二散热器83，第一散热器82与车辆的电机电控进行热交换，第一散热器82连接在循环回路102和第二散热器83之间。第二散热器83适于与车外环境进行热交换。
冷却液在循环回路102中流动，可第一散热器82热交换后流动至第二流道81b中再与冷媒进行热交换，从而利用车辆的电机电控产生的热量加热冷媒，或者对冷媒进行冷却，利用冷媒的热量加热电机电控。
而第一流道81a的第一端口可选择地与换热组件2和车内冷凝器15的第二端中的至少一个连接，第一流道81a的第二端口可选择地与车外冷凝器130的第二端和蒸发器120的第二端中的至少一个连接。冷媒在流经第三换热器81时也可进行换热，因此第三换热器81也可与其他元件共同形成冷媒回路。
下面参考图3-图18，简单描述几个热管理系统100在不同工况下工作的实施例。
实施例一为仅有乘员舱采暖的工况。
如图3所示，在仅有乘员舱采暖的工况下，冷媒在压缩机11、车内冷凝器15和第三换热器81形成的第一冷媒回路中流动。此时第一通断阀61将第二排气流道10b隔断、第二通断阀62将第一排气流道10a隔断、第三通断阀63将第三排气流道10c隔断，第四通断阀64将旁通流路10d导通。第一电子膨胀阀31和第二电子膨胀阀32将管路隔断，第三电子膨胀阀65将管路隔断，第四电子膨胀阀66将管路导通，起到节流作用。
从压缩机11的排气口流出高温高压的气态冷媒，并经由第二排气流道10b流向车内冷凝器15，冷媒在车内冷凝器15处液化放热，随后冷媒经过第四电子膨胀阀66节流降压后流向第三换热器81，冷媒在第三换热器81处吸热汽化，最终变为低温低压的气态冷媒沿旁通流路10d从压缩机11的进气口流入，从而实现车内冷凝器15向乘员舱内制热。
实施例二为仅有电池模组加热的工况。
如图4所示，在仅有电池加热模组的工况下，冷媒在压缩机11、换热组件2和第三换热器81形成的第二冷媒回路中流动。此时第一通断阀61将第二排气流道10b导通、第二通断阀62将第一排气流道10a隔断、第三通断阀63将第三排气流道10c隔断，第四通断阀64将旁通流路10d导通。第一电子膨胀阀31和第二电子膨胀阀32将管路导通，起到节流作用，第三电子膨胀阀65将管路隔断，第四电子膨胀阀66隔断。
从压缩机11的排气口流出高温高压的气态冷媒，并经由第二排气流道10b流向换热组件2，先经过第一节流元件41和第二节流元件42降压后，冷媒在第一换热板21和第二换热板22处液化放热，随后冷媒经过第三电子膨胀阀65和第四膨胀阀节流降压后流向第三换热器81，冷媒在第三换热器81处吸热汽化，最终变为低温低压的气态冷媒沿旁通流路10d从压缩机11的进气口流入，从而实现第一换热板21和第二换热板22对电池模组制热。
实施例三为乘员舱取暖和电池模组加热的工况，实施例三实际为实施例一和实施例二同时运行。
如图5所示，在乘员舱取暖和电池模组加热的工况下，冷媒在压缩机11、车内冷凝器15和第三换热器81形成的第一冷媒回路中流动，同时冷媒在压缩机11、换热组件2和第三换热器81形成的第二冷媒回路中流动。此时第一通断阀61将第二排气流道10b导通、第二通断阀62将第一排气流道10a隔断、第三通断阀63将第三排气流道10c隔断，第四通断阀64将旁通流路10d导通。第一电子膨胀阀31和第二电子膨胀阀32将管路导通，起到节流作用，第三电子膨胀阀65将管路隔断，第四电子膨胀阀66将管路导通，起到节流作用。
从压缩机11的排气口流出高温高压的气态冷媒，并经由第二排气流道10b流向车内冷凝器15和换热组件2，流向车内冷凝器15的冷媒在车内冷凝器15处液化放热，随后冷媒经过第四电子膨胀阀66节流降压后流向第三换热器81。流向换热组件2的冷媒先经过第一节流元件41和第二节流元件42降压后，冷媒在第一换热板21和第二换热板22处液化放热，随后冷媒经过第三电子膨胀阀65和第四膨胀阀节流降压后流向第三换热器81。冷媒在第三换热器81处吸热汽化，最终变为低温低压的气态冷媒沿旁通流路10d从压缩机11的进气口流入，从而实现车内冷凝器15向乘员舱内制热，以及实现第一换热板21和第二换热板22对电池模组制热。
实施例四为仅有乘员舱制冷的工况。
如图6所示，在仅有乘员舱制冷的工况下，冷媒在压缩机11、车外冷凝器130和蒸发器120形成的第三冷媒回路中流动。此时第一通断阀61将第二排气流道10b隔断、第二通断阀62将第一排气流道10a隔断、第三通断阀63将第三排气流道10c导通，第四通断阀64将旁通流路10d隔断。第一电子膨胀阀31和第二电子膨胀阀32将管路隔断，第三电子膨胀阀65将管路导通，起节流作用，第四电子膨胀阀66将管路隔断。
从压缩机11的排气口流出高温高压的气态冷媒，并经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热，随后冷媒经过第三电子膨胀阀65节流降压后流向蒸发器120，冷媒在蒸发器120处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入，从而实现蒸发器120向乘员舱内制冷。
实施例五为仅有电池模组冷却的工况。
如图7所示，在仅有电池模组冷却的工况下，冷媒在压缩机11、车外冷凝器130和换热组件2形成的第四冷媒回路中流动。此时第一通断阀61将第二排气流道10b隔断、第二通断阀62将第一排气流道10a导通、第三通断阀63将第三排气流道10c导通，第四通断阀64将旁通流路10d隔断。第一电子膨胀阀31和第二电子膨胀阀32将管路导通，起节流作用，第三电子膨胀阀65将管路隔断，第四电子膨胀阀66将管路隔断。
从压缩机11的排气口流出高温高压的气态冷媒，并经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热，随后冷媒经过第一电子膨胀阀31和第二电子膨胀阀32节流降压后流向第一换热板21和第二换热板22，冷媒在第一换热板21和第二换热板22处吸热汽化，并经过第一节流元件41和第二节流元件42的节流降压后，最终变为低温低压的气态冷媒从压缩机11的进气口流入，从而实现第一换热板21和第二换热板22对电池模组制冷。
