Automobile thermal management air conditioning system and control method thereof, new energy vehicle

Abstract

The present invention provides an automotive thermal management air-conditioning system and a control method thereof, as well as a new energy vehicle, wherein the air-conditioning system includes a refrigerant circulation system and a coolant circulation system, the refrigerant circulation system includes a refrigerant condenser and a refrigerant evaporator, and the coolant circulation system includes a flow path switching component, wherein a motor heat exchange component, an off-vehicle heat exchanger, and a coolant storage component are sequentially connected in series between a first interface and a second interface of the flow path switching component, a first liquid pump and a refrigerant condenser are sequentially connected in series between a third interface and a fourth interface, an on-vehicle evaporator is connected in series between a fifth interface and a sixth interface, and a refrigerant evaporator and a second liquid pump are connected in series between a seventh interface and an eighth interface; and each interface is controllably connected to each other. The present invention integrates at least two modes of flow path switching into a single flow path switching component, thereby greatly improving the system's integration, making the entire air-conditioning system structure more compact, and reducing the system's space occupation and cost.

Description

Technical Field

[0001] The present invention belongs to the technical field of air conditioning, and in particular relates to an automobile thermal management air conditioning system and a control method thereof, and a new energy vehicle. Background Art

[0002] In recent years, the development of new energy vehicles has entered a stage of acceleration, and their high mileage and high reliability are market demands and inevitable requirements.

[0003] As we all know, electric vehicles, especially their batteries, are severely affected by temperature. In winter, battery range is severely reduced, while in summer, overheating can cause the battery to exceed its normal operating temperature. Furthermore, if the drive motor is not effectively cooled, the internal temperature of the motor will continue to rise, resulting in reduced efficiency. In severe cases, excessive temperatures can cause internal coil erosion or even short circuits, damaging the motor.

[0004] Therefore, to ensure stable and reliable operation of the battery and motor systems, a rational and effective vehicle thermal management and air conditioning system is essential. Currently, electric vehicle thermal management systems are designed independently for the battery thermal management system and the electric drive thermal management system, and are also independent of the vehicle's cabin air conditioning system. This design approach lacks integration, resulting in large space requirements, high costs, and inefficient use of vehicle heat. Furthermore, the thermal management system is inefficient and energy-saving. Summary of the Invention

[0005] Therefore, the present invention provides an automobile thermal management air-conditioning system and a control method thereof, and a new energy vehicle, which can solve the technical problems of low integration, large space occupation and high cost of automobile thermal management systems in the prior art.

[0006] In order to solve the above problems, the present invention provides an automobile thermal management air-conditioning system, including a refrigerant circulation system and a coolant circulation system, wherein the refrigerant circulation system includes a refrigerant condenser and a refrigerant evaporator respectively used for heat exchange with the coolant circulation system, and the coolant circulation system includes an external heat exchanger, an internal evaporator, and a flow switching component, and the flow switching component has a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, a seventh interface, and an eighth interface; on the outside of the flow switching component, the first interface and the second interface are connected in series in sequence There are a motor heat exchange component, the off-vehicle heat exchanger and the refrigerant storage component. The first liquid pump and the refrigerant condenser are connected in series between the third interface and the fourth interface, the in-vehicle evaporator is connected in series between the fifth interface and the sixth interface, and the refrigerant evaporator and the second liquid pump are connected in series between the seventh interface and the eighth interface; in the flow switching component, the first interface and the fourth interface are controllably connected, the second interface and the third interface are controllably connected, the fifth interface and the eighth interface are controllably connected, and the sixth interface and the seventh interface are controllably connected.

[0007] In some embodiments, the coolant circulation system also includes a battery heat exchange component, and the flow switching component also has a ninth interface and a tenth interface. On the outside of the flow switching component, the battery heat exchange component is connected in series between the ninth interface and the tenth interface. Inside the flow switching component, the ninth interface is controllably connected to the seventh interface, and the tenth interface is controllably connected to the eighth interface.

[0008] In some embodiments, within the flow path switching component, the ninth interface is also controllably connected to the first interface, and the tenth interface is also controllably connected to the fourth interface.

[0009] In some embodiments, within the flow path switching component, the ninth port is also controllably connected to the third port.

[0010] In some embodiments, within the flow path switching component, the ninth port is also controllably connected to the fifth port.

[0011] In some embodiments, the refrigerant circulation system also includes an in-vehicle condenser, and the flow switching component also has an eleventh interface and a twelfth interface. On the outside of the flow switching component, the in-vehicle condenser is connected in series between the eleventh interface and the twelfth interface. Inside the flow switching component, the eleventh interface is controllably connected to the fourth interface, and the twelfth interface is controllably connected to the third interface.

