WO2025256399A1 - 热管理系统和车辆 - Google Patents

热管理系统和车辆

Info

Publication number
WO2025256399A1
WO2025256399A1 PCT/CN2025/097245 CN2025097245W WO2025256399A1 WO 2025256399 A1 WO2025256399 A1 WO 2025256399A1 CN 2025097245 W CN2025097245 W CN 2025097245W WO 2025256399 A1 WO2025256399 A1 WO 2025256399A1
Authority
WO
WIPO (PCT)
Prior art keywords
heat exchanger
heat
management system
thermal management
refrigerant
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
PCT/CN2025/097245
Other languages
English (en)
French (fr)
Inventor
吴春芬
张经科
刘公正
黄宪辉
刘志栋
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
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 BYD Co Ltd filed Critical BYD Co Ltd
Publication of WO2025256399A1 publication Critical patent/WO2025256399A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • B60H1/00007—Combined heating, ventilating, or cooling devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00507—Details, e.g. mounting arrangements, desaeration devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3227—Cooling devices using compression characterised by the arrangement or the type of heat exchanger, e.g. condenser, evaporator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations

Definitions

  • This disclosure relates to the field of vehicle technology, and more particularly to a thermal management system and a vehicle.
  • the flow rate of refrigerant circulating in the thermal management system is limited, which leads to a limitation on the compressor speed, affects the heat exchange performance of the thermal management system, and causes the evaporator temperature to be too low and ice to form.
  • This disclosure aims to at least address one of the technical problems existing in the related art. To this end, this disclosure proposes a thermal management system that has good heat exchange performance and a simple structure, which is conducive to achieving weight reduction and cost reduction in the thermal management system.
  • a thermal management system includes an in-vehicle heat exchanger, a first heat exchanger connected in parallel, and an evaporator.
  • a first end of the in-vehicle heat exchanger is connected to a compressor.
  • the first heat exchanger is connected between a second end of the in-vehicle heat exchanger and the compressor.
  • the evaporator is connected between the second end of the in-vehicle heat exchanger and the compressor.
  • the thermal management system by arranging the first heat exchanger and the evaporator in parallel between the in-vehicle heat exchanger and the compressor, it is beneficial to reduce the flow resistance and pressure loss in the thermal management system, increase the low-pressure of the thermal management system, thereby increasing the flow rate of the refrigerant in the thermal management system, which helps to prevent the compressor speed from being limited, ensures that the compressor performance can be fully utilized, enables the thermal management system to meet the heating demand, and helps to prevent icing due to excessively low evaporator temperature.
  • there is no need to set up heating elements for thermal compensation which simplifies the structure of the thermal management system and reduces the weight and production cost of the thermal management system.
  • the second end of the in-vehicle heat exchanger is optionally connected to the evaporator.
  • the thermal management system includes a first mode and a second mode.
  • the first mode the second end of the in-vehicle heat exchanger is connected to the evaporator and the first heat exchanger, respectively.
  • the exhaust port of the compressor is connected to the in-vehicle heat exchanger, and the in-vehicle heat exchanger is disconnected from the evaporator.
  • the in-vehicle heat exchanger is used to release heat toward the passenger compartment.
  • the thermal management system further includes an external condenser, a first end of which is connected to the exhaust port of the compressor, and a second end of which is connected to the in-vehicle heat exchanger and the evaporator.
  • the thermal management system further includes a third mode in which the in-vehicle heat exchanger and the evaporator are connected in parallel.
  • the thermal management system further includes at least one first heat exchanger for exchanging heat with the battery, the at least one first heat exchanger being connected between a second end of the external condenser and the compressor.
  • the at least one first heat exchanger includes a plurality of first heat exchangers, and the plurality of first heat exchangers are connected in parallel.
  • the first end of the at least one first heat exchanger is switched to be connected to the exhaust port of the compressor, and the second end of the at least one first heat exchanger is switched to be connected to the first heat exchanger.
  • the thermal management system further includes a fourth mode and a fifth mode, wherein in the fourth mode, a first end of the at least one first heat exchanger is connected to a second end of the external condenser, and a second end of the at least one first heat exchanger is connected to the suction port of the compressor.
  • the first end of the at least one first heat exchanger is connected to the exhaust port of the compressor, and the second end of the at least one first heat exchanger is connected to the first heat exchanger.
  • the thermal management system further includes a first branch, which is connected between the second end of the in-vehicle heat exchanger and the intake port of the compressor.
  • the first branch is connected in series with a first throttling element.
  • the thermal management system includes a first bypass mode, in which the exhaust port of the compressor is connected to the first end of the in-vehicle heat exchanger and the first branch is open.
  • the thermal management system further includes a second branch, the two ends of which are respectively connected to the exhaust port and the intake port of the compressor.
  • the second branch is connected in series with a second throttling element.
  • the thermal management system further includes a second bypass mode, in which the second branch is turned on.
  • the thermal management system further includes a sixth mode in which the first branch and the second branch are respectively turned on.
  • the thermal management system further includes a coolant subsystem for dissipating heat from the electronic control module, wherein the coolant in the coolant subsystem is capable of exchanging heat with the refrigerant of the first heat exchanger.
  • the first heat exchanger includes a first refrigerant branch and a first coolant branch that exchange heat with each other.
  • the first refrigerant branch is connected in parallel with the evaporator.
  • the coolant subsystem includes: a first heat exchange branch that exchanges heat with the electronic control module; a radiator for exchanging heat with the external environment; and a multi-way valve that is connected to both ends of the first coolant branch, the radiator, and the first heat exchange branch, respectively.
  • the multi-way valve is configured to control whether the first heat exchange branch is connected to at least one of the radiator and the first coolant branch during a switching operation, or to allow the first heat exchange branch to self-circulate through the multi-way valve.
  • the thermal management system further includes a seventh mode and an eighth mode, wherein in the seventh mode, the first heat exchange branch is connected and disconnected from the radiator; and in the eighth mode, the first heat exchange branch is connected to the radiator.
  • This disclosure also proposes a vehicle.
  • a vehicle including the aforementioned thermal management system.
  • the vehicle is equipped with the aforementioned thermal management system, by connecting the first heat exchanger and the evaporator in parallel between the in-vehicle heat exchanger and the compressor, it is beneficial to reduce the flow resistance and pressure loss in the thermal management system, increase the low-pressure of the thermal management system, thereby increasing the refrigerant flow rate in the thermal management system.
  • This helps prevent the compressor speed from being limited, ensuring that the compressor performance can be fully utilized, enabling the thermal management system to meet heating requirements. It also helps prevent icing due to excessively low evaporator temperatures.
  • there is no need to install heating elements for thermal compensation which simplifies the structure of the thermal management system and reduces its weight and production costs.
  • Figure 1 is a schematic diagram of a thermal management system according to some embodiments of the present disclosure
  • FIG. 2 is a flow diagram of the thermal management system according to some embodiments of the present disclosure when the crew compartment is in heating mode and the electronic control module is in waste heat recovery mode.
  • Figure 3 is a flow diagram of the thermal management system according to some embodiments of the present disclosure when the crew compartment is in heating mode and the ambient heat mode is in ambient heat mode.
  • FIG. 4 is a flow diagram of the thermal management system according to some embodiments of the present disclosure when the crew compartment is in heating mode and the battery waste heat mode is in the form of the thermal management system.
  • Figure 5 is a flow diagram of the thermal management system according to some embodiments of the present disclosure when the crew compartment is in heating mode and in triangular circulation mode.
  • Figure 6 is a flow diagram of the thermal management system according to some embodiments of the present disclosure when it is in battery heating mode and in the waste heat recovery mode of the electronic control module.
  • Figure 7 is a flow diagram of the thermal management system according to some embodiments of the present disclosure when it is in battery heating mode and in ambient heat mode.
  • Figure 8 is a flow diagram of the thermal management system according to some embodiments of the present disclosure when the battery and the crew compartment are simultaneously heated and the waste heat recovery mode of the electronic control module is in operation.
  • Figure 9 is a flow diagram of the thermal management system according to some embodiments of the present disclosure when the battery and the crew compartment are simultaneously heated and in ambient heat mode.
  • Figure 10 is a flow diagram of the thermal management system in the crew cabin cooling mode according to some embodiments of the present disclosure.
  • Figure 11 is a flow diagram of the thermal management system in battery cooling mode according to some embodiments of the present disclosure.
  • Figure 12 is a flow diagram of the thermal management system according to some embodiments of the present disclosure when it is in a simultaneous cooling mode for the battery and the crew compartment.
  • Figure 13 is a flow diagram of the thermal management system in the crew cabin dehumidification mode according to some embodiments of the present disclosure
  • Figure 14 is a block diagram of a vehicle according to some embodiments of the present disclosure.
  • FIG. 1 Figure label: Thermal management system 100, compressor 1, exhaust port 11, intake port 12 Car interior heat exchanger 2 First heat exchanger 3, sixth throttling element 31 Evaporator 4, Third throttling element 41 External condenser 5, solenoid valve 51 First heat exchanger 6, fourth throttling element 61, fifth throttling element 62 First branch 7, first throttling element 71 First four-way valve 72, first port 721, second port 722, third port 723, fourth port 724 Second branch 8, second throttling element 81, second four-way valve 82, first opening 821, second opening 822, third opening 823, fourth opening 824.
  • Three-way valve 83 Three-way valve 83, first port 831, second port 832, third port 833 Coolant subsystem 9, first heat exchange branch 91, electronic control module 92, radiator 93 Multi-port valve 94, first port 941, second port 942, third port 943, fourth port 944.
  • connection should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components.
  • connection should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components.
  • thermal management system 100 according to some embodiments of this disclosure is described below with reference to FIG1.
  • a thermal management system 100 includes: a compressor 1, an in-vehicle heat exchanger 2, a first heat exchanger 3, and an evaporator 4.
  • the first end of the in-vehicle heat exchanger 2 is connected to the compressor 1.
  • the first heat exchanger 3 and the evaporator 4 are connected in parallel.
  • the first heat exchanger 3 is connected between the second end of the in-vehicle heat exchanger 2 and the compressor 1
  • the evaporator 4 is connected between the second end of the in-vehicle heat exchanger 2 and the compressor 1.
  • the high-temperature and high-pressure refrigerant discharged by the compressor 1 can flow into the vehicle heat exchanger 2 and exchange heat with the air in the passenger compartment to heat the passenger compartment, so as to realize the heating function of the thermal management system 100 for the passenger compartment.
  • the first heat exchanger 3 and the evaporator 4 are arranged in parallel and are respectively connected between the second end of the vehicle heat exchanger 2 and the compressor 1. After heat exchange, the temperature of the refrigerant decreases and it is divided into two paths that flow to the first heat exchanger 3 and the evaporator 4 respectively.
  • Part of the refrigerant flowing into the first heat exchanger 3 can absorb heat at the first heat exchanger 3. After absorbing heat, the temperature and pressure of the refrigerant increase, and it flows back to the compressor 1.
  • the evaporator 4 can be used to exchange heat with the air in the passenger compartment. Part of the refrigerant flowing into the evaporator 4 absorbs heat from the passenger compartment at the evaporator 4. Water vapor in the passenger compartment can condense at the evaporator 4, thereby realizing the dehumidification function of the thermal management system 100. The refrigerant that absorbs heat at the evaporator 4 flows back to the compressor 1.
  • the first heat exchanger and the evaporator are connected in series.
  • the flow rate of the refrigerant circulating in the thermal management system is limited, which limits the speed of the compressor, affects the heat exchange performance of the thermal management system, and causes the evaporator temperature to be too low and ice to form.
  • the thermal management system 100 is configured such that a first heat exchanger 3 and an evaporator 4 are connected in parallel, and the first heat exchanger 3 and the evaporator 4 are respectively connected between the vehicle interior heat exchanger 2 and the compressor 1.
  • This allows a portion of the refrigerant flowing from the vehicle interior heat exchanger 2 to flow into the evaporator 4 to dehumidify the passenger compartment, while the other portion flows into the first heat exchanger 3 to absorb heat, thereby increasing the intake temperature of the compressor 1.
  • This helps reduce flow resistance and pressure loss in the thermal management system 100, increases the low-pressure of the thermal management system 100, and thus increases the refrigerant flow rate in the thermal management system 100.
  • the thermal management system 100 by arranging the first heat exchanger 3 and the evaporator 4 in parallel between the in-vehicle heat exchanger 2 and the compressor 1, helps to reduce the flow resistance and pressure loss in the thermal management system 100, increases the low-pressure of the thermal management system 100, thereby increasing the flow rate of the refrigerant in the thermal management system 100, helps to prevent the compressor 1 from being limited in speed, ensures that the performance of the compressor 1 can be fully utilized, enables the thermal management system 100 to meet the heating demand, and helps to prevent icing due to the evaporator 4 being too cold.
  • there is no need to set up a heating element for thermal compensation which simplifies the structure of the thermal management system 100 and reduces the weight and production cost of the thermal management system 100.
  • the second end of the in-vehicle heat exchanger 2 may be selectively connected to the evaporator 4.
  • the heating and dehumidification mode of the thermal management system 100 can be realized.
  • the refrigerant flows through the in-vehicle heat exchanger 2 and releases heat into the passenger compartment.
  • Part of the refrigerant after heat exchange flows into the first heat exchanger 3 to absorb heat and then flows back to the compressor 1.
  • the other part flows into the evaporator 4 to absorb heat into the passenger compartment and causes the water vapor in the passenger compartment to condense at the evaporator 4, thus realizing the heating and dehumidification mode of the thermal management system 100.
  • the in-vehicle heat exchanger 2 may not be connected to the evaporator 4.
  • the in-vehicle heat exchanger 2 may be used directly as an in-vehicle condenser. When the refrigerant flows through the in-vehicle heat exchanger 2, it can release heat into the passenger compartment to achieve heating of the passenger compartment by the thermal management system 100.
  • the thermal management system 100 includes a first mode and a second mode.
  • the first mode the second end of the in-vehicle heat exchanger 2 is connected to the evaporator 4 and the first heat exchanger 3, respectively.
  • the exhaust port 11 of the compressor 1 is connected to the in-vehicle heat exchanger 2, and the in-vehicle heat exchanger 2 is disconnected from the evaporator 4.
  • the in-vehicle heat exchanger 2 is used to release heat toward the passenger compartment.
  • the first mode can be a heating and dehumidification mode
  • the second mode can be a passenger cabin heating mode
  • the refrigerant flows through the in-vehicle heat exchanger 2 and releases heat into the passenger compartment.
  • the second end of the in-vehicle heat exchanger 2 is connected to the evaporator 4 and the first heat exchanger 3 respectively.
  • Part of the refrigerant after heat exchange flows into the first heat exchanger 3 to absorb heat and then flows back to the compressor 1.
  • the other part flows into the evaporator 4 to absorb heat into the passenger compartment and causes the water vapor in the passenger compartment to condense at the evaporator 4, thus realizing the heating and dehumidification mode of the thermal management system 100, that is, the first mode of the thermal management system 100.