实施例六为乘员舱制冷和电池模组冷却的工况，实施例六实际为实施例四和实施例五同时运行。
如图8所示，在乘员舱制冷和电池模组冷却的工况下，冷媒在压缩机11、车外冷凝器130和蒸发器120形成的第三冷媒回路中流动，同时冷媒还在压缩机11、车外冷凝器130和换热组件2形成的第四冷媒回路中流动。此时第一通断阀61将第二排气流道10b隔断、第二通断阀62将第一排气流道10a导通、第三通断阀63将第三排气流道10c导通，第四通断阀64将旁通流路10d隔断。第一电子膨胀阀31和第二电子膨胀阀32将管路导通，起节流作用，第三电子膨胀阀65将管路导通，起节流作用，第四电子膨胀阀66将管路隔断。
从压缩机11的排气口流出高温高压的气态冷媒，并经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热，随后冷媒经过第三电子膨胀阀65节流降压后部分流向蒸发器120，部分流向换热组件2。流向蒸发器120的冷媒在蒸发器120处吸热汽化，最终变为低温低压的气态冷媒。流向换热组件2的冷媒首先经过第一电子膨胀阀31和第二电子膨胀阀32节流降压，随后在第一换热板21和第二换热板22处吸热汽化，并经过第一节流元件41和第二节流元件42的节流降压后，最终变为低温低压的气态冷媒。从蒸发器120流出的冷媒与从第一节流元件41和第二节流元件42流出的冷媒混合后，共同从压缩机11的进气口流入。从而实现蒸发器120向乘员舱内制冷和第一换热板21和第二换热板22对电池模组制冷。
实施例七为乘员舱制冷和电池模组加热的工况，实施例七实际为实施例四和实施例二同时运行。
如图9所示，在乘员舱制冷和电池模组加热的工况下，冷媒在压缩机11、车外冷凝器130和蒸发器120形成的第三冷媒回路中流动，同时冷媒还在压缩机11、换热组件2和第三换热器81形成的第二冷媒回路中流动。此时第一通断阀61将第二排气流道10b导通、第二通断阀62将第一排气流道10a隔断、第三通断阀63将第三排气流道10c导通，第四通断阀64将旁通流路10d导通。第一电子膨胀阀31和第二电子膨胀阀32将管路导通，起到节流作用，第三电子膨胀阀65将管路导通，起节流作用，第四电子膨胀阀66隔断。
从压缩机11的排气口流出高温高压的气态冷媒，部分并经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热，随后冷媒向蒸发器120流动。另外部分冷媒经由第二排气流道10b流向换热组件2，先经过第一节流元件41和第二节流元件42降压后，冷媒在第一换热板21和第二换热板22处液化放热，随后冷媒经过第三电子膨胀阀65和第四膨胀阀节流降压后流向第三换热器81，冷媒在第三换热器81处吸热汽化。从车外冷凝器130流出的冷媒与从第三换热器81流出的冷媒混合变为气液混合态，其中低温低压的气态冷媒沿旁通流路10d从压缩机11的进气口流入，液态冷媒经过第三电子膨胀阀65节流降压后流向蒸发器120，冷媒在蒸发器120处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入。从而实现蒸发器120向乘员舱内制冷，和第一换热板21和第二换热板22对电池模组制热。
实施例八为乘员舱制冷和电池模组加热的工况，实施例八中在乘员舱制冷需求和在电池模组加热需求比例与实施例七中不同，因此冷媒可不经过旁通流路10d。实施例八与实施例七的区别就在于第四通断阀64将旁通流路10d隔断。
如图10所示，在乘员舱制冷和电池模组加热的工况下，冷媒在压缩机11、车外冷凝器130和蒸发器120形成的第三冷媒回路中流动，同时冷媒还在压缩机11、换热组件2、第三换热器81和蒸发器120形成的第五冷媒回路中流动。此时第一通断阀61将第二排气流道10b导通、第二通断阀62将第一排气流道10a隔断、第三通断阀63将第三排气流道10c导通，第四通断阀64将旁通流路10d隔断。第一电子膨胀阀31和第二电子膨胀阀32将管路导通，起到节流作用，第三电子膨胀阀65将管路导通，起节流作用，第四电子膨胀阀66隔断。
从压缩机11的排气口流出高温高压的气态冷媒，部分并经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热，随后冷媒向蒸发器120流动。另外部分冷媒经由第二排气流道10b流向换热组件2，先经过第一节流元件41和第二节流元件42降压后，冷媒在第一换热板21和第二换热板22处液化放热，随后冷媒经过第三电子膨胀阀65和第四膨胀阀节流降压后流向第三换热器81，冷媒在第三换热器81处吸热汽化，冷媒也向蒸发器120流动。从车外冷凝器130流出的冷媒与从第三换热器81流出的冷媒混合变为气液混合态，气液混合的冷媒在蒸发器120处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入。从而实现蒸发器120向乘员舱内制冷，和第一换热板21和第二换热板22对电池模组制热。
实施例九为乘员舱取暖和电池模组冷却的工况，实施例九实际为实施例一和实施例五同时运行。
如图11所示，在乘员舱取暖和电池模组冷却的工况下，冷媒在压缩机11、车内冷凝器15和第三换热器81形成的第一冷媒回路中流动，同时冷媒在压缩机11、车外冷凝器130和换热组件2形成的第四冷媒回路中流动。此时第一通断阀61将第二排气流道10b隔断、第二通断阀62将第一排气流道10a导通、第三通断阀63将第三排气流道10c导通，第四通断阀64将旁通流路10d导通。第一电子膨胀阀31和第二电子膨胀阀32将管路导通，起节流作用，第三电子膨胀阀65将管路隔断，第四电子膨胀阀66将管路导通，起节流作用。
从压缩机11的排气口流出高温高压的气态冷媒，部分经由第二排气流道10b流向车内冷凝器15，冷媒在车内冷凝器15处液化放热，随后冷媒经过第四电子膨胀阀66节流降压后流向第三换热器81，冷媒在第三换热器81处吸热汽化后流出。另外部分经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热后流出。从第三换热器81流出的冷媒和从车外冷凝器130流出的冷媒混合变为气液混合态。其中气态冷媒沿旁通流路10d从压缩机11的进气口流入，液态冷媒经过第一电子膨胀阀31和第二电子膨胀阀32节流降压后流向第一换热板21和第二换热板22，冷媒在第一换热板21和第二换热板22处吸热汽化，并经过第一节流元件41和第二节流元件42的节流降压后，最终变为低温低压的气态冷媒从压缩机11的进气口流入。从而实现车内冷凝器15向乘员舱内制热和第一换热板21和第二换热板22对电池模组制冷。
实施例十为乘员舱取暖和电池模组冷却的工况。实施例十中在乘员舱制冷需求和在电池模组加热需求比例与实施例九中不同，因此冷媒可不经过旁通流路10d。实施例十与实施例九的区别就在于第四通断阀64将旁通流路10d隔断。
如图12所示，在乘员舱取暖和电池模组冷却的工况下，冷媒在压缩机11、车内冷凝器15、第三换热器81和换热组件2形成的第六冷媒回路中流动，同时冷媒在压缩机11、车外冷凝器130和换热组件2形成的第四冷媒回路中流动。此时第一通断阀61将第二排气流道10b隔断、第二通断阀62将第一排气流道10a导通、第三通断 阀63将第三排气流道10c导通，第四通断阀64将旁通流路10d隔断。第一电子膨胀阀31和第二电子膨胀阀32将管路导通，起节流作用，第三电子膨胀阀65将管路隔断，第四电子膨胀阀66将管路导通，起节流作用。
从压缩机11的排气口流出高温高压的气态冷媒，部分经由第二排气流道10b流向车内冷凝器15，冷媒在车内冷凝器15处液化放热，随后冷媒经过第四电子膨胀阀66节流降压后流向第三换热器81，冷媒在第三换热器81处吸热汽化后流出。另外部分经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热后流出。从第三换热器81流出的冷媒和从车外冷凝器130流出的冷媒混合变为气液混合态。气液混合冷媒经过第一电子膨胀阀31和第二电子膨胀阀32节流降压后流向第一换热板21和第二换热板22，冷媒在第一换热板21和第二换热板22处吸热汽化，并经过第一节流元件41和第二节流元件42的节流降压后，最终变为低温低压的气态冷媒从压缩机11的进气口流入。从而实现车内冷凝器15向乘员舱内制热和第一换热板21和第二换热板22对电池模组制冷。
实施例十一为乘员舱采暖和除湿的工况。
如图13所示，在乘员舱采暖和除湿的工况下，冷媒在压缩机11、车内冷凝器15和第三换热器81形成的第一冷媒回路中流动，同时冷媒在压缩机11、车外冷凝器130和蒸发器120形成的第三冷媒回路中流动。此时第一通断阀61将第二排气流道10b隔断、第二通断阀62将第一排气流道10a隔断、第三通断阀63将第三排气流道10c导通，第四通断阀64将旁通流路10d导通。第一电子膨胀阀31和第二电子膨胀阀32将管路隔断，第三电子膨胀阀65将管路导通，起节流作用，第四电子膨胀阀66将管路导通，起节流作用。
从压缩机11的排气口流出高温高压的气态冷媒，部分经由第二排气流道10b流向车内冷凝器15，冷媒在车内冷凝器15处液化放热，随后冷媒经过第四电子膨胀阀66节流降压后流向第三换热器81，冷媒在第三换热器81处吸热汽化，并从第三换热器81流出。另外部分经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热，并从车外冷凝器130流出。从第三换热器81流出的冷媒与从冷凝器130流出的冷媒混合变为气液混合态，其中气态冷媒沿旁通流路10d从压缩机11的进气口流入，液态冷媒经过第三电子膨胀阀65节流降压后流向蒸发器120，冷媒在蒸发器120处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入。从而实现车内冷凝器15向乘员舱内制热，并且蒸发器120向乘员舱内制冷，乘员舱内空气的水气遇冷液化，实现对乘员舱除湿。
实施例十二为乘员舱采暖和除湿的工况。实施例十二中在乘员舱采暖需求和在乘员舱除湿需求比例与实施例十一中不同，因此冷媒可不经过旁通流路10d。实施例十二与实施例十一的区别就在于第四通断阀64将旁通流路10d隔断。
如图14所示，在乘员舱采暖和除湿的工况下，冷媒在压缩机11、车内冷凝器15、第三换热器81和蒸发器120形成的第七冷媒回路中流动，同时冷媒在压缩机11、车外冷凝器130和蒸发器120形成的第三冷媒回路中流动。此时第一通断阀61将第二排气流道10b隔断、第二通断阀62将第一排气流道10a隔断、第三通断阀63将第三排气流道10c隔断，第四通断阀64将旁通流路10d导通。第一电子膨胀阀31和第二电子膨胀阀32将管路隔断，第三电子膨胀阀65将管路导通，起节流作用，第四电子膨胀阀66将管路导通，起节流作用。
从压缩机11的排气口流出高温高压的气态冷媒，部分经由第二排气流道10b流向车内冷凝器15，冷媒在车内冷凝器15处液化放热，随后冷媒经过第四电子膨胀阀66节流降压后流向第三换热器81，冷媒在第三换热器81处吸热汽化，并从第三换热器81流出。另外部分经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热，并从车外冷凝器130流出。从第三换热器81流出的冷媒与从车外换热器流出的冷媒混合变为气液混合态，气液混合冷媒经过第三电子膨胀阀65节流降压后流向蒸发器120，冷媒在蒸发器120处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入。从而实现车内冷凝器15向乘员舱内制热，并且蒸发器120向乘员舱内制冷，乘员舱内空气的水气遇冷液化，实现对乘员舱除湿。
实施例十三为乘员舱采暖和除湿，还有电池模组冷却的工况，实施例十三实际为实施例十一和实施例五同时运行。