  • the in-vehicle heat exchanger 2 when the exhaust port 11 of the compressor 1 is connected to the in-vehicle heat exchanger 2, the in-vehicle heat exchanger 2 is not connected to the evaporator 4.
  • the in-vehicle heat exchanger 2 can be used directly as an in-vehicle condenser.
  • the refrigerant flows through the in-vehicle heat exchanger 2, it can release heat into the passenger compartment to realize the heating mode of the thermal management system 100 for the passenger compartment, that is, the second mode of the thermal management system 100.
  • the thermal management system 100 further includes an external condenser 5, the first end of which is connected to the exhaust port 11 of the compressor 1, and the second end of which is connected to the internal heat exchanger 2 and the evaporator 4 respectively.
  • the high-temperature and high-pressure refrigerant discharged from the compressor 1 flows into the external condenser 5 and releases heat to the external environment to reduce the temperature of the refrigerant and improve its heat dissipation effect. This can improve the cooling effect of the thermal management system 100. Furthermore, the fact that the refrigerant passes through the external condenser 5 after being discharged from the compressor 1 can effectively reduce the pressure loss and energy loss of the thermal management system 100 and ensure the heat exchange effect of the thermal management system 100.
  • the refrigerant flows out of the external condenser 5 and splits into two paths.
  • One part of the refrigerant flows into the internal heat exchanger 2 to absorb the temperature inside the passenger compartment, thereby reducing the temperature inside the passenger compartment and achieving cooling of the passenger compartment.
  • the other part of the refrigerant flows into the evaporator 4 and absorbs the temperature inside the passenger compartment, thereby further reducing the temperature inside the passenger compartment and achieving efficient cooling of the passenger compartment.
  • an electromagnetic valve 51 is provided between the external condenser 5 and the exhaust port 11 of the compressor 1. By controlling the opening and closing of the electromagnetic valve 51, the refrigerant is selectively allowed to flow into the external condenser 5.
  • the electromagnetic valve 51 When the thermal management system 100 is in cooling mode, the electromagnetic valve 51 is open, and the refrigerant can flow into the external condenser 5 to dissipate heat to the external environment, thereby reducing the temperature of the refrigerant.
  • the electromagnetic valve 51 is closed, and the refrigerant cannot flow into the external condenser 5, thereby preventing the refrigerant from dissipating heat to the external environment.
  • the thermal management system 100 further includes a third mode in which the in-vehicle heat exchanger 2 and the evaporator 4 are connected in parallel.
  • the third mode could be the crew cabin cooling mode.
  • the in-vehicle heat exchanger 2 and the evaporator 4 are connected in parallel.
  • the refrigerant flowing out of the external condenser 5 can selectively flow into the in-vehicle heat exchanger 2 and the evaporator 4.
  • the refrigerant flowing out of the external condenser 5 can flow into the in-vehicle heat exchanger 2 or the evaporator 4 separately to absorb the heat of the passenger compartment in order to achieve the cooling of the passenger compartment.
  • the refrigerant flowing out of the external condenser 5 can simultaneously flow into the internal heat exchanger 2 and evaporator 4 to absorb heat from the passenger compartment at the same time, thereby achieving efficient cooling of the passenger compartment.
  • the third mode may include different levels of crew cabin cooling modes.
  • the thermal management system 100 can achieve different levels of cooling for the passenger compartment, improving the functionality of the thermal management system 100. For example, when the cooling demand of the passenger compartment is small, the refrigerant flowing from the external condenser 5 can flow into either the in-vehicle heat exchanger 2 or the evaporator 4 to cool the passenger compartment, meeting the user's needs while saving energy consumption of the thermal management system 100.
  • the refrigerant flowing from the external condenser 5 can flow into both the in-vehicle heat exchanger 2 and the evaporator 4 simultaneously to cool the passenger compartment, achieving efficient cooling of the passenger compartment by the thermal management system 100 and meeting the user's needs.
  • the liquid inlet end of the evaporator 4 is provided with a third throttling element 41.
  • the refrigerant flows through the third throttling element 41 as it flows from the external condenser 5 into the evaporator 4.
  • the third throttling element 41 can throttle and reduce the pressure of the refrigerant to lower the temperature of the refrigerant flowing into the evaporator 4, thereby improving the cooling effect on the passenger compartment.
  • the thermal management system 100 further includes at least one first heat exchanger 6 for exchanging heat with the battery, the at least one first heat exchanger 6 being connected between the second end of the external condenser 5 and the compressor 1.
  • At least one first heat exchanger 6 can be connected to the second end of the external condenser 5 and the suction port 12 of the compressor 1.
  • the high-temperature and high-pressure refrigerant discharged by the compressor 1 flows into the external condenser 5 and releases heat to the external environment. After releasing heat, the temperature of the refrigerant decreases and flows into at least one first heat exchanger 6 to absorb the heat of the battery at at least one first heat exchanger 6, thereby cooling the battery and preventing the battery from overheating and causing safety hazards. After absorbing the heat of the battery, the temperature of the refrigerant increases and flows back to the compressor 1 through the suction port 12 of the compressor 1.
  • At least one first heat exchanger 6 can be connected in parallel with the in-vehicle heat exchanger 2, so that refrigerant can flow into at least one first heat exchanger 6 and the in-vehicle heat exchanger 2 simultaneously, so that the thermal management system 100 can selectively exchange heat between the battery and the passenger compartment, thereby improving the functionality of the thermal management system 100.
  • At least one first heat exchanger 6 can also be connected in series with the in-vehicle heat exchanger 2, so that refrigerant can flow through the in-vehicle heat exchanger 2 and at least one first heat exchanger 6 in sequence, thereby simplifying the piping arrangement in the thermal management system 100 and facilitating the miniaturization design of the thermal management system 100.
  • At least one first heat exchanger 6 is connected in parallel with the in-vehicle heat exchanger 2.
  • the arrangement of at least one first heat exchanger 6 and the in-vehicle heat exchanger 2 can be determined according to actual production requirements and is not limited here.
  • At least one first heat exchanger 6 includes a plurality of first heat exchangers 6, and the plurality of first heat exchangers 6 are connected in parallel.
  • multiple first heat exchange elements 6 are used to exchange heat with the battery, which helps to improve the heat exchange efficiency of the battery. Furthermore, the multiple first heat exchange elements 6 are connected in parallel, and the refrigerant can selectively flow into one or more of the multiple first heat exchange elements 6 to perform heat exchange with different levels of heat exchange efficiency according to the heat exchange requirements of the battery, thereby improving the functionality of the thermal management system 100. In addition, it helps to save energy consumption of the thermal management system 100 while meeting the heat exchange requirements of the battery.
  • the amount of refrigerant that the thermal management system 100 can hold is increased, thereby improving the heat exchange capacity of the thermal management system 100.
  • the first heat exchange elements 6 can also be used to store refrigerant and release different amounts of refrigerant into the thermal management system 100 according to the heat exchange requirements of the thermal management system 100, thereby ensuring that the amount of refrigerant circulating in the thermal management system 100 can be adapted to the heat exchange requirements of the thermal management system 100 and ensuring the working efficiency of the thermal management system 100.
  • the number of the first heat exchanger 6 can be one, two, or three, etc.
  • the number of the first heat exchanger 6 can be determined according to the actual heat exchange requirements of the battery and the thermal management system 100, and is not limited here.
  • the first end of the first heat exchanger 6 is switched to be connected to the exhaust port 11 of the compressor 1, and the second end of the first heat exchanger 6 is switched to be connected to the first heat exchanger 3.
  • the first end of the first heat exchanger 6 can be switched to be connected to the exhaust port 11 of the compressor 1 or the second end of the external condenser 5, and the second end of the first heat exchanger 6 can be switched to be connected to the suction port 12 of the compressor 1 or the first heat exchanger 3.
  • the thermal management system 100 is in the battery cooling mode.
  • the thermal management system 100 When the first end of the first heat exchanger 6 is connected to the exhaust port 11 of the compressor 1 and the second end of the first heat exchanger 6 is connected to the first heat exchanger 3, the thermal management system 100 is in the battery heating mode.
  • the high-temperature and high-pressure refrigerant discharged by the compressor 1 can flow into the first heat exchanger 6 and release heat to the battery to increase the battery temperature.
  • the temperature of the refrigerant After releasing heat at the first heat exchanger 6, the temperature of the refrigerant decreases and it further flows into the first heat exchanger 3 to absorb heat. After absorbing heat, the temperature of the refrigerant increases and it further flows back to the compressor 1 through the intake port 12 of the compressor 1.
  • the thermal management system further includes a fourth mode and a fifth mode.
  • the fourth mode the first end of the first heat exchanger 6 is connected to the second end of the external condenser 5, and the second end of the first heat exchanger 6 is connected to the suction port 12 of the compressor 1.
  • the fifth mode the first end of the first heat exchanger 6 is connected to the exhaust port 11 of the compressor 1, and the second end of the first heat exchanger 6 is connected to the first heat exchanger 3.
  • the fourth mode can be a battery cooling mode
  • the fifth mode can be a battery heating mode
  • the thermal management system 100 is in the battery cooling mode, that is, the fourth mode of the thermal management system 100.
  • the thermal management system 100 is in the battery heating mode, i.e., the fifth mode.
  • the high-temperature and high-pressure refrigerant discharged by the compressor 1 can flow into the first heat exchanger 6 and release heat to the battery to increase the battery temperature.
  • the temperature of the refrigerant decreases and it further flows into the first heat exchanger 3 to absorb heat.
  • the temperature of the refrigerant increases and it further flows back to the compressor 1 through the intake port 12 of the compressor 1.
  • a fourth throttling element 61 and a fifth throttling element 62 are respectively provided at both ends of the first heat exchanger 6.
  • the refrigerant flowing out of the vehicle external condenser 5 flows through the fourth throttling element 61 during its flow into the first heat exchanger 6.
  • the fourth throttling element 61 can throttle and reduce the pressure of the refrigerant to further reduce the temperature of the refrigerant and improve the cooling effect of the refrigerant on the battery.
  • the high-temperature and high-pressure refrigerant discharged from the compressor 1 flows into the first heat exchanger 6 and passes through the fifth throttling element 62.
  • the fifth throttling element 62 can throttle and reduce the pressure of the refrigerant to ensure that the refrigerant can meet the inlet temperature of the first heat exchanger 6 and avoid the refrigerant temperature being too high to match the heating requirements of the battery.
  • the inlet and outlet temperatures of the first heat exchanger 6 are controlled, thereby controlling the inlet and outlet temperatures of the battery, ensuring the uniformity of the battery temperature, and avoiding lithium plating problems.
  • the flow rate and pressure of the refrigerant in the thermal management system 100 are controlled, ensuring that the refrigerant circulation volume of the thermal management system 100 is within a suitable range under different working modes, avoiding over-compression or under-compression of the compressor 1 due to unsuitable refrigerant circulation volume, improving the performance of the thermal management system 100, reducing the energy consumption of the thermal management system 100, and helping to ensure that the thermal management system 100 can accurately and effectively allocate energy, and enabling the thermal management system 100 to allocate the energy priority of the whole vehicle according to different working conditions.
  • lithium plating refers to the phenomenon that during the charging process of a lithium-ion battery, lithium ions cannot be completely inserted into the negative electrode, resulting in some lithium ions being deposited on the surface of the negative electrode and forming metallic lithium.
  • the thermal management system 100 further includes a first branch 7, which is connected between the second end of the in-vehicle heat exchanger 2 and the intake port 12 of the compressor 1.
  • the first branch 7 is connected in series with a first throttling element 71.
  • the thermal management system 100 includes a first bypass mode, in which the exhaust port 11 of the compressor 1 is connected to the first end of the in-vehicle heat exchanger 2 and the first branch 7 is open.
  • the thermal management system 100 can activate the first bypass mode.
  • the high-temperature and high-pressure refrigerant discharged from the exhaust port 11 of the compressor 1 flows to the in-vehicle heat exchanger 2 and releases heat into the passenger compartment at the in-vehicle heat exchanger 2.
  • the first branch 7 is connected between the second end of the in-vehicle heat exchanger 2 and the suction port 12 of the compressor 1.
  • the refrigerant flowing out of the in-vehicle heat exchanger 2 flows into the first branch 7.
  • the first branch 7 is equipped with a first throttling element 71, which can throttle and reduce the pressure of the refrigerant.
  • the refrigerant flows back into the compressor 1 from the first branch 7 through the suction port 12 of the compressor 1.
  • the compressor 1 acts as a heat source to supply heat to the thermal management system 100.
  • the refrigerant can be directly returned to the compressor 1 after exchanging heat with the passenger compartment at the heat exchanger 2 in the vehicle. This reduces the number of components the refrigerant passes through, thereby reducing refrigerant loss and ensuring the suction pressure and suction temperature of the compressor 1.
  • the compressor 1 can also act as a heat source to stably heat the thermal management system 100, ensuring the stable operation of the thermal management system 100. Furthermore, this helps to increase the operating temperature range of the thermal management system 100 and improve its functionality.
  • the external condenser 5 is connected to the first throttling element 71 on the first branch 7 and is connected to the internal heat exchanger 2 through the first throttling element 71.
  • the first throttling element 71 can throttle and reduce the pressure of the refrigerant to further reduce the temperature of the refrigerant and improve the heat absorption effect of the refrigerant. This allows the refrigerant to fully absorb heat from the passenger compartment at the internal heat exchanger 2, thereby improving the cooling effect of the thermal management system 100 on the passenger compartment.
  • the thermal management system 100 further includes a second branch 8, the two ends of which are connected to the exhaust port 11 and the intake port 12 of the compressor 1, respectively.
  • the second branch 8 is connected in series with a second throttling element 81.
  • the thermal management system 100 includes a second bypass mode, in which the second branch 8 is turned on.
  • the thermal management system 100 can activate the second bypass mode.
  • the exhaust port 11 and the intake port 12 of the compressor 1 are connected through the second branch 8.
  • the high-temperature and high-pressure refrigerant discharged by the compressor 1 can flow into the second branch 8.
  • the second throttling element 81 on the second branch 8 can throttle and reduce the pressure of the refrigerant.
  • the refrigerant can flow back to the compressor 1 from the second branch 8.
  • the compressor 1 will heat and pressurize the refrigerant again and start the next cycle.
  • the thermal management system 100 has been running in the second bypass mode for a period of time, the temperature and pressure of the refrigerant discharged by the compressor 1 will increase, which is beneficial to improving the heating or cooling effect of the thermal management system 100.
  • the thermal management system 100 further includes a sixth mode in which the first branch 7 and the second branch 8 are respectively turned on.
  • the thermal management system 100 can activate the triangular circulation mode, i.e., the sixth mode.
  • the compressor 1 can act as a heat source to provide heat.
  • a portion of the high-temperature, high-pressure refrigerant discharged from the compressor 1's exhaust port 11 flows to the in-vehicle heat exchanger 2 and releases heat into the passenger compartment at the in-vehicle heat exchanger 2.
  • the refrigerant flowing out of the in-vehicle heat exchanger 2 flows into the first branch 7.
  • the first throttling element 71 can throttle and reduce the pressure of the refrigerant, allowing it to flow from the first branch 7 through...
  • the air inlet 12 of compressor 1 flows back into compressor 1.
  • another part of the high-temperature and high-pressure refrigerant discharged from the outlet 11 of compressor 1 flows to the second branch 8.