如图15所示，在乘员舱采暖和除湿，还有电池模组冷却的工况下，冷媒在压缩机11、车内冷凝器15和第三换热器81形成的第一冷媒回路中流动，同时冷媒在压缩机11、车外冷凝器130和蒸发器120形成的第三冷媒回路中流动，冷媒还在压缩机11、车外冷凝器130和换热组件2形成的第四冷媒回路中流动。此时第一通断阀61将第二排气流道10b隔断、第二通断阀62将第一排气流道10a导通、第三通断阀63将第三排气流道10c导通，第四通断阀64将旁通流路10d导通。第一电子膨胀阀31和第二电子膨胀阀32将管路导通，起节流作用，第三电子膨胀阀65将管路导通，起节流作用，第四电子膨胀阀66将管路导通，起节流作用。
从压缩机11的排气口流出高温高压的气态冷媒，部分经由第二排气流道10b流向车内冷凝器15，冷媒在车内冷凝器15处液化放热，随后冷媒经过第四电子膨胀阀66节流降压后流向第三换热器81，冷媒在第三换热器81处吸热汽化，并从第三换热器81流出。另外部分经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热，并从车外冷凝器130流出。从第三换热器81流出的冷媒与从车外换热器流出的冷媒混合变为气液混合态，其中气态冷媒沿旁通流路10d从压缩机11的进气口流入，液态冷媒部分经过第三电子膨胀阀65节流降压后流向蒸发器120，冷媒在蒸发器120处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入。另外部分冷媒经过第一电子膨胀阀31和第二电子膨胀阀32节流降压后流向第一换热板21和第二换热板22，冷媒在第一换热板21和第二换热板22处吸热汽化，并经过第一节流元件41和第二节流元件42的节流降压后，最终变为低温低压的气态冷媒从压缩机11的进气口流入。从而实现车内冷凝器15向乘员舱内制热，并且蒸发器120向乘员舱内制冷，乘员舱内空气的水气遇冷液化，实现对乘员舱除湿，以及实现第一换热板21和第二换热板22对电池模组制冷。
实施例十四为乘员舱采暖和除湿，还有电池模组冷却的工况，实施例十四实际为实施例十二和实施例五同时运行。。
如图16所示，在乘员舱采暖和除湿，还有电池模组冷却的工况下，冷媒在压缩机11、车内冷凝器15、第三 换热器81和蒸发器120形成的第七冷媒回路中流动，同时冷媒在压缩机11、车外冷凝器130和蒸发器120形成的第三冷媒回路中流动，冷媒还在压缩机11、车外冷凝器130和换热组件2形成的第四冷媒回路中流动。此时第一通断阀61将第二排气流道10b隔断、第二通断阀62将第一排气流道10a导通、第三通断阀63将第三排气流道10c导通，第四通断阀64将旁通流路10d隔断。第一电子膨胀阀31和第二电子膨胀阀32将管路导通，起节流作用，第三电子膨胀阀65将管路导通，起节流作用，第四电子膨胀阀66将管路导通，起节流作用。
从压缩机11的排气口流出高温高压的气态冷媒，部分经由第二排气流道10b流向车内冷凝器15，冷媒在车内冷凝器15处液化放热，随后冷媒经过第四电子膨胀阀66节流降压后流向第三换热器81，冷媒在第三换热器81处吸热汽化，并从第三换热器81流出。另外部分经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热，并从车外冷凝器130流出。从第三换热器81流出的冷媒与从车外换热器流出的冷媒混合变为气液混合态，气液混合冷媒部分经过第三电子膨胀阀65节流降压后流向蒸发器120，冷媒在蒸发器120处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入。另外部分气液混合冷媒经过第一电子膨胀阀31和第二电子膨胀阀32节流降压后流向第一换热板21和第二换热板22，冷媒在第一换热板21和第二换热板22处吸热汽化，并经过第一节流元件41和第二节流元件42的节流降压后，最终变为低温低压的气态冷媒从压缩机11的进气口流入。从而实现车内冷凝器15向乘员舱内制热，并且蒸发器120向乘员舱内制冷，乘员舱内空气的水气遇冷液化，实现对乘员舱除湿，以及实现第一换热板21和第二换热板22对电池模组制冷。
实施例十五为乘员舱采暖和除湿，还有电池模组加热的工况，实施例十五实际为实施例十一和实施例二同时运行。
如图17所示，在乘员舱采暖和除湿，还有电池模组加热的工况下，冷媒在压缩机11、车内冷凝器15和第三换热器81形成的第一冷媒回路中流动，同时冷媒在压缩机11、车外冷凝器130和蒸发器120形成的第三冷媒回路中流动，冷媒还在压缩机11、车外冷凝器130和换热组件2形成的第二冷媒回路中流动。此时第一通断阀61将第二排气流道10b导通，第二通断阀62将第一排气流道10a隔断，第三通断阀63将第三排气流道10c导通，第四通断阀64将旁通流路10d导通。第一电子膨胀阀31和第二电子膨胀阀32将管路导通，起节流作用，第三电子膨胀阀65将管路导通，起节流作用，第四电子膨胀阀66将管路导通，起节流作用。
从压缩机11的排气口流出高温高压的气态冷媒，部分经由第二排气流道10b流向车内冷凝器15，冷媒在车内冷凝器15处液化放热，随后冷媒经过第四电子膨胀阀66节流降压后流向第三换热器81，冷媒在第三换热器81处吸热汽化，并从第三换热器81流出。部分经由第二排气流道10b流向换热组件2，冷媒先经过第一节流元件41和第二节流元件42降压后，冷媒在第一换热板21和第二换热板22处液化放热，随后冷媒经过第三电子膨胀阀65和第四膨胀阀节流降压后，与从第四膨胀阀处流出的冷媒混合后流向第三换热器81，冷媒在第三换热器81处吸热汽化，并从第三换热器81流出。剩下部分经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热，并从车外冷凝器130流出。
从第三换热器81流出的冷媒与从车外换热器流出的冷媒混合变为气液混合态，其中气态冷媒沿旁通流路10d从压缩机11的进气口流入，液态冷媒经过第三电子膨胀阀65节流降压后流向蒸发器120，冷媒在蒸发器120处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入。从而实现车内冷凝器15向乘员舱内制热，并且蒸发器120向乘员舱内制冷，乘员舱内空气的水气遇冷液化，实现对乘员舱除湿，以及实现第一换热板21和第二换热板22对电池模组制热。
实施例十六为乘员舱采暖和除湿，还有电池模组加热的工况，实施例十五实际为实施例十二和实施例二同时运行。
如图18所示，在乘员舱采暖和除湿，还有电池模组加热的工况下，冷媒在压缩机11、车内冷凝器15、第三换热器81和蒸发器120形成的第七冷媒回路中流动，同时冷媒在压缩机11、车外冷凝器130和蒸发器120形成的第三冷媒回路中流动，冷媒还在压缩机11、车外冷凝器130和换热组件2形成的第二冷媒回路中流动。此时第一通断阀61将第二排气流道10b导通，第二通断阀62将第一排气流道10a隔断，第三通断阀63将第三排气流道10c导通，第四通断阀64将旁通流路10d隔断。第一电子膨胀阀31和第二电子膨胀阀32将管路导通，起节流作用，第三电子膨胀阀65将管路导通，起节流作用，第四电子膨胀阀66将管路导通，起节流作用。
从压缩机11的排气口流出高温高压的气态冷媒，部分经由第二排气流道10b流向车内冷凝器15，冷媒在车内冷凝器15处液化放热，随后冷媒经过第四电子膨胀阀66节流降压后流向第三换热器81，冷媒在第三换热器81处吸热汽化，并从第三换热器81流出。部分经由第二排气流道10b流向换热组件2，冷媒先经过第一节流元件41和第二节流元件42降压后，冷媒在第一换热板21和第二换热板22处液化放热，随后冷媒经过第三电子膨胀阀65和第四膨胀阀节流降压后，与从第四膨胀阀处流出的冷媒混合后流向第三换热器81，冷媒在第三换热器81处吸热汽化，并从第三换热器81流出。剩下部分经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热，并从车外冷凝器130流出。
从第三换热器81流出的冷媒与从车外换热器流出的冷媒混合变为气液混合态，气液混合态冷媒经过第三电子膨胀阀65节流降压后流向蒸发器120，冷媒在蒸发器120处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入。从而实现车内冷凝器15向乘员舱内制热，并且蒸发器120向乘员舱内制冷，乘员舱内空气的水气遇冷液化，实现对乘员舱除湿，以及实现第一换热板21和第二换热板22对电池模组制热。
上述的几个实施例仅是为了便于描述本申请和简化描述，而不是指示或暗示热管理系统100在某种工况下仅能按实施例所示情况运行，因此不能理解为对本申请的限制。
在本申请的一些实施例中，如图2所示，高压热管理子系统1001还包括：切换阀组84，切换阀组84分别与循环回路102的两端、第一散热器82和第二散热器83相连，切换阀组84动作以使得高压热管理子系统1001在第一工况、第二工况之间进行切换。
切换阀组84可控制冷却液的流动方向，可将车辆的电机电控产生的热量加热冷媒，或者可将车辆的电机电控产生的热量通过第二散热器83逸散到车外。
在本申请的一实施例中，如图2所示，切换阀组84为四通水阀，四通水阀包括相互连通的第一阀门841、第二阀门842、第三阀门843和第四阀门844，第一阀门841与第三换热器81相接，第二阀门842与第一散热器82连接，第三阀门843与第二散热器83连接，第四阀门844连接在第一散热器82和第二散热器83之间。
在本申请的一些实施例中，高压热管理系统100还包括水泵85，水泵85设置在第一散热器82和第三换热器81之间，水泵85构造为将冷却液从第一散热器82泵向第三换热器81。
如图19所示，高压热管理子系统1001具有第一工况，在第一工况下，第一散热器82和第二流道81b形成第一回路。此时四通水阀的第一阀门841和第四阀门844打开，第二阀门842和第三阀门843关闭。
从第一散热器82流出的冷却液在水泵85的作用下流向第三换热器81，冷却液在第三换热器81的第二流道81b中与第一流道81a中的冷媒换热后，流回第一散热器82与车辆的电机电控进行热交换。
冷媒循环回路101有吸热需求，同时高压热管理子系统1001无散热需求时，高压热管理子系统1001可按第一工况运行。从第一散热器82流出的高温冷却液流入第二流道81b，与流经第一流道81a的低温冷媒进行热交换，将车辆的电机电控产生的热量传递到冷媒循环回路101，车辆的电机电控产生的热量进行了有效利用，提升了热管理系统100的加热能力的同时还可降低热管理系统100的能耗。
如图21所示，高压热管理子系统1001还具有第二工况，在第二工况，第一散热器82、第二散热器83和第二流道81b形成第二回路。此时四通水阀的第一阀门841和第三阀门843打开，第二阀门842和第四阀门844关闭。
从第一散热器82流出的冷却液在水泵85的作用下流向第三换热器81，冷却液在第三换热器81的第二流道81b中与第一流道81a中的冷媒换热后，流向第二散热器83，冷却液在第二散热器83进行热交换后，流回第一散热器82与车辆的电机电控进行热交换。
冷媒循环回路101有吸热需求，同时高压热管理子系统1001有散热需求，且高压热管理子系统1001的散热需求高于冷媒循环回路101的吸热需求时，高压热管理子系统1001可按第二工况运行。从第一散热器82流出的高温冷却液流入第二流道81b，与流经第一流道81a的低温冷媒进行热交换，将车辆的电机电控产生的热量传递到冷媒循环回路101，而冷却液的温度在经过一次热交换后还是较高，因此冷却液即系流向第二散热器83，与车外环境进行第二次热交换，进行散热。车辆的电机电控产生的热量进行了有效利用，提升了热管理系统100的加热能力的同时还可降低热管理系统100的能耗。