  • the second throttling element 81 on the second branch 8 can throttle and reduce the pressure of the refrigerant. Then the refrigerant can flow back to compressor 1 from the second branch 8.
  • the refrigerant flowing out from the first branch 7 and the second branch 8 can merge before flowing into compressor 1, ensuring the suction pressure and suction temperature of compressor 1, increasing the flow rate of refrigerant in the system and ensuring that the thermal management system 100 can operate stably.
  • a first four-way valve 72 is provided on the first branch 7.
  • the first four-way valve 72 is located between the first throttling element 71 and the suction port 12 of the compressor 1.
  • the first port 721 of the first four-way valve 72 is connected to the second end of the in-vehicle heat exchanger 2, the second port 722 is connected to the first throttling element 71, the third port 723 is connected to the suction port 12 of the compressor 1, and the fourth port 724 is connected to the evaporator 4.
  • a three-way valve 83 and a two-way valve 82 are connected in series on the second branch 8.
  • the two-way valve 82 is connected in series between the three-way valve 83 and the second throttling element 81.
  • the first interface 831 is connected to the exhaust port 11 of the compressor 1.
  • the second interface 832 of the three-way valve 83 is connected to the first opening 821 of the two-way valve 82.
  • the third interface 833 is connected to the first end of the in-vehicle heat exchanger 2.
  • the second opening 822 of the two-way valve 82 is connected to the second throttling element 81.
  • the third opening 823 is connected to the suction port 12 of the compressor 1.
  • the fourth opening 824 is connected to the first heat exchanger 6.
  • the flow path of the refrigerant in the thermal management system 100 is switched, thereby switching the working mode of the thermal management system 100.
  • This can also improve the integration of the thermal management system 100, reduce the number of pipes and valves in the thermal management system 100, facilitate the miniaturization design of the thermal management system 100, and further reduce the weight and cost of the thermal management system 100.
  • the thermal management system 100 further includes a coolant subsystem 9 for dissipating heat from the electronic control module 92, wherein the coolant in the coolant subsystem 9 can exchange heat with the refrigerant in the first heat exchanger 3.
  • the coolant subsystem 9 is filled with coolant, which can absorb heat from the electronic control module 92 to dissipate heat from the electronic control module 92.
  • the coolant after absorbing heat, can exchange heat with the refrigerant in the first heat exchanger 3.
  • the refrigerant can absorb heat from the coolant at the first heat exchanger 3, thereby increasing the temperature of the refrigerant and ensuring the suction pressure and suction temperature of the compressor 1 when the refrigerant flows into the compressor 1.
  • the decrease in the temperature of the coolant can effectively ensure the heat exchange effect of the coolant on the electronic control module 92 and ensure the heat dissipation efficiency of the electronic control module 92.
  • the first heat exchanger 3 includes a first refrigerant branch and a first coolant branch that exchange heat with each other.
  • the first refrigerant branch is connected in parallel with the evaporator 4, as shown in FIG1.
  • the coolant subsystem 9 includes a first heat exchange branch 91, a radiator 93, and a multi-way valve 94.
  • the first heat exchange branch 91 exchanges heat with the electronic control module 92.
  • the radiator 93 is used to exchange heat with the external environment.
  • the multi-way valve 94 is connected to both ends of the first coolant branch, the radiator 93, and the first heat exchange branch 91, respectively.
  • the multi-way valve 94 is used to control whether the first heat exchange branch 91 is connected to at least one of the radiator 93 and the first coolant branch, or whether the first heat exchange branch 91 self-circulates through the multi-way valve 94 during switching operations.
  • the first port 941 of the multi-way valve 94 is connected to the first coolant branch
  • the second port 942 and the fourth port 944 are connected to the two ends of the first heat exchange branch 91 respectively
  • the third port 943 is connected to the radiator 93.
  • a drive pump 95 is installed on the first heat exchange branch 91.
  • the drive pump 95 is used to drive the coolant to circulate in the coolant subsystem 9.
  • the first heat exchange branch 91 passes through the electronic control module 92.
  • the coolant can exchange heat with the electronic control module 92 through the first heat exchange branch 91 and absorb the heat from the electronic control module 92.
  • the first heat exchange branch 91 is connected to the first coolant branch. After absorbing the heat from the electronic control module 92, the coolant flows into the first coolant branch and meets the first heat exchange module 92 at the first coolant branch.
  • the refrigerant absorbs the heat generated by the electronic control module 92 and the heat generated by the motor stall through the coolant, realizing the waste heat recovery mode of the coolant subsystem 9.
  • the recovered heat can be used by the thermal management system 100 to exchange heat with the crew compartment or battery, improving the energy utilization rate of the thermal management system 100 and reducing the energy consumption of the thermal management system 100.
  • the refrigerant after exchanging heat with the coolant flows back into the compressor 1.
  • the compressor 1 heats and pressurizes the refrigerant before discharging it for the next heat exchange cycle.
  • the coolant circulates in the first heat exchange branch 91 and does not exchange heat with the outside, so as to realize the heat preservation mode of the coolant subsystem 9.
  • the radiator 93 When the second port 942 and the third port 943 of the multi-way valve 94 are connected, part of the pipeline of the first heat exchange branch 91 is connected to the radiator 93.
  • the coolant can flow to the radiator 93 through the second port 942 and the third port 943 in the first heat exchange branch 91.
  • the coolant can exchange heat with the air in the external environment through the radiator 93 to reduce its own temperature.
  • the cooled coolant can absorb the heat of the electronic control module 92 to realize the cooling mode of the coolant subsystem 9.
  • the coolant does not need to pass through the first coolant branch, which can effectively prevent the coolant from affecting the heat dissipation effect of the electronic control module 92 due to the large flow resistance when the coolant flows into the first coolant branch under high temperature conditions, thereby improving the heat dissipation efficiency of the electronic control module 92.
  • the coolant subsystem 9 is also equipped with a fan 96, which can drive the air in the external environment to form an airflow, and the airflow can exchange heat with the coolant in the radiator 93 to improve the heat dissipation efficiency of the coolant.
  • the coolant flows through the electronic control module 92 and the radiator 93 respectively.
  • the coolant can absorb the heat from the electronic control module 92.
  • the coolant can absorb the heat from the external environment at the radiator 93.
  • the coolant after absorbing heat flows into the first coolant branch and exchanges heat with the refrigerant in the first refrigerant branch.
  • the refrigerant can absorb the heat from the electronic control module 92 and the external environment respectively, realizing the environmental heat mode of the thermal management system 100.
  • the first heat exchanger 3 can be constructed as a plate heat exchanger.
  • the thermal management system 100 further includes a seventh mode and an eighth mode.
  • the seventh mode the first heat exchange branch 91 is connected and disconnected from the radiator 93; in the eighth mode, the first heat exchange branch 91 is connected to the radiator 93.
  • the seventh mode can be the waste heat recovery mode of the coolant subsystem 9
  • the eighth mode can be the cooling mode of the coolant subsystem 9.
  • the first heat exchange branch 91 is connected to the first coolant branch. After absorbing the heat from the electronic control module 92, the coolant flows into the first coolant branch and exchanges heat with the refrigerant in the first refrigerant branch at the first coolant branch. The refrigerant absorbs the heat generated by the electronic control module 92 and the heat generated by the motor stall through the coolant, thus realizing the waste heat recovery mode of the coolant subsystem 9.
  • the second port 942 and the third port 943 of the multi-way valve 94 are connected, and part of the pipeline of the first heat exchange branch 91 is connected to the radiator 93.
  • the coolant can flow to the radiator 93 through the second port 942 and the third port 943 in the first heat exchange branch 91.
  • the coolant can exchange heat with the air in the external environment through the radiator 93 to reduce its own temperature.
  • the cooled coolant can absorb the heat of the electronic control module 92, thereby achieving the cooling of the electronic control module 92.
  • a sixth throttling element 31 is provided at the inlet end of the first refrigerant branch.
  • the sixth throttling element 31 can throttle and reduce the pressure of the refrigerant flowing to the first refrigerant branch, thereby reducing the temperature of the refrigerant and increasing the heat absorption capacity of the refrigerant, thereby improving the heat exchange effect between the refrigerant and the coolant in the first coolant branch, which is beneficial to improving the heat dissipation efficiency of the electronic control module 92.
  • first throttling element 71, the second throttling element 81, the third throttling element 41, the fourth throttling element 61, the fifth throttling element 62, and the sixth throttling element 31 can all be configured as electronic expansion valves.
  • a gas-liquid separator 10 is provided at the suction port 12 of the compressor 1.
  • the refrigerant flowing to the suction port 12 of the compressor 1 needs to pass through the gas-liquid separator 10.
  • the gas-liquid separator 10 can separate the refrigerant into gas and liquid to prevent liquid refrigerant from entering the compressor 1 and causing liquid slugging in the compressor 1.
  • thermo management system 100 The working modes of the thermal management system 100 according to some embodiments of the present disclosure and the working process under different modes are described below with reference to FIG1.
  • the thermal management system is in heating mode.
  • Waste heat recovery mode of electronic control module As shown in Figure 2, the compressor 1 compresses the refrigerant into a high-temperature and high-pressure gaseous refrigerant.
  • the high-temperature and high-pressure gaseous refrigerant flows into the vehicle heat exchanger 2 through the first port 831 and the third port 833 of the three-way valve 83.
  • the high-temperature and high-pressure gaseous refrigerant releases a large amount of heat to the airflow blown out by the blower in the vehicle.
  • the temperature of the airflow rises and becomes a warm airflow.
  • the warm airflow enters the passenger compartment through the air duct and the air inlet to heat the passenger compartment.
  • the refrigerant after releasing heat passes through the sixth throttling element 31.
  • the sixth throttling element 31 throttles and reduces the pressure of the refrigerant into a gas-liquid mixture. Then the refrigerant flows into the first refrigerant branch.
  • the first port 941 and the fourth port 944 of the multi-way valve 94 in the coolant subsystem 9 are connected, the first heat exchange branch 91 is connected to the first coolant branch, the drive pump 95 drives the coolant to circulate, the coolant absorbs the heat from the electronic control module 92 and flows into the first coolant branch, where it exchanges heat with the refrigerant in the first refrigerant branch.
  • the refrigerant absorbs the residual heat generated by the electronic control module 92 (such as motor, electronic control, etc.) during operation or the heat generated by active stall and turns into gaseous refrigerant again.
  • the gaseous refrigerant flows out of the first heat exchanger 3 and flows into the gas-liquid separator 10 and enters the compressor 1 after passing through the gas-liquid separator 10.
  • the compressor 1 heats and pressurizes the refrigerant again for the next heat exchange cycle.
  • the first four-way valve 72, the second four-way valve 82, the first throttling element 71, the second throttling element 81, the third throttling element 41, the fourth throttling element 61, and the fifth throttling element 62 are in the closed state.
  • Ambient heat mode When the ambient temperature is not extremely low, such as in early spring or autumn when it is slightly cool, the thermal management system 100 can absorb heat from the external environment and the electrical control module 92 for use.
  • the compressor 1 compresses the refrigerant into a high-temperature, high-pressure gaseous refrigerant.
  • the high-temperature, high-pressure gaseous refrigerant flows into the vehicle heat exchanger 2 through the first port 831 and the third port 833 of the three-way valve 83.
  • the high-temperature, high-pressure gaseous refrigerant releases a large amount of heat to the airflow blown out by the vehicle blower, and the airflow temperature rises to become a warm airflow.
  • the warm airflow enters the passenger compartment through the air duct and air inlet to heat the passenger compartment.
  • the refrigerant passes through the sixth throttling element 31, which throttles and reduces the pressure of the refrigerant into a gas-liquid mixture. Then, the refrigerant flows into the first refrigerant branch.
  • the first port 941 and the fourth port 944 of the multi-way valve 94 are connected, and the second port 942 and the third port 943 are connected.
  • the drive pump 95 drives the coolant to circulate.
  • the coolant flows through the electronic control module 92 and the radiator 93 respectively.
  • the coolant can absorb the heat of the electronic control module 92.
  • the coolant can absorb the heat of the external environment at the radiator 93.
  • the coolant flows into the first coolant branch and exchanges heat with the refrigerant in the first refrigerant branch.
  • the refrigerant can absorb the heat from the electronic control module 92 and the external environment respectively.
  • the refrigerant absorbs the waste heat generated by the electronic control module 92 (such as motor, electronic control, etc.) during operation and the ambient heat through the coolant and becomes gaseous refrigerant again.
  • the gaseous refrigerant flows out from the first heat exchanger 3 and flows into the gas-liquid separator 10 and enters the compressor 1 after passing through the gas-liquid separator 10.
  • the compressor 1 heats and pressurizes the refrigerant again for the next heat exchange cycle.
  • the first four-way valve 72, the second four-way valve 82, the first throttling element 71, the second throttling element 81, the third throttling element 41, the fourth throttling element 61, and the fifth throttling element 62 are in the closed state.
  • the compressor 1 compresses the refrigerant into a high-temperature and high-pressure gaseous refrigerant.
  • the high-temperature and high-pressure gaseous refrigerant flows into the vehicle heat exchanger 2 through the first port 831 and the third port 833 of the three-way valve 83.
  • the high-temperature and high-pressure gaseous refrigerant releases a large amount of heat to the airflow blown out by the blower in the vehicle.
  • the temperature of the airflow rises and becomes warm airflow.
  • the warm air enters the passenger compartment through the air duct and air inlet to heat the passenger compartment.
  • the first four-way valve 72, solenoid valve 51, first throttling element 71, second throttling element 81, third throttling element 41 and sixth throttling element 31 are in the closed state.
  • Triangular circulation mode When the ambient temperature is extremely low, the thermal management system 100 has a heating demand but the refrigerant cannot absorb heat through the coolant, heating can be carried out through the triangular circulation mode.
  • the refrigerant does not need to absorb heat through the coolant, but maintains the suction pressure of the compressor 1 through the first branch 7 and the second branch 8, thereby increasing the circulation flow in the thermal management system 100.
  • it can also ensure that the thermal management system 100 can operate stably.
  • the compressor 1 acts as a heat source to provide heat to the crew compartment.
  • the high-temperature and high-pressure refrigerant discharged from the compressor 1 is divided into two paths after passing through the three-way valve 83.
  • One part of the refrigerant flows into the vehicle heat exchanger 2 through the first port 831 and the third port 833 to release heat to the passenger compartment.
  • the refrigerant after releasing heat flows into the first branch 7 and is throttled and depressurized by the first throttling element 71.
  • the refrigerant flows into the gas-liquid separator 10 through the second port 722 and the third port 723 of the first four-way valve 72.
  • Another portion of the refrigerant flows into the second branch 8 through the first port 831 and the second port 832 of the three-way valve 83, and flows to the second throttling element 81 through the first opening 821 and the second opening 822 of the second four-way valve 82.
  • the second throttling element 81 can throttle and reduce the pressure of the refrigerant to a low-pressure, high-temperature gaseous refrigerant, and then this portion of the refrigerant flows into the gas-liquid separator 10.
  • the two refrigerants converge before entering the gas-liquid separator 10 to increase the suction pressure and suction temperature of the compressor 1, ensuring that the compressor 1 can operate stably and generate heat. After the two refrigerants are mixed, they flow into the compressor 1 after passing through the gas-liquid separator 10. The compressor 1 heats and pressurizes the refrigerant again for the next heat exchange cycle.
  • the coolant subsystem 9 can select the appropriate operating mode according to the vehicle's thermal management requirements.
  • the coolant subsystem 9 can be in heat preservation mode or cooling mode.
  • Battery heating mode i.e., when the battery temperature reaches the heating activation trigger point but the passenger compartment has no heating requirement:
  • the compressor 1 compresses the refrigerant into a high-temperature and high-pressure state.
  • the high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port 11 of the compressor 1 and flows sequentially through the first port 831 and the second port 832 of the three-way valve 83 and the first opening 821 and the fourth opening 824 of the second four-way valve 82 to the fifth throttling element 62.
  • the refrigerant flows into the first heat exchanger 6 and transfers heat to the battery to heat the battery.
  • the refrigerant flows sequentially through the fourth throttling element 61 and the sixth throttling element 31 and then flows into the first refrigerant branch.
  • the first port 941 and the fourth port 944 of the multi-way valve 94 in the coolant subsystem 9 are connected, the first heat exchange branch 91 is connected to the first coolant branch, the drive pump 95 drives the coolant to circulate, the coolant absorbs the heat from the electronic control module 92 and flows into the first coolant branch, where it exchanges heat with the refrigerant in the first refrigerant branch.
  • the refrigerant absorbs the residual heat generated by the electronic control module 92 (such as motor, electronic control, etc.) during operation or the heat generated by active stall and turns into gaseous refrigerant again.
  • the gaseous refrigerant flows out of the first heat exchanger 3 and flows into the gas-liquid separator 10 and enters the compressor 1 after passing through the gas-liquid separator 10.
  • the compressor 1 heats and pressurizes the refrigerant again for the next heat exchange cycle.
  • Solenoid valve 51, first throttling element 71, second throttling element 81, third throttling element 41 and first four-way valve 72 are in the closed state.
  • the compressor 1 compresses the refrigerant into a high-temperature and high-pressure state.
  • the high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port 11 of the compressor 1 and flows sequentially through the first port 831 and the second port 832 of the three-way valve 83 and the first opening 821 and the fourth opening 824 of the second four-way valve 82 to the fifth throttling element 62.
  • the refrigerant flows into the first heat exchanger 6 and transfers heat to the battery to heat the battery.
  • the refrigerant flows sequentially through the fourth throttling element 61 and the sixth throttling element 31 and then flows into the first refrigerant branch.
  • the first port 941 and the fourth port 944 of the multi-way valve 94 are connected, and the second port 942 and the third port 943 are connected.
  • the drive pump 95 drives the coolant to circulate.
  • the coolant flows through the electronic control module 92 and the radiator 93 at the same time.
  • the coolant can absorb the heat from the electronic control module 92.
  • the coolant can absorb the heat from the external environment at the radiator 93.
  • After absorbing the heat the coolant flows into the first coolant branch and exchanges heat with the refrigerant in the first refrigerant branch.
  • the refrigerant can absorb the heat from the electronic control module 92 and the external environment at the same time.
  • the refrigerant absorbs the waste heat generated by the electronic control module 92 (such as motor, electronic control, etc.) during operation and the ambient heat through the coolant and becomes gaseous refrigerant again.
  • the gaseous refrigerant flows out from the first heat exchanger 3 and flows into the gas-liquid separator 10 and enters the compressor 1 after passing through the gas-liquid separator 10.
  • the compressor 1 heats and pressurizes the refrigerant again for the next heat exchange cycle.
  • the compressor 1 compresses the refrigerant into a high-temperature and high-pressure state.
  • the high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port 11 of the compressor 1.
  • the first port 831 and the second port 832 of the three-way valve 83 are connected, and the first port 831 and the third port 833 of the three-way valve 83 are connected. After passing through the three-way valve 83, the high-temperature and high-pressure refrigerant is divided into two paths.
  • Another portion of the refrigerant flows into the vehicle heat exchanger 2 through the first port 831 and the third port 833 of the three-way valve 83.
  • the high-temperature and high-pressure gaseous refrigerant releases a large amount of heat to the airflow blown out by the vehicle blower, and the temperature of the airflow rises to become warm airflow.
  • the warm airflow enters the passenger compartment through the air duct and air inlet to heat the passenger compartment.
  • the refrigerant after heat exchange flows to the sixth throttling element 31.
  • the two refrigerants merge before flowing through the sixth throttling element 31 and then flow together to the sixth throttling element 31, and after passing through the sixth throttling element 31, they flow to the first refrigerant branch.
  • the first port 941 and the fourth port 944 of the multi-way valve 94 in the coolant subsystem 9 are connected, the first heat exchange branch 91 is connected to the first coolant branch, the drive pump 95 drives the coolant to circulate, the coolant absorbs the heat from the electronic control module 92 and flows into the first coolant branch, and exchanges heat with the refrigerant in the first refrigerant branch at the first coolant branch.
  • the refrigerant absorbs the waste heat generated by the electronic control module 92 (such as motor, electronic control, etc.) when it is working or the heat generated by the motor actively stalling and becomes gaseous refrigerant again.
  • the gaseous refrigerant flows out from the first heat exchanger 3 and flows into the gas-liquid separator 10 and enters the compressor 1 after passing through the gas-liquid separator 10.
  • the compressor 1 heats and pressurizes the refrigerant again to carry out the next heat exchange cycle.
  • the compressor 1 compresses the refrigerant into a high-temperature and high-pressure state.
  • the high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port 11 of the compressor 1.
  • the first port 831 and the second port 832 of the three-way valve 83 are connected, and the first port 831 and the third port 833 of the three-way valve 83 are connected. After passing through the three-way valve 83, the high-temperature and high-pressure refrigerant is divided into two paths.
  • One part of the refrigerant flows through the first port 831 and the second port 832 of the three-way valve 83 and the first opening 821 and the fourth opening 824 of the second four-way valve 82 to the fifth throttling element 62. Then the refrigerant flows into the first heat exchanger 6 and transfers heat to the battery to heat the battery. Then the refrigerant passes through the fourth throttling element 61 and flows to the sixth throttling element 31.
  • Another portion of the refrigerant flows into the vehicle heat exchanger 2 through the first port 831 and the third port 833 of the three-way valve 83.
  • the high-temperature and high-pressure gaseous refrigerant releases a large amount of heat to the airflow blown out by the vehicle blower, and the temperature of the airflow rises and becomes warm airflow.
  • the warm air enters the passenger compartment through the air duct and air inlet to heat the passenger compartment.
  • the refrigerant after heat exchange flows to the sixth throttling element 31.
  • the first port 941 and the fourth port 944 of the multi-way valve 94 are connected, while the second port 942 and the third port 943 are connected.
  • the drive pump 95 drives the coolant to circulate.
  • the coolant flows through the electronic control module 92 and the radiator 93.
  • the coolant can absorb the heat from the electronic control module 92.
  • the coolant can absorb the heat from the external environment at the radiator 93.
  • the coolant flows into the first coolant branch and exchanges heat with the refrigerant in the first refrigerant branch.
  • the refrigerant can absorb the heat from the electronic control module 92 and the external environment.
  • the refrigerant absorbs the waste heat generated by the electronic control module 92 (such as the motor, electronic control, etc.) during operation or the heat generated by active stall and the ambient heat through the coolant and becomes gaseous refrigerant again.
  • the gaseous refrigerant flows out from the first heat exchanger 3 and flows into the gas-liquid separator 10 and enters the compressor 1 through the gas-liquid separator 10.
  • the compressor 1 heats and pressurizes the refrigerant again for the next heat exchange cycle.
  • Solenoid valve 51, first throttling element 71, second throttling element 81, third throttling element 41 and first four-way valve 72 are in the closed state.
  • the thermal management system 100 is in cooling mode:
  • the compressor 1 compresses the refrigerant into a high-temperature, high-pressure gaseous state.
  • the refrigerant flows into the external condenser 5 and releases a large amount of heat to the external environment, causing the temperature of the refrigerant to drop.
  • the refrigerant is split, with a portion passing through the third throttling element 41.
  • the third throttling element 41 throttles and reduces the pressure of the refrigerant.
  • the refrigerant flows into the internal evaporator 4 and absorbs heat from the passenger compartment, thereby cooling the passenger compartment. After heat exchange at the evaporator 4, the refrigerant flows to the gas-liquid separator 10.
  • Another portion of the refrigerant flows to the first throttling element 71, which throttles and reduces the pressure of this portion of the refrigerant.
  • the refrigerant After passing through the first throttling element 71, the refrigerant enters the vehicle heat exchanger 2 and absorbs heat from the passenger compartment at the vehicle heat exchanger 2 to simultaneously cool the passenger compartment.
  • the refrigerant passes sequentially through the third port 833 and the second port 832 of the three-way valve 83, the first opening 821 and the second opening 822 of the second four-way valve 82, and then through the second throttling element 81. After that, this portion of the refrigerant flows to the gas-liquid separator 10.
  • the gas-liquid separator 10 separates the refrigerant into gas and liquid, the refrigerant flows into the compressor 1. The compressor 1 then heats and pressurizes the refrigerant again for the next heat exchange cycle.
  • the first four-way valve 72, the fourth throttling element 61, the fifth throttling element 62, and the sixth throttling element 31 are closed.
  • the flow path where the evaporator 4 is located and the flow path where the in-vehicle heat exchanger 2 is located can be selectively opened or opened simultaneously to achieve different levels of cooling for the passenger compartment, meet different cooling needs of the passenger compartment, and improve the functionality of the thermal management system 100.
  • the flow path of the evaporator 4 can be controlled by opening and closing the third throttling element 41; the flow path of the in-vehicle heat exchanger 2 can be controlled by opening and closing the first throttling element 71 and the three-way valve 83.
  • the coolant subsystem 9 can select the appropriate operating mode according to the vehicle's thermal management requirements.
  • the coolant subsystem 9 can be in heat preservation mode or cooling mode.
  • the compressor 1 compresses the refrigerant into a high-temperature, high-pressure gaseous state. After passing through the solenoid valve 51, the refrigerant flows into the external condenser 5 and releases a large amount of heat to the external environment, reducing the temperature of the refrigerant. Then, the refrigerant flows through the first port 721 and the fourth port 724 of the first four-way valve 72, and further flows to the fourth throttling element 61. The fourth throttling element 61 can throttle and reduce the pressure of the refrigerant. The throttled and depressurized refrigerant flows into the first heat exchanger 6 and absorbs the heat from the battery, thereby realizing the cooling of the battery by the thermal management system 100.
  • the refrigerant flows through the fifth throttling element 62 and through the third opening 823 and the fourth opening 824 of the second four-way valve 82 into the gas-liquid separator 10.
  • the gas-liquid separator 10 separates the refrigerant into gas and liquid, and then the refrigerant flows back into the compressor 1.
  • the compressor 1 heats and pressurizes the refrigerant again for the next heat exchange cycle.
  • the three-way valve 83, the first throttling element 71, the second throttling element 81, the third throttling element 41, and the sixth throttling element 31 are closed.
  • the coolant subsystem 9 can select the appropriate operating mode according to the vehicle's thermal management requirements.
  • the coolant subsystem 9 can be in heat preservation mode or cooling mode.
  • the second portion of the refrigerant flows to the first throttling element 71, which throttles and reduces the pressure of this portion of the refrigerant.
  • the refrigerant After passing through the first throttling element 71, the refrigerant enters the vehicle heat exchanger 2 and absorbs heat from the passenger compartment at the vehicle heat exchanger 2 to simultaneously cool the passenger compartment.
  • the refrigerant passes sequentially through the second port 832 and the third port 833 of the three-way valve 83, the first opening 821 and the second opening 822 of the second four-way valve 82, and then through the second throttling element 81. After that, this portion of the refrigerant flows to the gas-liquid separator 10.
  • the third part of the refrigerant flows through the first port 721 and the fourth port 724 of the first four-way valve 72, and further flows to the fourth throttling element 61.
  • the fourth throttling element 61 can throttle and reduce the pressure of the refrigerant.
  • the refrigerant after throttling and reducing the pressure flows into the first heat exchanger 6 and absorbs the heat of the battery, thereby realizing the cooling of the battery by the thermal management system 100.
  • the refrigerant after absorbing heat flows through the fifth throttling element 62 and through the third opening 823 and the fourth opening 824 of the second four-way valve 82 into the gas-liquid separator 10.
  • the sixth throttling element 31 is in the off state.
  • the coolant subsystem 9 can select the appropriate operating mode according to the vehicle's thermal management requirements.
  • the coolant subsystem 9 can be in heat preservation mode or cooling mode.
  • the thermal management system 100 is in passenger cabin dehumidification mode:
  • the high-temperature and high-pressure refrigerant discharged from the compressor 1 flows to the vehicle heat exchanger 2 through the first port 831 and the third port 833 of the three-way valve 83.
  • the refrigerant releases heat into the passenger compartment at the vehicle heat exchanger 2 to achieve the heating of the passenger compartment by the thermal management system 100.
  • the refrigerant after releasing heat is divided into two paths. A part of the refrigerant flows into the first refrigerant branch after passing through the sixth throttling element 31.
  • the refrigerant can also absorb heat from the coolant.
  • the refrigerant after absorbing heat flows out from the first heat exchanger 3 and into the gas-liquid separator 10.
  • Another portion of the refrigerant flows to the first four-way valve 72 and then through the first port 721 and the fourth port 724 to the third throttling element 41.
  • the third throttling element 41 can throttle and reduce the pressure of this portion of the refrigerant.
  • the refrigerant flows into the evaporator 4.
  • the refrigerant absorbs heat from the passenger compartment at the evaporator 4.
  • the water vapor in the passenger compartment can condense at the evaporator 4, thereby realizing the heating and dehumidification of the passenger compartment by the thermal management system 100.
  • the refrigerant flows from the evaporator 4 to the gas-liquid separator 10.
  • the gas-liquid separator 10 After the gas-liquid separator 10 separates the refrigerant into gas and liquid, the refrigerant flows back into the compressor 1, and the compressor 1 heats and pressurizes the refrigerant again for the next heat exchange cycle.
  • Solenoid valve 51, first throttling element 71, second throttling element 81, fourth throttling element 61, fifth throttling element 62 and second four-way valve 82 are in the closed state.
  • the coolant subsystem 9 can select the appropriate operating mode according to the vehicle's thermal management requirements.
  • the thermal management system 100 can be in the electronic control module waste heat recovery mode or the ambient heat mode.
  • a vehicle 1000 includes the thermal management system 100 described above.
  • the vehicle 1000 is equipped with the aforementioned thermal management system 100, by arranging the first heat exchanger 3 and the evaporator 4 in parallel between the in-vehicle heat exchanger 2 and the compressor 1, it is beneficial to reduce the flow resistance and pressure loss in the thermal management system 100, increase the low-pressure of the thermal management system 100, thereby increasing the flow rate of the refrigerant in the thermal management system 100.
  • This helps to prevent the compressor 1 from being limited in speed, ensuring that the performance of the compressor 1 can be fully utilized, so that the thermal management system 100 can meet the heating demand. It also helps to prevent icing due to the evaporator 4 being too cold.
  • there is no need to install heating elements for thermal compensation which simplifies the structure of the thermal management system 100 and reduces the weight and production cost of the thermal management system 100.
  • the vehicle 1000 is equipped with an in-vehicle blower.
  • the airflow blown by the blower flows through the in-vehicle heat exchanger 2 and exchanges heat with the in-vehicle heat exchanger 2.
  • the airflow after heat exchange can flow into the passenger compartment through the air duct and the air outlet to improve the heat exchange efficiency of the thermal management system 100 to the passenger compartment.
  • references to terms such as “one embodiment,” “some embodiments,” “illustrative embodiment,” “example,” “specific example,” or “some examples,” etc. indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure.
  • the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.
  • the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