除此之外，冷媒循环回路101有吸热需求，同时高压热管理子系统1001产生的热量不足，且冷却液的温度低于车外环境的温度时，高压热管理子系统1001也可按第二工况运行。冷却液在第二散热器83与车外环境进行热交换，提升冷却液的温度，冷却液再经过循环回路102流向第一散热器82和第三换热器81，与流经第一流道81a的低温冷媒进行热交换，将车外环境的热量传递到冷媒循环回路101以及高压热管理子系统1001。可对热量进行有效利用，提升了热管理系统100的加热能力的同时还可降低热管理系统100的能耗。
如图22所示，高压热管理子系统1001还具有第三工况，在第三工况，第一散热器82和第二散热器83形成第三回路。此时四通水阀的第二阀门842和第三阀门843打开，第一阀门841和第四阀门844关闭。
从第一散热器82流出的冷却液在水泵85的作用下流向第二散热器83，冷却液在第二散热器83中与车外环境换热后，流回第一散热器82与车辆的电机电控进行热交换。
在冷媒循环回路101不需要从冷却液吸热时，那么不管高压热管理子系统1001是否有散热需求，高压热管理子系统1001则按第三工况运行。从第一散热器82流出的高温冷却液直接流向第二散热器83，与车外环境进行热交换，车辆的电机电控产生的热量散热到车外环境，高压热管理子系统1001快速散热。
如图20所示，高压热管理子系统1001还包括混合工况，在混合工况，第一回路和第二回路同时循环。此时四通水阀的第一阀门841、第三阀门843和第四阀门844打开，第二阀门842关闭。
从第一散热器82流出的冷却液在水泵85的作用下流向第三换热器81，冷却液在第三换热器81的第二流道81b中与第一流道81a中的冷媒换热后，部分直接流回第一散热器82与车辆的电机电控进行热交换，另外部分流向第二散热器83，冷却液在第二散热器83进行热交换后，流回第一散热器82与车辆的电机电控进行热交换。
冷媒循环回路101有吸热需求，同时高压热管理子系统1001有散热需求，且冷媒循环回路101的吸热需求高于高压热管理子系统1001的散热需求时，高压热管理子系统1001可按混合工况运行。
从第一散热器82流出的高温冷却液流入第二流道81b，与流经第一流道81a的低温冷媒进行热交换，将车辆的电机电控产生的热量传递到冷媒循环回路101，经过热交换的冷却液部分流回第一散热器82，另外与部分冷却液即流向第二散热器83，与车外环境进行第二次热交换，进行散热。车辆的电机电控产生的热量进行了有效利用，提升了热管理系统100的加热能力的同时还可降低热管理系统100的能耗。
高压热管理子系统1001具有第一工况、第二工况、第三工况和混合工况，其中第三工况循环回流中的冷却剂不会与冷媒循环回路101中的冷媒进行热交换，而第一工况、第二工况和混合工况循环回流中的冷却剂均对冷媒循环回路101中的冷媒加热。因此热管理系统100在不同工况下工作还可配合高压热管理子系统1001的不同工况进行工作。
比如，在仅有乘员舱采暖的工况时，可与高压热管理子系统1001的第一工况、第二工况和混合工况相互配合。
实施例十七为仅有乘员舱采暖的工况，如图23所示，此时冷媒按实施例一的工况运行，冷却液按第一工况运行。
下面简单描述实施例十七中冷媒的循环路径。从压缩机11的排气口流出高温高压的气态冷媒，并经由第二排气流道10b流向车内冷凝器15，冷媒在车内冷凝器15处液化放热，随后冷媒经过第四电子膨胀阀66节流降压后流向第三换热器81，冷媒在第三换热器81中的第一流道81a内与第二流道81b内的冷却液进行热交换，冷媒吸热汽化，最终变为低温低压的气态冷媒沿旁通流路10d从压缩机11的进气口流入，从而实现车内冷凝器15向乘员舱内制热。
实施例十八为仅有乘员舱采暖的工况，如图24所示，此时冷媒按实施例一的工况运行，冷却液按混合工况运 行。
实施例十九为仅有乘员舱采暖的工况，此如图25所示，此时冷媒按实施例一的工况运行，冷却液按第二工况运行。
同理地，热管理系统100在不同工况下工作时，可与高压热管理子系统1001的第一工况、第二工况和混合工况相互配合。
实施例二十为仅有电池模组加热的工况，如图26所示，此时冷媒按实施例二的工况运行，冷却液按第一工况运行。
实施例二十一为仅有电池模组加热的工况，如图27所示，此时冷媒按实施例二的工况运行，冷却液按混合工况运行。
实施例二十二为仅有电池模组加热的工况，如图28所示，此时冷媒按实施例二的工况运行，冷却液按第二工况运行。
实施例二十三为乘员舱取暖和电池模组加热的工况，如图29所示，此时冷媒按实施例三的工况运行，冷却液按第一工况运行。
实施例二十四为乘员舱取暖和电池模组加热的工况，如图30所示，此时冷媒按实施例三的工况运行，冷却液按混合工况运行。
实施例二十五为乘员舱取暖和电池模组加热的工况，如图31所示，此时冷媒按实施例三的工况运行，冷却液按第二工况运行。
实施例二十六为仅有乘员舱制冷的工况，如图32所示，此时冷媒按实施例四的工况运行，冷却液按第一工况运行。
实施例二十七为仅有乘员舱制冷的工况，如图33所示，此时冷媒按实施例四的工况运行，冷却液按混合工况运行。
实施例二十八为仅有乘员舱制冷的工况，如图34所示，此时冷媒按实施例四的工况运行，冷却液按第二工况运行。
实施例二十九为仅有电池模组冷却的工况，如图35所示，此时冷媒按实施例五的工况运行，冷却液按第三工况运行。由于冷媒不经过第三换热器81，因此冷却液也不会与冷媒换热，冷媒按第三工况运行。
下面简单描述实施例二十九中冷媒的循环路径。从压缩机11的排气口流出高温高压的气态冷媒，并经由第三排气流道10c流向车外冷凝器130，冷媒在车外冷凝器130处液化放热，随后冷媒经过第一电子膨胀阀31和第二电子膨胀阀32节流降压后流向第一换热板21和第二换热板22，冷媒在第一换热板21和第二换热板22处吸热汽化，并经过第一节流元件41和第二节流元件42的节流降压后，最终变为低温低压的气态冷媒从压缩机11的进气口流入，从而实现第一换热板21和第二换热板22对电池模组制冷。
实施例三十为乘员舱制冷和电池模组冷却的工况，如图36所示，此时冷媒按实施例六的工况运行，冷却液按第三工况运行。
实施例三十一为乘员舱制冷和电池模组加热的工况，如图37所示，此时冷媒按实施例七的工况运行，冷却液按第一工况运行。
实施例三十二为乘员舱制冷和电池模组加热的工况，如图38所示，此时冷媒按实施例七的工况运行，冷却液按混合工况运行。
实施例三十三为乘员舱制冷和电池模组加热的工况，如图39所示，此时冷媒按实施例七的工况运行，冷却液按第二工况运行。
实施例三十四为乘员舱制冷和电池模组加热的工况，如图40所示，此时冷媒按实施例八的工况运行，冷却液按第一工况运行。
实施例三十五为乘员舱制冷和电池模组加热的工况，如图41所示，此时冷媒按实施例八的工况运行，冷却液按混合工况运行。
实施例三十六为乘员舱制冷和电池模组加热的工况，如图42所示，此时冷媒按实施例八的工况运行，冷却液按第二工况运行。
实施例三十七为乘员舱取暖和电池模组冷却的工况，如图43所示，此时冷媒按实施例九的工况运行，冷却液按第一工况运行。
实施例三十八为乘员舱取暖和电池模组冷却的工况，如图44所示，此时冷媒按实施例九的工况运行，冷却液按混合工况运行。
实施例三十九为乘员舱取暖和电池模组冷却的工况，如图45所示，此时冷媒按实施例九的工况运行，冷却液按第二工况运行。
实施例四十为乘员舱取暖和电池模组冷却的工况，如图46所示，此时冷媒按实施例十的工况运行，冷却液按第一工况运行。
实施例四十一为乘员舱取暖和电池模组冷却的工况，如图47所示，此时冷媒按实施例十的工况运行，冷却液按混合工况运行。
实施例四十二为乘员舱取暖和电池模组冷却的工况，如图48所示，此时冷媒按实施例十的工况运行，冷却液按第二工况运行。
实施例四十三为乘员舱采暖和除湿的工况，如图49所示，此时冷媒按实施例十一的工况运行，冷却液按第一工况运行。
实施例四十四为乘员舱采暖和除湿的工况，如图50所示，此时冷媒按实施例十一的工况运行，冷却液按混合工况运行。
实施例四十五为乘员舱采暖和除湿的工况，如图51所示，此时冷媒按实施例十一的工况运行，冷却液按第二 工况运行。
实施例四十六为乘员舱采暖和除湿的工况，如图52所示，此时冷媒按实施例十二的工况运行，冷却液按第一工况运行。
实施例四十七为乘员舱采暖和除湿的工况，如图53所示，此时冷媒按实施例十二的工况运行，冷却液按混合工况运行。
实施例四十八为乘员舱采暖和除湿的工况，如图54所示，此时冷媒按实施例十二的工况运行，冷却液按第二工况运行。
实施例四十九为乘员舱采暖和除湿，还有电池模组冷却的工况，如图55所示，此时冷媒按实施例十三的工况运行，冷却液按第一工况运行。
实施例五十为乘员舱采暖和除湿，还有电池模组冷却的工况，如图56所示，此时冷媒按实施例十三的工况运行，冷却液按混合工况运行。
实施例五十一为乘员舱采暖和除湿，还有电池模组冷却的工况，如图57所示，此时冷媒按实施例十三的工况运行，冷却液按第二工况运行。
实施例五十二为乘员舱采暖和除湿，还有电池模组冷却的工况，如图58所示，此时冷媒按实施例十四的工况运行，冷却液按第一工况运行。
实施例五十三为乘员舱采暖和除湿，还有电池模组冷却的工况，如图59所示，此时冷媒按实施例十四的工况运行，冷却液按混合工况运行。
实施例五十四为乘员舱采暖和除湿，还有电池模组冷却的工况，如图60所示，此时冷媒按实施例十四的工况运行，冷却液按第二工况运行。
实施例五十五为乘员舱采暖和除湿，还有电池模组加热的工况，如图61所示，此时冷媒按实施例十五的工况运行，冷却液按第一工况运行。
实施例五十六为乘员舱采暖和除湿，还有电池模组加热的工况，如图62所示，此时冷媒按实施例十五的工况运行，冷却液按混合工况运行。
实施例五十七为乘员舱采暖和除湿，还有电池模组加热的工况，如图63所示，此时冷媒按实施例十五的工况运行，冷却液按第二工况运行。
实施例五十八为乘员舱采暖和除湿，还有电池模组加热的工况，如图64所示，此时冷媒按实施例十六的工况运行，冷却液按第一工况运行。
实施例五十九为乘员舱采暖和除湿，还有电池模组加热的工况，如图65所示，此时冷媒按实施例十六的工况运行，冷却液按混合工况运行。
实施例六十为乘员舱采暖和除湿，还有电池模组加热的工况，如图66所示，此时冷媒按实施例十六的工况运行，冷却液按第二工况运行。
根据本申请实施例的热管理系统100，包括：压缩机11、第二换热器13和换热组件2，第二换热器13的第一端口与压缩机11的排气口连接，第二换热器13的第二端与换热组件2连接；换热组件2与压缩机11的进气口连通。换热组件2包括并联设置的第一换热板21和第二换热板22，第一换热板21和第二换热板22分别用于调节车辆的电池模组的温度。
在热管理系统100工作时，冷媒从压缩机11的进气口流入，低温低压的气态冷媒被压缩机11压缩后变成高温高压的气态冷媒，并从压缩机11的排气口流出。第二换热器13的第一端口与压缩机11的排气口连接，第二换热器13的第二端口与换热组件2连接。因此冷媒从压缩机11流出后流经第二换热器13后，再流经换热组件2，最后回到压缩机11，形成冷媒回路，完成一次循环。
在由压缩机11、换热组件2和第二换热器13共同形成的冷媒回路中，从压缩机11的排气口流出的高温高压的气态冷媒在第二换热器13处进行热交换，冷媒放热液化，随后冷媒经过节流降压后经过换热组件2，在换热组件2处吸热汽化，最终变为低温低压的气态冷媒从压缩机11的进气口流入。冷媒在换热组件2处吸热，与电池模组进行热交换，从而实现对电池模组的制冷，以便于使得电池模组具有合适的工作温度，从而保证电池模组工作稳定、可靠。比如，在夏天环境温度过高，或者电池模组工作温度较高时，可对电池模组进行降温，提升电池模组工作安全性，延长电池模组的工作稳定性。
根据本申请实施例的热管理系统100，通过设置第一换热和第二换热板22对电池模组进行热交换，可对电池模组的不同端面直接接触热交换，不但可降低布置难度，并且可提升换热效率，使电池模组快速达到合适的工作温度，提升电池模组的工作稳定性，提升热管理系统100的工作效率。
根据本申请实施例的车辆，包括：电池模组和热管理系统100，热管理系统100为上述任一项的热管理系统100，第一换热板21和第二换热板22用于调节电池模组的温度。