Landscapes

  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

一种热管理系统（100），热管理系统包括车内换热器（2）、并联连接的第一换热器（3）以及蒸发器（4），车内换热器的第一端用于与压缩机（1）相连；第一换热器连接于车内换热器的第二端和压缩机之间，蒸发器连接于车内换热器的第二端和压缩机之间。该设置使得热管理系统的流阻以及压力损失减小，提高了低压压力，增加了冷媒流量，有利于防止压缩机的转速受限，既可以满足制热需求，又防止出现结冰情况。还披露了一种车辆。

Description

热管理系统和车辆
本申请要求于2024年06月11日提交的、申请号为202410743162.8的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本公开涉及车辆技术领域，尤其涉及一种热管理系统和车辆。
背景技术
相关技术中，在热管理系统的制热除湿模式下，热管理系统中循环流动的冷媒流量有限，导致压缩机的转速受限，影响热管理系统的换热性能，并且存在蒸发器的温度过低并出现结冰的问题。
发明内容
本公开旨在至少解决相关技术中存在的技术问题之一。为此，本公开提出一种热管理系统，所述热管理系统的换热性能好，并且结构简单，有利于实现热管理系统的减重降本。
一种热管理系统，包括车内换热器和并联连接的第一换热器以及蒸发器，所述车内换热器的第一端用于与所述压缩机相连；所述第一换热器连接于所述车内换热器的第二端和所述压缩机之间，所述蒸发器连接于所述车内换热器的第二端和所述压缩机之间。
根据本公开一些实施例的热管理系统，通过使得第一换热器和蒸发器并联设置在车内换热器和压缩机之间，有利于减小热管理系统中的流阻以及压力损失，提高热管理系统的低压压力，从而增加热管理系统中冷媒的流量，有利于防止压缩机的转速受限，保证压缩机的性能可以得到充分的发挥，使得热管理系统可以满足制热需求，并且有利于防止因蒸发器温度过低而出现结冰的情况，此外，无需设置用于热补偿的加热件，以简化热管理系统的结构，降低热管理系统的重量以及生产成本。
根据本公开的一些实施例，所述车内换热器的第二端与所述蒸发器可选择地连通。
根据本公开的一些实施例，所述热管理系统包括第一模式和第二模式，在所述第一模式下，所述车内换热器的第二端分别与所述蒸发器以及所述第一换热器连通；在所述第二模式下，所述压缩机的排气口与所述车内换热器连通，所述车内换热器与所述蒸发器断开连通，所述车内换热器用于朝向乘员舱放热。
根据本公开的一些实施例，所述热管理系统还包括车外冷凝器，所述车外冷凝器的第一端与所述压缩机的排气口相连，所述车外冷凝器的第二端分别与所述车内换热器以及所述蒸发器相连。
根据本公开的一些实施例，所述热管理系统还包括第三模式，在所述第三模式，所述车内换热器和所述蒸发器并联连接。
根据本公开的一些实施例，所述热管理系统还包括用于与电池进行换热的至少一个第一换热件，所述至少一个第一换热件连接于所述车外冷凝器的第二端和所述压缩机之间。
根据本公开的一些实施例，所述至少一个第一换热件包括多个第一换热件，且所述多个第一换热件并联连接。
根据本公开的一些实施例，所述至少一个第一换热件的第一端与所述压缩机的排气口切换连通，所述至少一个第一换热件的第二端与所述第一换热器切换连通。
根据本公开的一些实施例，所述热管理系统还包括第四模式和第五模式，在所述第四模式下，所述至少一个第一换热件的第一端与所述车外冷凝器的第二端相连通，所述至少一个第一换热件的第二端与所述压缩机的吸气口相连通；
在所述第五模式下，所述至少一个第一换热件的第一端与所述压缩机的排气口相连通，所述至少一个第一换热件的第二端与所述第一换热器相连通。
根据本公开的一些实施例，所述热管理系统还包括第一支路，所述第一支路连接于所述车内换热器的第二端和所述压缩机的吸气口之间，所述第一支路串联有第一节流元件，所述热管理系统包括第一旁通模式，在所述第一旁通模式下，所述压缩机的排气口与所述车内换热器的第一端连通且所述第一支路导通。
根据本公开的一些实施例，所述热管理系统还包括第二支路，所述第二支路的两端分别与所述压缩机的排气口以及吸气口相连，所述第二支路串联有第二节流元件，所述热管理系统还包括第二旁通模式下，在所述第二旁通模式，所述第二支路导通。
根据本公开的一些实施例，所述热管理系统还包括第六模式，在所述第六模式，所述第一支路和所述第二支路分别导通。
根据本公开的一些实施例，所述热管理系统还包括用于对电控模块进行散热的冷却液子系统，所述冷却液子系统的冷却液能够与所述第一换热器的冷媒热交换。
根据本公开的一些实施例，所述第一换热器包括相互换热的第一冷媒支路和第一冷却液支路，所述第一冷媒支路与所述蒸发器并联，所述冷却液子系统包括：第一换热支路，所述第一换热支路与所述电控模块热交换；用于与外部环境进行热交换的散热器；多通阀，所述多通阀分别与所述第一冷却液支路、所述散热器、所述第一换热支路的两端相连，所述多通阀被配置为在切换动作时控制所述第一换热支路是否与所述散热器和所述第一冷却液支路中的至少一个连通，或者所述第一换热支路通过所述多通阀自循环。
根据本公开的一些实施例，所述热管理系统还包括第七模式和第八模式，在所述第七模式下，所述第一换热支路导通且与所述散热器断开连通；在所述第八模式下，所述第一换热支路与所述散热器相连通。
本公开还提出一种车辆。
一种车辆，包括上述的热管理系统。
由于车辆设置有上述的热管理系统，通过使得第一换热器和蒸发器并联设置在车内换热器和压缩机之间，有利于减小热管理系统中的流阻以及压力损失，提高热管理系统的低压压力，从而增加热管理系统中冷媒的流量，有利于防止压缩机的转速受限，保证压缩机的性能可以得到充分的发挥，使得热管理系统可以满足制热需求，并且有利于防止因蒸发器温度过低而出现结冰的情况，此外，还无需设置用于热补偿的加热件，以简化热管理系统的结构，降低热管理系统的重量以及生产成本。
本公开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，或通过本公开的实践了解到。
附图说明
本发明的上述和/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为根据本公开一些实施例的热管理系统的示意图；
图2为根据本公开一些实施例的热管理系统处于乘员舱制热且处于电控模块余热回收模式时的流路图；
图3为根据本公开一些实施例的热管理系统处于乘员舱制热且处于环境热量模式时的流路图；
图4为根据本公开一些实施例的热管理系统处于乘员舱制热且处于电池余热模式时的流路图；
图5为根据本公开一些实施例的热管理系统处于乘员舱制热且处于三角循环模式时的流路图；
图6为根据本公开一些实施例的热管理系统处于电池制热且处于电控模块余热回收模式时的流路图；
图7为根据本公开一些实施例的热管理系统处于电池制热且处于环境热量模式时的流路图；
图8为根据本公开一些实施例的热管理系统处于电池和乘员舱同时制热且处于电控模块余热回收模式时的流路图；
图9为根据本公开一些实施例的热管理系统处于电池和乘员舱同时制热且处于环境热量模式时的流路图；
图10为根据本公开一些实施例的热管理系统处于乘员舱制冷模式时的流路图；
图11为根据本公开一些实施例的热管理系统处于电池制冷模式时的流路图；
图12为根据本公开一些实施例的热管理系统处于电池和乘员舱同时制冷模式时的流路图；
图13为根据本公开一些实施例的热管理系统处于乘员舱除湿模式时的流路图；
图14为根据本公开一些实施例的车辆的框图。
附图标记：
热管理系统100、压缩机1、排气口11、吸气口12、
车内换热器2、
第一换热器3、第六节流元件31、
蒸发器4、第三节流元件41、
车外冷凝器5、电磁阀51、
第一换热件6、第四节流元件61、第五节流元件62、
第一支路7、第一节流元件71、
第一四通阀72、第一端口721、第二端口722、第三端口723、第四端口724、
第二支路8、第二节流元件81、第二四通阀82、第一开口821、第二开口822、第三开口823、第
四开口824、
三通阀83、第一接口831、第二接口832、第三接口833、
冷却液子系统9、第一换热支路91、电控模块92、散热器93、
多通阀94、第一口941、第二口942、第三口943、第四口944、
驱动泵95、风扇96、气液分离器10、车辆1000。
具体实施方式
下面详细描述本发明的实施例，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，仅用于解释本发明，而不能理解为对本发明的限制。
在本发明的描述中，需要理解的是，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本发明的描述中，除非另有说明，“多个”的含义是两个或两个以上。
在本发明的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本发明中的具体含义。
本公开一些实施例提供了一种热管理系统，下面参考图1描述根据本公开一些实施例的热管理系统100。
如图1所示，根据本公开一些实施例的热管理系统100，包括：压缩机1、车内换热器2、第一换热器3和蒸发器4，车内换热器2的第一端用于与压缩机1相连；第一换热器3和蒸发器4并联连接，第一换热器3连接于车内换热器2的第二端和压缩机1之间，蒸发器4连接于车内换热器2的第二端和压缩机1之间。
在一些实施例中，压缩机1排出的高温高压冷媒可以流入车内换热器2并与乘员舱内的空气换热，以对乘员舱进行加热，以实现热管理系统100对乘员舱的制热功能，第一换热器3和蒸发器4并联设置并分别连接在车内换热器2的第二端和压缩机1之间，换热后的冷媒温度降低并且分为两路分别流向第一换热器3和蒸发器4。
流入第一换热器3的部分冷媒可以在第一换热器3处吸收热量，冷媒吸热后其温度和压力提高，并进一步流回压缩机1中，此外，蒸发器4可以用于与乘员舱内的空气换热，流入蒸发器4中的部分冷媒在蒸发器4处吸收乘员舱的热量，乘员舱内的水蒸气可以在蒸发器4处冷凝，从而实现热管理系统100的除湿功能，在蒸发器4处吸热后的冷媒流回压缩机1。
相关技术中，在热管理系统的制热除湿模式下，第一换热器与蒸发器串联设置，热管理系统中循环流动的冷媒流量有限，导致压缩机的转速受限，影响热管理系统的换热性能，并且存在蒸发器温度过低并出现结冰的问题。
本公开一些实施例中的热管理系统100，通过使得第一换热器3和蒸发器4并联设置，并且第一换热器3和蒸发器4分别连接在车内换热器2和压缩机1之间，以使得自车内换热器2流出的冷媒一部分流入蒸发器4中对乘员舱进行除湿，另一部分冷媒流入第一换热器3中吸收热量，以提高压缩机1的进气温度，有利于减小热管理系统100中的流阻以及压力损失，提高热管理系统100的低压压力，从而增加热管理系统100中冷媒的流量，避免因热管理系统100中压力过低引发蒸发器4的保护，从而防止压缩机1的转速受限，保证压缩机1的性能可以得到充分的发挥，使得热管理系统100可以满足制热需求，并且有利于防止因蒸发器4温度过低而出现结冰的情况，此外，无需设置用于热补偿的加热件，以简化热管理系统100的结构，降低热管理系统100的重量以及生产成本。
根据本公开一些实施例的热管理系统100，通过使得第一换热器3和蒸发器4并联设置在车内换热器2和压缩机1之间，有利于减小热管理系统100中的流阻以及压力损失，提高热管理系统100的低压压力，从而增加热管理系统100中冷媒的流量，有利于防止压缩机1的转速受限，保证压缩机1的性能可以得到充分的发挥，使得热管理系统100可以满足制热需求，并且有利于防止因蒸发器4温度过低而出现结冰的情况，此外，无需设置用于热补偿的加热件，以简化热管理系统100的结构，降低热管理系统100的重量以及生产成本。
在本公开的一些实施例中，车内换热器2的第二端与蒸发器4可选择地连通。
当乘员舱有换热需求并且车内换热器2与蒸发器4相连通时，可以实现热管理系统100的制热除湿模式，冷媒流经车内换热器2并向乘员舱内放热，换热后的冷媒的一部分流入第一换热器3中吸收热量并进一步流回压缩机1，另一部分流入蒸发器4对乘员舱进行吸热并使得乘员舱内的水蒸气在蒸发器4处冷凝，实现热管理系统100的制热除湿模式。
在一些实施例中，当无需对乘员舱进行除湿时，车内换热器2可以不与蒸发器4相连通，车内换热器2可以直接作为车内冷凝器使用，冷媒流经车内换热器2时可以向乘员舱内放热以实现热管理系统100对乘员舱的制热。
在本公开的一些实施例中，热管理系统100包括第一模式和第二模式，在第一模式下，车内换热器2的第二端分别与蒸发器4和第一换热器3连通；在第二模式下，压缩机1的排气口11与车内换热器2连通，车内换热器2与蒸发器4断开连通，车内换热器2用于朝向乘员舱放热。
例如，第一模式可以为制热除湿模式，第二模式可以为乘员舱制热模式。
当车内换热器2的第一端与压缩机1相连通时，冷媒流经车内换热器2并向乘员舱内放热，此外，车内换热器2的第二端分别与蒸发器4和第一换热器3相连通，换热后的冷媒的一部分流入第一换热器3中吸收热量并进一步流回压缩机1，另一部分流入蒸发器4对乘员舱进行吸热，并使得乘员舱内的水蒸气在蒸发器4处冷凝，实现热管理系统100的制热除湿模式，即热管理系统100的第一模式。
进一步地，当压缩机1的排气口11与车内换热器2连通时，车内换热器2不与蒸发器4相连通，车内换热器2可以直接作为车内冷凝器使用，冷媒流经车内换热器2时可以向乘员舱内放热以实现热管理系统100对乘员舱的制热模式，即热管理系统100的第二模式。
在本公开的一些实施例中，如图1所示，热管理系统100还包括车外冷凝器5，车外冷凝器5的第一端与压缩机1的排气口11相连，车外冷凝器5的第二端分别与车内换热器2和蒸发器4相连。
压缩机1排出的高温高压冷媒流入车外冷凝器5中并向外界环境中放热，以降低冷媒的温度，提高冷媒的散热效果，从而可以提高热管理系统100的制冷效果，并且冷媒自压缩机1排出后先经过车外冷凝器5可以有效降低热管理系统100的压力损失和能量损失，保证热管理系统100的换热效果。
进一步地，降温后的冷媒自车外冷凝器5流出后分为两路，一部分冷媒流入车内换热器2中吸收乘员舱内的温度，以降低乘员舱内的温度，实现对乘员舱的制冷，另一部分冷媒流入蒸发器4中并吸收乘员舱内的温度，以进一步降低乘员舱内的温度，实现对乘员舱的高效制冷。
在本公开的一些实施例中，如图1所示，车外冷凝器5与压缩机1的排气口11之间设置有电磁阀51，通过控制电磁阀51的启闭以控制冷媒选择性地流入车外冷凝器5中，当热管理系统100处于制冷模式时，电磁阀51开启，冷媒可以流入车外冷凝器5中向外界环境散热，从而降低冷媒的温度，当无需制冷时，电磁阀51关闭，冷媒无法流入车外冷凝器5中，从而避免冷媒向外界环境中散热。
在本公开的一些实施例中，热管理系统100还包括第三模式，在第三模式下，车内换热器2和蒸发器4并联连接。
例如，第三模式可以为乘员舱制冷模式。
例如，车内换热器2与蒸发器4并联连接，自车外冷凝器5流出的冷媒可以选择性地流入车内换热器2和蒸发器4中，例如，自车外冷凝器5流出的冷媒可以单独流入车内换热器2或蒸发器4中吸收乘员舱的热量，以实现对乘员舱的制冷。
自车外冷凝器5流出的冷媒可以同时流入车内换热器2和蒸发器4中，以同时吸收乘员舱的热量，实现对乘员舱的高效制冷。
可以理解的是，第三模式可包括不同等级的乘员舱制冷模式。
由此，通过使得车内换热器2和蒸发器4并联连接，可以实现热管理系统100对乘员舱不同等级的制冷，提高热管理系统100的功能性，例如，当乘员舱的制冷需求较小时，自车外冷凝器5流出的冷媒可以流入车内换热器2或蒸发器4中的一个以对乘员舱进行制冷，满足用户的使用需求的同时可以节省热管理系统100的能耗；当乘员舱的制冷需求较大时，自车外冷凝器5流出的冷媒可以同时流入车内换热器2和蒸发器4中并同时对乘员舱进行制冷，实现热管理系统100对乘员舱的高效制冷，满足用户的使用需求。
在本公开的一些实施例中，蒸发器4的进液端设置有第三节流元件41，冷媒自车外冷凝器5流入蒸发器4的过程中流经第三节流元件41，第三节流元件41可以对冷媒进行节流降压，以降低流入蒸发器4的冷媒的温度，从而提高对乘员舱的制冷效果。
在本公开的一些实施例中，如图1所示，热管理系统100还包括用于与电池进行换热的至少一个第一换热件6，至少一个第一换热件6连接于车外冷凝器5的第二端和压缩机1之间。
例如，至少一个第一换热件6可以与车外冷凝器5的第二端和压缩机1的吸气口12相连通，压缩机1排出的高温高压冷媒流入车外冷凝器5并向外界环境放热，放热后的冷媒温度降低并流入至少一个第一换热件6中以在至少一个第一换热件6处吸收电池的热量，从而实现对电池的制冷，防止电池过热而产生安全隐患，吸收电池热量后的冷媒温度升高并通过压缩机1的吸气口12流回压缩机1。