根据本申请实施例的车辆，通过设置上述热管理系统100，可以减少维修、更换电池模组的次数，提升车辆的充电效率和使用便利性，同时便于实现车辆的合理化布局。
在一些实施例中，第一换热板21和第二换热板22设于电池模组上且与电池模组热交换。
在本申请的一些实施例中，第一换热板21和第二换热板22设于电池模组的相对侧壁，以便于减小电池模组的温度差异，提升电池模组的循环使用寿命。
例如，电池模组可以包括至少一排电池组，电池组包括至少一个电池单体；当电池组包括多个电池单体时，多个电池单体可以沿第一换热板213的长度方向依次布置。可选地，电池单体具有多个侧壁，多个侧壁包括相对的换热侧壁，换热侧壁的面积大于其余侧壁的面积，第一换热板21和第二换热板22分别与换热侧壁导热配合；但不限于此。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例 或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (20)

  1. 一种热管理系统，其中，包括：压缩机、第一换热器和换热组件，所述压缩机的排气口与所述换热组件连接，所述第一换热器的第一端口与所述压缩机的进气口连接，所述第一换热器的第二端口与所述换热组件连接；
    所述换热组件包括并联设置的第一换热板和第二换热板，所述第一换热板和所述第二换热板分别用于调节电池模组的温度。
  2. 根据权利要求1所述的热管理系统，其中，还包括第二换热器，所述第二换热器的第一端口与所述压缩机的排气口连接，所述第二换热器的第二端与所述换热组件连接；所述换热组件与所述压缩机的进气口连接。
  3. 根据权利要求1或2所述的热管理系统，其中，所述压缩机的进气口与所述第一换热器的第一端口连接；
    所述压缩机的排气口选择性地与所述第一换热器的第二端口或所述换热组件连通，所述压缩机的进气口选择性地与所述换热组件或所述第一换热器的第一端口连通。
  4. 根据权利要求1-3中任一项所述的热管理系统，其中，还包括存储器，所述存储器连接在所述压缩机的排气口与所述压缩机的进气口之间。
  5. 根据权利要求4所述的热管理系统，其中，还包括第四换热器，所述第四换热器连接在所述存储器与所述压缩机的排气口之间。
  6. 根据权利要求5所述的热管理系统，其中，所述第四换热器的第一端口与所述压缩机的排气口连接，所述第四换热器的第二端口与所述换热组件连接。
  7. 根据权利要求4所述的热管理系统，其中，还包括第一节流件，所述第一节流件设置在存储器与所述压缩机的进气口之间。
  8. 根据权利要求1-7中任一项所述的热管理系统，其中，所述第一换热板及所述第二换热板适于设置在所述电池模组的相对两侧。
  9. 根据权利要求1-8中任一项所述的热管理系统，其中，所述换热组件还包括第二阀组，所述第二阀组设置在所述换热组件的第一端口，所述换热组件的第一端口与所述压缩机的排气口连接。
  10. 根据权利要求9所述的热管理系统，其中，所述第二阀组包括并联的第一节流元件及第二节流元件，所述第一节流元件及第二节流元件分别与所述第一换热板和第二换热板连接。
  11. 根据权利要求2所述的热管理系统，其中，所述换热组件还包括第一阀组，所述第一阀组设置在所述换热组件的第二端口，所述换热组件的第二端口与所述第二换热器的第二端连通。
  12. 根据权利要求11所述的热管理系统，其中，所述第一阀组包括并联的第一控制阀及第二控制阀，所述第一控制阀及所述第二控制阀分别与所述第一换热板和第二换热板连接。
  13. 根据权利要求2-12中任一项所述的热管理系统，其中，还包括车内冷凝器，所述压缩机的排气口与所述车内冷凝器的第一端连接，所述车内冷凝器的第二端与所述第一换热器的第二端口连接；
    所述压缩机的排气口选择性地与所述车内冷凝器的第一端及换热组件的至少一个连通。
  14. 根据权利要求13所述的热管理系统，其中，还包括高压热管理子系统，所述高压热管理子系统包括第三换热器及循环回路，所述第三换热器具有第一流道及第二流道，所述第一流道的第一端口与所述换热组件及所述车内冷凝器的第二端连接，所述第一流道的第二端口与所述第一换热器的第二端口连接；
    所述第二流道设置在所述循环回路上，所述循环回路用于与高压热管理子系统换热。
  15. 根据权利要求2-14中任一项所述的热管理系统，其中，还包括第一开关阀，所述第一开关阀设置在换热组件与所述第一换热器的第二端口之间。
  16. 根据权利要求2-15中任一项所述的热管理系统，其中，还包括第二开关阀，所述第二开关阀设置在换热组件与所述第二换热器的第二端口之间。
  17. 根据权利要求1-16中任一项所述的热管理系统，其中，还包括第三开关阀，所述第三开关阀设置在所述换热组件与所述压缩机的进气口之间。
  18. 一种热管理系统，其中，包括：压缩机、第二换热器和换热组件，所述第二换热器的第一端口与所述压缩机的排气口连接，所述第二换热器的第二端与所述换热组件连接；所述换热组件与所述压缩机的进气口连通；
    所述换热组件包括并联设置的第一换热板和第二换热板，所述第一换热板和所述第二换热板分别用于调节车辆的电池模组的温度。
  19. 一种车辆，其中，包括：
    电池模组；
    热管理系统，所述热管理系统为根据权利要求1-18中任一项所述的热管理系统，所述第一换热板和所述第二换热板用于调节所述电池模组的温度。
  20. 根据权利要求19所述的车辆，其中，所述第一换热板和所述第二换热板设于所述电池模组上且与所述电池模组热交换。
PCT/CN2023/104457 2022-09-29 2023-06-30 热管理系统和具有其的车辆 WO2024066593A1 (zh)

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