在一些实施例中，至少一个第一换热件6可以与车内换热器2并联设置，使得冷媒可以同时分别流入至少一个第一换热件6和车内换热器2中，以使得热管理系统100可以选择性地对电池和乘员舱换热，提高热管理系统100的功能性；至少一个第一换热件6也可以与车内换热器2串联设置，使得冷媒可以依次流经车内换热器2和至少一个第一换热件6中，以简化热管理系统100中的管路设置，有利于实现热管理系统100的小型化设计，在本公开图1所示的实施例中至少一个第一换热件6与车内换热器2并联设置，至少一个第一换热件6与车内换热器2的布置方式可以根据实际生产要求确定，在此不做限定。
在本公开的一些实施例中，至少一个第一换热件6包括多个第一换热件6，且多个第一换热件6并联连接。
例如，多个第一换热件6均用于与电池进行换热，有利于提高电池的换热效率，并且多个第一换热件6并联连接，冷媒可以选择性地流入多个第一换热件6中的一个或多个中，以根据电池的换热需求对电池进行不同等级换热效率的换热，提高热管理系统100的功能性，并且在满足电池换热需求的同时有利于节省热管理系统100的能耗。
此外，通过设置多个第一换热件6，以提高热管理系统100可以容纳的冷媒量，从而提高热管理系统100的换热能力，并且第一换热件6还可以用于储存冷媒，根据热管理系统100的换热需求向热管理系统100中释放不同量的冷媒，从而保证热管理系统100内循环流动的冷媒量可以与热管理系统100的换热需求适配，保证热管理系统100的工作效率。
需要说明的是，第一换热件6的数量可以为一个、两个或三个等，第一换热件6的数量设置可以根据电池以及热管理系统100的实际换热要求确定，在此不做限定。
在本公开的一些实施例中，第一换热件6的第一端与压缩机1的排气口11切换连通，第一换热件6的第二端与第一换热器3切换连通。
例如，第一换热件6的第一端可以与压缩机1的排气口11或车外冷凝器5的第二端切换连通，第一换热件6的第二端可以与压缩机1的吸气口12或第一换热器3切换连通，例如，当第一换热件6的第一端与车外冷凝器5的第二端相连通、第一换热件6的第二端与压缩机1的吸气口12连通时，热管理系统100处于对电池制冷模式。
当第一换热件6的第一端与压缩机1的排气口11相连通、第一换热件6的第二端与第一换热器3相连通时，热管理系统100处于对电池制热模式，压缩机1排出的高温高压冷媒可以流入第一换热件6中并向电池放热，以提高电池的温度，在第一换热件6处放热后的冷媒温度降低并进一步流入第一换热器3中吸收热量，吸热后的冷媒温度升高并进一步通过压缩机1的吸气口12流回压缩机1。
在本公开的一些实施例中，热管理系统还包括第四模式和第五模式，在第四模式下，第一换热件6的第一端与车外冷凝器5的第二端相连通，第一换热件6的第二端与压缩机1的吸气口12相连通；在第五模式下，第一换热件6的第一端与压缩机1的排气口11相连通，第一换热件6的第二端与第一换热器3相连通。
例如，第四模式可以为电池制冷模式，第五模式可以为电池制热模式。
当第一换热件6的第一端与车外冷凝器5的第二端相连通、第一换热件6的第二端与压缩机1的吸气口12连通时，热管理系统100处于对电池制冷模式，即热管理系统100的第四模式。
当第一换热件6的第一端与压缩机1的排气口11相连通、第一换热件6的第二端与第一换热器3相连通时，热管理系统100处于对电池制热模式，即第五模式，压缩机1排出的高温高压冷媒可以流入第一换热件6中并向电池放热，以提高电池的温度，在第一换热件6处放热后的冷媒温度降低并进一步流入第一换热器3中吸收热量，吸热后的冷媒温度升高并进一步通过压缩机1的吸气口12流回压缩机1。
在本公开的一些实施例中，如图1所示，第一换热件6的两端分别设置有第四节流元件61和第五节流元件62，当热管理系统100需要对电池制冷时，自车外冷凝器5流出的冷媒流入第一换热件6的过程中流经第四节流元件61，第四节流元件61可以对冷媒进行节流降压，以进一步降低冷媒的温度，提高冷媒对电池的制冷效果。
当热管理系统100需要对电池制热时，压缩机1排出的高温高压冷媒流入第一换热件6的过程中流经第五节流元件62，第五节流元件62可以对冷媒进行节流降压，以保证冷媒可以满足第一换热件6的进口温度，避免冷媒的温度过高而无法与电池的加热需求适配。
由此，通过在第一换热件6的两端分别设置第四节流元件61和第五节流元件62，以控制第一换热件6的进出口温度，从而控制电池的进出口温度，保证电池的均温性，避免电池出现析锂问题，此外，通过控制第四节流元件61和第五节流元件62的开度以控制热管理系统100中冷媒的流量以及压力，保证热管理系统100在不同工作模式下冷媒循环量处于合适的范围，避免因冷媒循环量不合适而导致压缩机1过压缩或欠压缩，提高热管理系统100的性能，降低热管理系统100的能耗，并且有利于保证热管理系统100可以精准有效地分配能量，并且使得热管理系统100可以在不同工况下对整车能量优先级的不同进行相应的分配。
这里，析锂问题是指锂离子电池在充电过程中，锂离子无法完全嵌入负极，导致部分锂离子在负极表面析出，形成金属锂的现象。
在本公开的一些实施例中，如图1所示，热管理系统100还包括第一支路7，第一支路7连接于车内换热器2的第二端和压缩机1的吸气口12之间，第一支路7串联有第一节流元件71，热管理系统100包括第一旁通模式，在第一旁通模式下，压缩机1的排气口11与车内换热器2的第一端连通且第一支路7导通。
例如，当环境温度低，并且冷媒无法在第一换热器3处吸热时，热管理系统100可以开启第一旁通模式，在第一旁通模式下，压缩机1的排气口11排出的高温高压冷媒流向车内换热器2，并且在车内换热器2处向乘员舱内放热，第一支路7连接在车内换热器2的第二端和压缩机1的吸气口12之间，自车内换热器2流出的冷媒流入第一支路7中，第一支路7中设置有第一节流元件71，第一节流元件71可以对冷媒进行节流降压，冷媒自第一支路7通过压缩机1的吸气口12流回压缩机1内，此时压缩机1作为热源为热管理系统100供热。
通过设置第一支路7，使得冷媒在车内换热器2处与乘员舱换热后可以通过第一支路7直接流回压缩机1中，减少冷媒所流经的部件，以降低冷媒的损耗，保证压缩机1的吸气压力和吸气温度，并且在该模式下，压缩机1可以作为热源为热管理系统100稳定供热，保证热管理系统100的稳定运行，并且有利于提高热管理系统100的工作温域，提高热管理系统100的功能性。
此外，车外冷凝器5与第一支路7上的第一节流元件71相连并通过第一节流元件71与车内换热器2相连，在乘员舱制冷模式下，冷媒流入车外冷凝器5向外界环境散热后可以流经第一节流元件71，第一节流元件71可以对冷媒进行节流降压以进一步降低冷媒的温度，提高冷媒的吸热效果，使得冷媒可以在车内换热器2处充分对乘员舱吸热，提高热管理系统100对乘员舱的制冷效果。
在本公开的一些实施例中，如图1所示，热管理系统100还包括第二支路8，第二支路8的两端分别与压缩机1的排气口11和吸气口12相连，第二支路8串联有第二节流元件81，热管理系统100包括第二旁通模式，在第二旁通模式下，第二支路8导通。
例如，当环境温度低，并且冷媒无法在第一换热器3处吸热时，热管理系统100可以开启第二旁通模式，当热管理系统100处于第二旁通模式时，压缩机1的排气口11和吸气口12通过第二支路8相连通，压缩机1排出的高温高压冷媒可以流入第二支路8，第二支路8上的第二节流元件81可以对冷媒进行节流降压，而后冷媒可以自第二支路8流回压缩机1，压缩机1再次将冷媒进行加温加压并进行下一循环，当热管理系统100在第二旁通模式下运行一段时间后，压缩机1排出的冷媒温度和压力升高，有利于提高热管理系统100制热或制冷的效果。
在本公开的一些实施例中，热管理系统100还包括第六模式，在第六模式下，第一支路7和第二支路8分别导通。
例如，当环境温度低，并且冷媒无法在第一换热器3处吸热时，热管理系统100可以开启三角循环模式，即第六模式，此时，压缩机1可以作为热源提供热量，例如，压缩机1的排气口11排出的高温高压冷媒的一部分流向车内换热器2，并且在车内换热器2处向乘员舱内放热，自车内换热器2流出的冷媒流入第一支路7中，第一节流元件71可以对冷媒进行节流降压，冷媒自第一支路7通过压缩机1的吸气口12流回压缩机1内，此外，压缩机1排气口11排出的另一部分高温高压冷媒流向第二支路8，第二支路8上的第二节流元件81可以对冷媒进行节流降压，而后冷媒可以自第二支路8流回压缩机1，并且自第一支路7和第二支路8流出的冷媒可以在流入压缩机1前汇流，保证压缩机1的吸气压力和吸气温度，提高系统中冷媒的流量的同时保证热管理系统100可以稳定运行。
在本公开的一些实施例中，如图1所示，第一支路7上设置有第一四通阀72，第一四通阀72设置在第一节流元件71与压缩机1的吸气口12之间，并且第一四通阀72的第一端口721与车内换热器2的第二端相连，第二端口722与第一节流元件71相连，第三端口723与压缩机1的吸气口12相连，第四端口724与蒸发器4相连。
进一步地，第二支路8上串联设置有三通阀83和第二四通阀82，第二四通阀82串联设置在三通阀83与第二节流元件81之间，第一接口831与压缩机1的排气口11相连，三通阀83的第二接口832与第二四通阀82的第一开口821相连，第三接口833与车内换热器2的第一端相连，第二四通阀82的第二开口822与第二节流元件81相连，第三开口823与压缩机1的吸气口12相连，第四开口824与第一换热件6相连。
由此，通过切换三通阀83、第一四通阀72和第二四通阀82的各个口之间的连通状态，以切换冷媒在热管理系统100中的流动路径，从而切换热管理系统100的工作模式，并且可以提高热管理系统100的集成度，减少热管理系统100中管路和阀体的设置，有利于实现热管理系统100的小型化设计，并且可以进一步实现对热管理系统100的减少重量和降低成本。
在本公开的一些实施例中，如图1所示，热管理系统100还包括用于对电控模块92进行散热的冷却液子系统9，冷却液子系统9的冷却液可与第一换热器3的冷媒热交换。
例如，冷却液子系统9内填充有冷却液，冷却液可以吸收电控模块92的热量以对电控模块92进行散热，与此同时，吸热后的冷却液可以与第一换热器3中的冷媒进行热交换，冷媒在第一换热器3处可以吸收冷却液的热量，从而提高冷媒的温度，保证冷媒流入压缩机1时压缩机1的吸气压力和吸气温度，此外，冷却液的温度降低，可以有效保证冷却液对电控模块92的换热效果，保证电控模块92的散热效率。
在本公开的一些实施例中，第一换热器3包括相互换热的第一冷媒支路和第一冷却液支路，第一冷媒支路与蒸发器4并联，如图1所示，冷却液子系统9包括第一换热支路91、散热器93以及多通阀94，第一换热支路91与电控模块92热交换，散热器93用于与外部环境进行热交换，多通阀94分别与第一冷却液支路、散热器93、第一换热支路91的两端相连，多通阀94用于在切换动作时控制第一换热支路91是否与散热器93以及第一冷却液支路中的至少一个连通或者第一换热支路91通过多通阀94自循环。
例如，多通阀94的第一口941与第一冷却液支路相连，第二口942和第四口944分别与第一换热支路91的两端相连，第三口943与散热器93相连，通过切换多通阀94的多个口之间的连通状态，以调节冷却液子系统9的工作模式。
进一步地，驱动泵95设置在第一换热支路91上，驱动泵95用于驱动冷却液在冷却液子系统9中循环流动，第一换热支路91经过电控模块92，冷却液可以通过第一换热支路91与电控模块92换热并吸收电控模块92的热量，当多通阀94的第一口941和第四口944相连通时，第一换热支路91与第一冷却液支路相连通，冷却液吸收电控模块92的热量后流入第一冷却液支路中，并在第一冷却液支路处与第一冷媒支路内的冷媒换热，冷媒通过冷却液吸收电控模块92产生的热量以及电机堵转产生的热量，实现冷却液子系统9的余热回收模式，回收后的热量可以用于热管理系统100对乘员舱或电池换热，提高热管理系统100的能量利用率、降低热管理系统100的能耗，此外，还有利于保证压缩机1的吸气温度和吸气压力，与冷却液换热后的冷媒流回压缩机1中，压缩机1将冷媒加温加压后排出，以进行下一换热循环。
当多通阀94切换至第二口942和第四口944连通时，冷却液在第一换热支路91中循环流动，并且不与外界产生热交换，以实现冷却液子系统9的保温模式。
当多通阀94的第二口942和第三口943相连通时，第一换热支路91的部分管路与散热器93相连通，冷却液在第一换热支路91中可以通过第二口942和第三口943流向散热器93，冷却液可以通过散热器93与外界环境中的空气换热以降低自身温度，降温后的冷却液可以吸收电控模块92的热量，以实现冷却液子系统9的冷却模式。
在该冷却液子系统9的冷却模式下，冷却液无需经过第一冷却液支路，可以有效避免冷却液子系统9在高温工况下冷却液流入第一冷却液支路时因流阻大而影响冷却液对电控模块92的散热效果，提高电控模块92的散热效率。
此外，如图1所示，冷却液子系统9还设置有风扇96，风扇96可以驱动外界环境中的空气形成气流，并且气流可以与散热器93中的冷却液换热，以提高冷却液的散热效率。
当多通阀94的第一口941和第四口944相连通，并且第二口942和第三口943连通时，冷却液分别流经电控模块92以及散热器93，冷却液可以吸收电控模块92的热量，与此同时，冷却液在散热器93处可以吸收外界环境中的热量，吸热后的冷却液流入第一冷却液支路中并与第一冷媒支路中的冷媒进行换热，冷媒可以分别吸收来自电控模块92以及外界环境中的热量，实现热管理系统100的环境热量模式。
例如，第一换热器3可以被构造为板式换热器。
在本公开的一些实施例中，热管理系统100还包括第七模式和第八模式，在第七模式下，第一换热支路91导通且与散热器93断开连通；在第八模式下，第一换热支路91与散热器93相连通。
例如，第七模式可以为冷却液子系统9的余热回收模式，第八模式可以为冷却液子系统9的冷却模式。
在第七模式下，当多通阀94的第一口941和第四口944相连通，第一换热支路91与第一冷却液支路相连通，冷却液吸收电控模块92的热量后流入第一冷却液支路中，并在第一冷却液支路处与第一冷媒支路内的冷媒换热，冷媒通过冷却液吸收电控模块92产生的热量以及电机堵转产生的热量，即实现冷却液子系统9的余热回收模式。
在第八模式下，即上述的冷却液子系统9的冷却模式，多通阀94的第二口942和第三口943相连通，第一换热支路91的部分管路与散热器93相连通，冷却液在第一换热支路91中可以通过第二口942和第三口943流向散热器93，冷却液可以通过散热器93与外界环境中的空气换热以降低自身温度，降温后的冷却液可以吸收电控模块92的热量，从而实现对电控模块92的降温。
在本公开的一些实施例中，如图1所示，第一冷媒支路的入口端设置有第六节流元件31，第六节流元件31可以对流向第一冷媒支路的冷媒进行节流降压，以降低冷媒的温度，提高冷媒的吸热能力，以提高冷媒与第一冷却液支路中的冷却液换热的效果，从而有利于提高电控模块92的散热效率。
需要说明的是，第一节流元件71、第二节流元件81、第三节流元件41、第四节流元件61、第五节流元件62以及第六节流元件31均可以配置为电子膨胀阀。
在本公开的一些实施例中，如图1所示，压缩机1的吸气口12处设置有气液分离器10，流向压缩机1吸气口12的冷媒需要经过气液分离器10，气液分离器10可将冷媒进行气液分离，防止液态冷媒进入压缩机1而导致压缩机1产生液击问题。
下面结合图1描述本公开一些实施例的热管理系统100的工作模式以及不同模式下的工作过程。
一、热管理系统100处于制热模式
1.乘员舱制热模式：
(1.1)电控模块余热回收模式：如图2所示，压缩机1压缩冷媒成为高温高压的气态冷媒，高温高压的气态冷媒经过三通阀83的第一接口831和第三接口833流入车内换热器2中，高温高压的气态冷媒向车内鼓风机吹出的气流放出大量的热，气流的温度升高变为暖气流，暖气流通过风道和进风口进入乘员舱以对乘员舱进行加热，放热后的冷媒经过第六节流元件31，第六节流元件31将冷媒节流降压为气液混合态，而后冷媒流入第一冷媒支路中。
此时，冷却液子系统9中多通阀94的第一口941和第四口944相连通，第一换热支路91与第一冷却液支路相连通，驱动泵95驱动冷却液循环流动，冷却液吸收电控模块92的热量后流入第一冷却液支路中，并在第一冷却液支路处与第一冷媒支路内的冷媒换热，冷媒通过冷却液吸收电控模块92(如电机、电控等)工作时产生的余热或主动堵转产生的热量并再次变为气态冷媒，气态冷媒自第一换热器3中流出后流入气液分离器10中并经过气液分离器10进入压缩机1，压缩机1再次将冷媒加温加压以进行下一换热循环。
第一四通阀72、第二四通阀82、第一节流元件71、第二节流元件81、第三节流元件41、第四节流元件61以及第五节流元件62处于关闭状态。
(1.2)环境热量模式：当环境温度在非极低温的条件下，例如，早春或秋季等微凉时节，热管理系统100可以从外界环境以及电控模块92中吸收热量进行利用。
如图3所示，压缩机1将冷媒压缩为高温高压的气态冷媒，高温高压的气态冷媒经过三通阀83的第一接口831和第三接口833流入车内换热器2中，高温高压的气态冷媒向车内鼓风机吹出的气流放出大量的热，气流的温度升高变为暖气流，暖气流通过风道和进风口进入乘员舱以对乘员舱进行加热，放热后的冷媒经过第六节流元件31，第六节流元件31将冷媒节流降压为气液混合态，而后冷媒流入第一冷媒支路中。
多通阀94的第一口941和第四口944相连通，并且第二口942和第三口943连通，驱动泵95驱动冷却液循环流动，冷却液分别流经电控模块92以及散热器93，冷却液可以吸收电控模块92的热量，与此同时，冷却液在散热器93处可以吸收外界环境中的热量，吸热后的冷却液流入第一冷却液支路中并与第一冷媒支路中的冷媒进行换热，冷媒可以分别吸收来自电控模块92以及外界环境中的热量，冷媒通过冷却液吸收电控模块92(如电机、电控等)工作时产生的余热以及环境热量并再次变为气态冷媒，气态冷媒自第一换热器3中流出后流入气液分离器10中并经过气液分离器10进入压缩机1，压缩机1再次将冷媒加温加压以进行下一换热循环。
第一四通阀72、第二四通阀82、第一节流元件71、第二节流元件81、第三节流元件41、第四节流元件61以及第五节流元件62处于关闭状态。
(1.3)电池余热模式：当乘员舱有制热需求，电池由于充电或高速行车等因素而处于较高的温度水平时，由于电池的体积和比热容较大，因此，电池存在较多的热量，并且可以作为乘员舱加热的热源。
如图4所示，压缩机1将冷媒压缩为高温高压的气态冷媒，高温高压的气态冷媒经过三通阀83的第一接口831和第三接口833流入车内换热器2中，高温高压的气态冷媒向车内鼓风机吹出的气流放出大量的热，气流的温度升高变为暖气流，暖气通过风道和进风口进入乘员舱以对乘员舱进行加热。
换热后的冷媒经过第四节流元件61节流降压后进入第一换热件6中并吸收电池的热量，而后冷媒经过第五节流元件62以及第二四通阀82的第三开口823和第四开口824后进入气液分离器10中，气液分离器10将冷媒进行气液分离后冷媒进入压缩机1，压缩机1再次将冷媒加温加压以进行下一换热循环。
第一四通阀72、电磁阀51、第一节流元件71、第二节流元件81、第三节流元件41以及第六节流元件31处于关闭状态。
此外，冷却液子系统9可以根据整车热管理需求选择相应的工作模式，例如：冷却液子系统9可以处于保温模式或冷却模式等。
(1.4)三角循环模式：当环境温度极低，热管理系统100具有制热需求但冷媒无法通过冷却液吸收热量时，可以通过三角循环模式进行制热，冷媒无需通过冷却液进行吸热，而通过第一支路7和第二支路8保持压缩机1的吸气压力，提高热管理系统100中的循环流量，此外，还可以保证热管理系统100可以稳定运行，此时，压缩机1作为热源为乘员舱提供热量。
如图5所示，压缩机1排出的高温高压冷媒经过三通阀83后分为两路，一部分冷媒通过第一接口831和第三接口833流入车内换热器2中对乘员舱进行放热，放热后的冷媒流入第一支路7中并经过第一节流元件71节流降压，而后冷媒经过第一四通阀72的第二端口722和第三端口723流入气液分离器10中。
另一部分冷媒通过三通阀83的第一接口831和第二接口832流入第二支路8中，并通过第二四通阀82的第一开口821和第二开口822流向第二节流元件81，第二节流元件81可以对冷媒进行节流降压为低压高温的气态冷媒，而后此部分冷媒流入气液分离器10中。
两路冷媒在进入气液分离器10前汇流，以提高压缩机1的吸气压力和吸气温度，保证压缩机1可以稳定运行产热，两路冷媒混合后经过气液分离器10后流入压缩机1，压缩机1再次将冷媒进行加温加压，以进行下一换热循环。
此外，冷却液子系统9可以根据整车热管理需求选择相应的工作模式，例如：冷却液子系统9可以处于保温模式或冷却模式等。
2.电池制热模式(即当电池温度达到制热开启触发点而乘员舱无采暖需求)：
(2.1)电控模块余热回收模式：
如图6所示，压缩机1将冷媒压缩为高温高压状态，高温高压的气态冷媒自压缩机1的排气口11排出，并依次通过三通阀83的第一接口831和第二接口832以及第二四通阀82的第一开口821和第四开口824流向第五节流元件62，而后冷媒流入第一换热件6并将热量传递至电池以加热电池，换热后的冷媒依次流经第四节流元件61和第六节流元件31后流入第一冷媒支路中。
此时，冷却液子系统9中多通阀94的第一口941和第四口944相连通，第一换热支路91与第一冷却液支路相连通，驱动泵95驱动冷却液循环流动，冷却液吸收电控模块92的热量后流入第一冷却液支路中，并在第一冷却液支路处与第一冷媒支路内的冷媒换热，冷媒通过冷却液吸收电控模块92(如电机、电控等)工作时产生的余热或主动堵转产生的热量并再次变为气态冷媒，气态冷媒自第一换热器3中流出后流入气液分离器10中并经过气液分离器10进入压缩机1，压缩机1再次将冷媒加温加压以进行下一换热循环。
电磁阀51、第一节流元件71、第二节流元件81、第三节流元件41以及第一四通阀72处于关闭状态。
(2.2)环境热量模式：
如图7所示，压缩机1将冷媒压缩为高温高压状态，高温高压的气态冷媒自压缩机1的排气口11排出，并依次通过三通阀83的第一接口831和第二接口832以及第二四通阀82的第一开口821和第四开口824流向第五节流元件62，而后冷媒流入第一换热件6并将热量传递至电池以加热电池，换热后的冷媒依次流经第四节流元件61和第六节流元件31后流入第一冷媒支路中。
多通阀94的第一口941和第四口944相连通，并且第二口942和第三口943连通，驱动泵95驱动冷却液循环流动，冷却液同时流经电控模块92以及散热器93，冷却液可以吸收电控模块92的热量，同时冷却液在散热器93处可以吸收外界环境中的热量，吸热后的冷却液流入第一冷却液支路中并与第一冷媒支路中的冷媒进行换热，冷媒可以同时吸收来自电控模块92以及外界环境中的热量，冷媒通过冷却液吸收电控模块92(如电机、电控等)工作时产生的余热以及环境热量并再次变为气态冷媒，气态冷媒自第一换热器3中流出后流入气液分离器10中并经过气液分离器10进入压缩机1，压缩机1再次将冷媒加温加压以进行下一换热循环。
电磁阀51、第一节流元件71、第二节流元件81、第三节流元件41以及第一四通阀72处于关闭状态。
3.电池和乘员舱同时制热模式：
(3.1)电控模块余热回收模式：
如图8所示，压缩机1将冷媒压缩为高温高压状态，高温高压的气态冷媒自压缩机1的排气口11排出，三通阀83的第一接口831和第二接口832连通，并且三通阀83的第一接口831和第三接口833连通，高温高压的冷媒经过三通阀83后分为两路，一部分冷媒依次通过三通阀83的第一接口831和第二接口832以及第二四通阀82的第一开口821和第四开口824流向第五节流元件62，而后冷媒流入第一换热件6并将热量传递至电池以加热电池，而后冷媒经过第四节流元件61并流向第六节流元件31。
另一部分冷媒经过三通阀83的第一接口831和第三接口833流入车内换热器2中，高温高压的气态冷媒向车内鼓风机吹出的气流放出大量的热，气流的温度升高变为暖气流，暖气流通过风道和进风口进入乘员舱以对乘员舱进行加热，换热后的冷媒流向第六节流元件31。
两部分冷媒换热后在流经第六节流元件31前汇流而后共同流向第六节流元件31，并在经过第六节流元件31后流向第一冷媒支路。
此时，冷却液子系统9中多通阀94的第一口941和第四口944相连通，第一换热支路91与第一冷却液支路相连通，驱动泵95驱动冷却液循环流动，冷却液吸收电控模块92的热量后流入第一冷却液支路中，并在第一冷却液支路处与第一冷媒支路内的冷媒换热，冷媒通过冷却液吸收电控模块92(如电机、电控等)工作时产生的余热或电机主动堵转产生的热量并再次变为气态冷媒，气态冷媒自第一换热器3中流出后流入气液分离器10中并经过气液分离器10进入压缩机1，压缩机1再次将冷媒加温加压以进行下一换热循环。
电磁阀51、第一节流元件71、第二节流元件81、第三节流元件41以及第一四通阀72处于关闭状态。
(3.2)环境热量模式：
如图9所示，压缩机1将冷媒压缩为高温高压状态，高温高压的气态冷媒自压缩机1的排气口11排出，三通阀83的第一接口831和第二接口832连通，并且三通阀83的第一接口831和第三接口833连通，高温高压的冷媒经过三通阀83后分为两路，一部分冷媒依次通过三通阀83的第一接口831和第二接口832以及第二四通阀82的第一开口821和第四开口824流向第五节流元件62，而后冷媒流入第一换热件6并将热量传递至电池以加热电池，而后冷媒经过第四节流元件61并流向第六节流元件31。
另一部分冷媒经过三通阀83的第一接口831和第三接口833流入车内换热器2中，高温高压的气态冷媒向车内鼓风机吹出的气流放出大量的热，气流的温度升高变为暖气流，暖气通过风道和进风口进入乘员舱以对乘员舱进行加热，换热后的冷媒流向第六节流元件31。
两部分冷媒换热后在流经第六节流元件31前汇流而后共同流向第六节流元件31，并经过第六节流元件31后流向第一冷媒支路。
多通阀94的第一口941和第四口944相连通，同时第二口942和第三口943连通，驱动泵95驱动冷却液循环流动，冷却液同时流经电控模块92以及散热器93，冷却液可以吸收电控模块92的热量，与此同时，冷却液在散热器93处可以吸收外界环境中的热量，吸热后的冷却液流入第一冷却液支路中并与第一冷媒支路中的冷媒进行换热，冷媒可以同时吸收来自电控模块92以及外界环境中的热量，冷媒通过冷却液吸收电控模块92(如电机、电控等)工作时产生的余热或主动堵转产生的热量以及环境热量并再次变为气态冷媒，气态冷媒自第一换热器3中流出后流入气液分离器10中并经过气液分离器10进入压缩机1，压缩机1再次将冷媒加温加压以进行下一换热循环。
电磁阀51、第一节流元件71、第二节流元件81、第三节流元件41以及第一四通阀72处于关闭状态。
二、热管理系统100处于制冷模式：
1.仅乘员舱制冷模式：
参照图10，压缩机1将冷媒压缩为高温高压的气态，冷媒经过电磁阀51后流入车外冷凝器5中并向外界环境释放大量的热，冷媒的温度降低，而后冷媒分流，一部分冷媒经过第三节流元件41，第三节流元件41将冷媒进行节流降压，冷媒通过第三节流元件41后流入车内蒸发器4中并吸收乘员舱的热量，从而对乘员舱进行制冷，在蒸发器4处换热后的冷媒流向气液分离器10。
另一部分冷媒流向第一节流元件71，第一节流元件71对该部分冷媒进行节流降压，冷媒通过第一节流元件71后进入车内换热器2中，并在车内换热器2处吸收乘员舱的热量，以同时对乘员舱进行制冷，在车内换热器2处换热后的冷媒依次通过三通阀83的第三接口833和第二接口832、第二四通阀82的第一开口821和第二开口822后经过第二节流元件81，而后该部分冷媒流向气液分离器10。
气液分离器10将冷媒进行气液分离后冷媒流入压缩机1，压缩机1再次将冷媒进行加温加压以进行下一换热循环。
第一四通阀72、第四节流元件61、第五节流元件62以及第六节流元件31关闭。
需要说明的是，上述蒸发器4所在的流路和车内换热器2所在的流路可以选择性地开启一条或同时开启，以实现对乘员舱不同等级的制冷，满足乘员舱不同程度的制冷需求，提高热管理系统100的功能性。
可以理解的是，可以通过控制第三节流元件41的启闭控制蒸发器4所在的流路的通断；可以通过控制第一节流元件71以及三通阀83的启闭控制车内换热器2所在的流路的通断。
此外，冷却液子系统9可以根据整车热管理需求选择相应的工作模式，例如：冷却液子系统9可以处于保温模式或冷却模式等。
2.仅电池制冷模式：
参照图11，压缩机1将冷媒压缩为高温高压的气态，冷媒经过电磁阀51后流入车外冷凝器5中并向外界环境释放大量的热，冷媒的温度降低，而后冷媒流经第一四通阀72的第一端口721和第四端口724，并进一步流向第四节流元件61，第四节流元件61可以将冷媒进行节流降压，节流降压后的冷媒流入第一换热件6中并吸收电池的热量，从而实现热管理系统100对电池的制冷，吸热后的冷媒流经第五节流元件62并经过第二四通阀82的第三开口823和第四开口824流入气液分离器10中，气液分离器10将冷媒进行气液分离，而后冷媒流回压缩机1中，压缩机1再次对冷媒进行加温加压，以进行下一换热循环。
三通阀83、第一节流元件71、第二节流元件81、第三节流元件41以及第六节流元件31关闭。
冷却液子系统9可以根据整车热管理需求选择相应的工作模式，例如：冷却液子系统9可以处于保温模式或冷却模式等。
3.乘员舱和电池同时制冷模式：
如图12所示，压缩机1将冷媒压缩为高温高压的气态，冷媒经过电磁阀51后流入车外冷凝器5中并向外界环境释放大量的热，冷媒的温度降低，而后冷媒分流并分为三路，第一部分冷媒经过第三节流元件41，第三节流元件41将冷媒进行节流降压，冷媒通过第三节流元件41后流入车内蒸发器4中并吸收乘员舱的热量，从而对乘员舱进行制冷，在蒸发器4处换热后的冷媒流向气液分离器10。
第二部分冷媒流向第一节流元件71，第一节流元件71对该部分冷媒进行节流降压，冷媒通过第一节流元件71后进入车内换热器2中，并在车内换热器2处吸收乘员舱的热量，以同时对乘员舱进行制冷，在车内换热器2处换热后的冷媒依次通过三通阀83的第二接口832和第三接口833、第二四通阀82的第一开口821和第二开口822后经过第二节流元件81，而后该部分冷媒流向气液分离器10。
需要说明的是，上述蒸发器4所在的流路和车内换热器2所在的流路可以选择性地开启一条或同时开启，以实现对乘员舱不同等级的制冷，满足乘员舱不同程度的制冷需求，提高热管理系统100的功能性。
可以理解的是，可以通过控制第三节流元件41的启闭控制蒸发器4所在的流路的通断；可以通过控制第一节流元件71以及三通阀83的启闭控制车内换热器2所在的流路的通断。
第三部分冷媒流经第一四通阀72的第一端口721和第四端口724，并进一步流向第四节流元件61，第四节流元件61可以将冷媒进行节流降压，节流降压后的冷媒流入第一换热件6中并吸收电池的热量，从而实现热管理系统100对电池的制冷，吸热后的冷媒流经第五节流元件62并经过第二四通阀82的第三开口823和第四开口824流入气液分离器10中。
气液分离器10将冷媒进行气液分离后冷媒流入压缩机1，压缩机1再次将冷媒进行加温加压以进行下一换热循环。
第六节流元件31处于关闭状态。
冷却液子系统9可以根据整车热管理需求选择相应的工作模式，例如：冷却液子系统9可以处于保温模式或冷却模式等。
三、热管理系统100处于乘员舱除湿模式：
在春秋季环境温度较低时，乘员舱具有除湿需求，即热管理系统100既需要对乘员舱制冷以去除乘员舱内的湿气，又需要对乘员舱进行制热以维持乘员舱的温度，在该模式下，热管理系统100通过车内换热器2对乘员舱进行制热，通过蒸发器4对乘员舱进行制冷除湿。
如图13所示，压缩机1排出的高温高压冷媒通过三通阀83的第一接口831和第三接口833流向车内换热器2，冷媒在车内换热器2处向乘员舱内释放热量，以实现热管理系统100对乘员舱的制热，放热后的冷媒分成两路，一部分冷媒经过第六节流元件31后流入第一冷媒支路中，并且冷媒可以吸收冷却液的热量，吸热后的冷媒自第一换热器3中流出并流向气液分离器10中。
另一部分冷媒流向第一四通阀72并经过第一端口721和第四端口724流向第三节流元件41，第三节流元件41可以对该部分冷媒进行节流降压，而后冷媒流入蒸发器4中，冷媒在蒸发器4处对乘员舱进行吸热，乘员舱内的水蒸气可以在蒸发器4处发生冷凝，从而实现热管理系统100对乘员舱的制热除湿，吸热后的冷媒自蒸发器4流向气液分离器10中。
气液分离器10将冷媒进行气液分离后冷媒流回压缩机1中，压缩机1再次将冷媒进行加温加压以进行下一换热循环。
电磁阀51、第一节流元件71、第二节流元件81、第四节流元件61、第五节流元件62以及第二四通阀82处于关闭状态。
此外，冷却液子系统9可以根据整车热管理需求选择相应的工作模式，例如：热管理系统100可以处于电控模块余热回收模式或环境热量模式。
如图14所示。根据本公开一些实施例的车辆1000，包括上述的热管理系统100。
由于车辆1000设置有上述的热管理系统100，通过使得第一换热器3和蒸发器4并联设置在车内换热器2和压缩机1之间，有利于减小热管理系统100中的流阻以及压力损失，提高热管理系统100的低压压力，从而增加热管理系统100中冷媒的流量，有利于防止压缩机1的转速受限，保证压缩机1的性能可以得到充分的发挥，使得热管理系统100可以满足制热需求，并且有利于防止因蒸发器4温度过低而出现结冰的情况，此外，无需设置用于热补偿的加热件，以简化热管理系统100的结构，降低热管理系统100的重量以及生产成本。
在本公开的一些实施例中，车辆1000设置有车内鼓风机，鼓风机吹出的气流流经车内换热器2并与车内换热器2进行换热，换热后的气流可以通过风道和出风口流入乘员舱，以提高热管理系统100对乘员舱的换热效率。
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公开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公开的实施例，本领域的普通技术人员可以理解：在不脱离本公开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，本公开的范围由权利要求及其等同物限定。

Claims (16)

  1. 一种热管理系统(100)，包括：
    车内换热器(2)，所述车内换热器(2)的第一端用于与压缩机(1)相连；
    并联连接的第一换热器(3)和蒸发器(4)，所述第一换热器(3)连接于所述车内换热器(2)的第二端和所述压缩机(1)之间，所述蒸发器(4)连接于所述车内换热器(2)的第二端和所述压缩机(1)之间。
  2. 根据权利要求1所述的热管理系统(100)，其中，所述车内换热器(2)的第二端与所述蒸发器(4)可选择地连通。
  3. 根据权利要求1或2所述的热管理系统(100)，包括第一模式和第二模式，在所述第一模式下，所述车内换热器(2)的第二端分别与所述蒸发器(4)以及所述第一换热器(3)连通；
    在所述第二模式下，所述压缩机(1)的排气口(11)与所述车内换热器(2)连通，所述车内换热器(2)与所述蒸发器(4)断开连通，所述车内换热器(2)用于朝向乘员舱放热。
  4. 根据权利要求1至3中任一项所述的热管理系统(100)，还包括车外冷凝器(5)，所述车外冷凝器(5)的第一端与所述压缩机(1)的排气口(11)相连，所述车外冷凝器(5)的第二端分别与所述车内换热器(2)以及所述蒸发器(4)相连。
  5. 根据权利要求4所述的热管理系统(100)，还包括第三模式，在所述第三模式下，所述车内换热器(2)和所述蒸发器(4)并联连接。
  6. 根据权利要求5所述的热管理系统(100)，还包括用于与电池进行换热的至少一个第一换热件(6)，所述至少一个第一换热件(6)连接于所述车外冷凝器(5)的第二端和所述压缩机(1)之间。
  7. 根据权利要求6所述的热管理系统(100)，其中，所述至少一个第一换热件(6)包括多个第一换热件(6)，且所述多个第一换热件(6)并联连接。
  8. 根据权利要求6所述的热管理系统(100)，其中，所述至少一个第一换热件(6)的第一端与所述压缩机(1)的排气口(11)切换连通，所述至少一个第一换热件(6)的第二端与所述第一换热器(3)切换连通。
  9. 根据权利要求8所述的热管理系统(100)，还包括第四模式和第五模式，在所述第四模式下，所述至少一个第一换热件(6)的第一端与所述车外冷凝器(5)的第二端相连通，所述至少一个第一换热件(6)的第二端与所述压缩机(1)的吸气口(12)相连通；
    在所述第五模式下，所述至少一个第一换热件(6)的第一端与所述压缩机(1)的排气口(11)相连通，所述至少一个第一换热件(6)的第二端与所述第一换热器(3)相连通。
  10. 根据权利要求1至9中任一项所述的热管理系统(100)，还包括第一支路(7)，所述第一支路(7)连接于所述车内换热器(2)的第二端和所述压缩机(1)的吸气口(12)之间，所述第一支路(7)串联有第一节流元件(71)，所述热管理系统(100)包括第一旁通模式，在所述第一旁通模式下，所述压缩机(1)的排气口(11)与所述车内换热器(2)的第一端连通且所述第一支路(7)导通。
  11. 根据权利要求10所述的热管理系统(100)，还包括第二支路(8)，所述第二支路(8)的两端分别与所述压缩机(1)的排气口(11)以及吸气口(12)相连，所述第二支路(8)串联有第二节流元件(81)，所述热管理系统(100)还包括第二旁通模式，在所述第二旁通模式下，所述第二支路(8)导通。
  12. 根据权利要求11所述的热管理系统(100)，还包括第六模式，在所述第六模式下，所述第一支路(7)和所述第二支路(8)分别导通。
  13. 根据权利要求1至12中任一项所述的热管理系统(100)，还包括用于对电控模块(92)进行散热的冷却液子系统(9)，所述冷却液子系统(9)的冷却液能够与所述第一换热器(3)的冷媒热交换。
  14. 根据权利要求13所述的热管理系统(100)，其中，所述第一换热器(3)包括相互换热的第一冷媒支路和第一冷却液支路，所述第一冷媒支路与所述蒸发器(4)并联，所述冷却液子系统(9)包括：
    第一换热支路(91)，所述第一换热支路(91)与所述电控模块(92)热交换；
    用于与外部环境进行热交换的散热器(93)；以及
    多通阀(94)，所述多通阀(94)分别与所述第一冷却液支路、所述散热器(93)、所述第一换热支路(91)的两端相连，所述多通阀(94)被配置为在切换动作时控制所述第一换热支路(91)是否与所述散热器(93)和所述第一冷却液支路中的至少一个连通，或者所述第一换热支路(91)通过所述多通阀(94)自循环。
  15. 根据权利要求14所述的热管理系统(100)，还包括第七模式和第八模式，在所述第七模式下，所述第一换热支路(91)导通且与所述散热器(93)断开连通；
    在所述第八模式下，所述第一换热支路(91)与所述散热器(93)相连通。
  16. 一种车辆(1000)，包括根据权利要求1至15中任一项所述的热管理系统(100)。
PCT/CN2025/097245 2024-06-11 2025-05-26 热管理系统和车辆 Pending WO2025256399A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202410743162.8 2024-06-11
CN202410743162.8A CN118306177B (zh) 2024-06-11 2024-06-11 热管理系统和车辆

Publications (1)

Publication Number Publication Date
WO2025256399A1 true WO2025256399A1 (zh) 2025-12-18

Family

ID=91721002

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2025/097245 Pending WO2025256399A1 (zh) 2024-06-11 2025-05-26 热管理系统和车辆

Country Status (2)

Country Link
CN (1) CN118306177B (zh)
WO (1) WO2025256399A1 (zh)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN118306177B (zh) * 2024-06-11 2024-10-11 比亚迪股份有限公司 热管理系统和车辆
CN119550767A (zh) * 2024-12-13 2025-03-04 深圳市科泰新能源车用空调技术有限公司 一种车辆热管理系统及其控制方法

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109823138A (zh) * 2019-02-20 2019-05-31 珠海格力电器股份有限公司 一种车辆热管理系统及车辆
CN214112214U (zh) * 2020-10-10 2021-09-03 比亚迪股份有限公司 车辆热管理系统及电动汽车
CN114953908A (zh) * 2022-05-16 2022-08-30 美的集团(上海)有限公司 热管理系统及车辆
CN220009388U (zh) * 2023-04-26 2023-11-14 比亚迪股份有限公司 热管理系统和具有其的车辆
KR20240005890A (ko) * 2021-09-30 2024-01-12 비와이디 컴퍼니 리미티드 열 관리 시스템 및 이를 갖는 차량
CN117656759A (zh) * 2022-08-31 2024-03-08 比亚迪股份有限公司 车辆的热管理系统和车辆
WO2024066593A1 (zh) * 2022-09-29 2024-04-04 比亚迪股份有限公司 热管理系统和具有其的车辆
CN118306177A (zh) * 2024-06-11 2024-07-09 比亚迪股份有限公司 热管理系统和车辆

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN213920594U (zh) * 2020-09-21 2021-08-10 比亚迪股份有限公司 车辆热管理系统及电动汽车
EP4582271A1 (en) * 2022-09-30 2025-07-09 Shenzhen Yinwang Intelligent Technologies Co., Ltd. Heat management system and electric vehicle

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109823138A (zh) * 2019-02-20 2019-05-31 珠海格力电器股份有限公司 一种车辆热管理系统及车辆
CN214112214U (zh) * 2020-10-10 2021-09-03 比亚迪股份有限公司 车辆热管理系统及电动汽车
KR20240005890A (ko) * 2021-09-30 2024-01-12 비와이디 컴퍼니 리미티드 열 관리 시스템 및 이를 갖는 차량
CN114953908A (zh) * 2022-05-16 2022-08-30 美的集团(上海)有限公司 热管理系统及车辆
CN117656759A (zh) * 2022-08-31 2024-03-08 比亚迪股份有限公司 车辆的热管理系统和车辆
WO2024066593A1 (zh) * 2022-09-29 2024-04-04 比亚迪股份有限公司 热管理系统和具有其的车辆
CN220009388U (zh) * 2023-04-26 2023-11-14 比亚迪股份有限公司 热管理系统和具有其的车辆
CN118306177A (zh) * 2024-06-11 2024-07-09 比亚迪股份有限公司 热管理系统和车辆

Also Published As

Publication number Publication date
CN118306177B (zh) 2024-10-11
CN118306177A (zh) 2024-07-09

Similar Documents

Publication Publication Date Title
CN115675013B (zh) 新能源电动汽车多工况整车热管理系统及方法
CN114801643A (zh) 一种新能源汽车整车热管理系统
WO2025256399A1 (zh) 热管理系统和车辆
CN116533714A (zh) 一种纯电动汽车热管理系统
CN116552195B (zh) 一种利用电机余热的热泵式集成热管理系统
US20230356564A1 (en) Thermal management system with improved working efficiency of compressor
CN113173050B (zh) 热管理系统
CN114179586B (zh) 一种电动汽车热管理系统
WO2024067851A1 (zh) 热管理系统和具有其的车辆
CN114953908B (zh) 热管理系统及车辆
CN220314659U (zh) 车辆用热泵空调系统
CN119159953A (zh) 直接式热泵型热管理系统
CN119550773B (zh) 混动车型热管理架构及车辆
WO2025050548A1 (zh) 车辆的热管理系统及车辆
CN115716395A (zh) 用于电动车辆的热管理系统、热管理方法及电动车辆
WO2024066593A1 (zh) 热管理系统和具有其的车辆
CN113173049A (zh) 热管理系统
CN116552198A (zh) 一种纯电动汽车热管理系统
WO2025200258A1 (zh) 车辆的热管理系统及车辆
CN115923428B (zh) 车辆的空调热管理系统及具有其的车辆
CN111251807B (zh) 整车热管理系统及具有其的车辆
CN116061678A (zh) 车辆热管理系统和车辆
CN116605005A (zh) 一种车用热管理系统和汽车
CN119348373B (zh) 一种基于间接式热泵的纯电动商用车集成式热管理系统
CN110171266A (zh) 一种电动汽车热管理系统

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 25821075

Country of ref document: EP

Kind code of ref document: A1