[0012] In some embodiments, within the flow path switching component, the twelfth port is also controllably connected to the tenth port.

[0013] In some embodiments, the refrigerant circulation system further includes a compressor, and the compressor is an air-injection and enthalpy-increasing compressor.

[0014] The present invention also provides a control method for the automotive thermal management air conditioning system as described above, comprising the following steps:

[0015] Obtaining an operating mode of the automotive thermal management air conditioning system;

[0016] The operation of the refrigerant circulation system and the brine circulation system and the flow path switching in the flow path switching component are controlled according to the working mode.

[0017] In some embodiments,

[0018] When the operating mode is the passenger compartment cooling mode, the refrigerant circulation system and the brine circulation system are both controlled to operate, and the first interface in the flow path switching component is controlled to be connected to the fourth interface, the second interface is controlled to be connected to the third interface, the fifth interface is controlled to be connected to the eighth interface, and the sixth interface is controlled to be connected to the seventh interface; or

[0019] When the operating mode is the battery cooling mode, the refrigerant circulation system and the brine circulation system are both controlled to operate, and the first interface in the flow path switching component is controlled to be connected to the fourth interface, the second interface is controlled to be connected to the third interface, the ninth interface is controlled to be connected to the seventh interface, and the tenth interface is controlled to be connected to the eighth interface; or

[0020] When the operating mode is the passenger compartment cooling and battery cooling mode, the refrigerant circulation system and the brine circulation system are both controlled to operate, and the first interface in the flow path switching component is controlled to be connected to the fourth interface, the second interface is controlled to be connected to the third interface, the sixth interface is controlled to be connected to the seventh interface, the tenth interface is controlled to be connected to the eighth interface, and the ninth interface is controlled to be connected to the fifth interface; or

[0021] When the working mode is the motor and battery natural cooling mode, the refrigerant circulation system is controlled not to operate, the brine circulation system is operated, and the first interface in the flow path switching component is controlled to be connected to the ninth interface, the second interface is controlled to be connected to the third interface, and the fourth interface is controlled to be connected to the tenth interface; or

[0022] When the operating mode is the passenger compartment heating mode, the refrigerant circulation system and the brine circulation system are both controlled to operate, and the first interface in the flow path switching component is controlled to be connected to the eighth interface, the second interface is controlled to be connected to the seventh interface, the third interface is controlled to be connected to the twelfth interface, and the fourth interface is controlled to be connected to the eleventh interface; or

[0023] When the operating mode is the battery heating mode, the refrigerant circulation system and the brine circulation system are both controlled to operate, and the first interface in the flow path switching component is controlled to be connected to the eighth interface, the second interface is controlled to be connected to the seventh interface, the third interface is controlled to be connected to the ninth interface, and the fourth interface is controlled to be connected to the tenth interface; or

[0024] When the operating mode is passenger compartment heating and battery and motor cooling mode, the refrigerant circulation system and the brine circulation system are both controlled to operate, and the first interface in the flow path switching component is controlled to be connected to the eighth interface, the second interface is controlled to be connected to the tenth interface, the third interface is controlled to be connected to the twelfth interface, the fourth interface is controlled to be connected to the eleventh interface, and the ninth interface is controlled to be connected to the seventh interface; or

[0025] When the working mode is passenger compartment heating and battery heating mode, the refrigerant circulation system and the coolant circulation system are both controlled to operate, and the first interface in the flow switching component is controlled to be connected to the eighth interface, the second interface is controlled to be connected to the seventh interface, the third interface is controlled to be connected to the ninth interface, the fourth interface is controlled to be connected to the eleventh interface, and the ninth interface is controlled to be connected to the twelfth interface.

[0026] The present invention also provides a new energy vehicle, comprising the above-mentioned vehicle thermal management air-conditioning system.

[0027] The present invention provides an automobile thermal management air-conditioning system and its control method, as well as a new energy vehicle. Through the connection relationship between the various interfaces of the flow switching component on the inside and outside of the component, the automobile thermal management system can simultaneously achieve the purpose of cooling the passenger compartment of the vehicle and dissipating heat for the main drive motor of the vehicle. The integration of at least two modes of flow switching on a flow switching component greatly improves the system integration, makes the structure of the entire air-conditioning system more compact, and reduces the space occupied and cost of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 A schematic diagram of the principle of an automotive thermal management air conditioning system according to an embodiment of the present invention;

[0029] Figure 2 for Figure 1Schematic diagram of the flow of refrigerant and brine when the vehicle thermal management air conditioning system operates in passenger compartment cooling mode;

[0030] Figure 3 for Figure 1 Schematic diagram of the flow of refrigerant and coolant when the vehicle thermal management air conditioning system operates in battery cooling mode;

[0031] Figure 4 for Figure 1 Schematic diagram of the flow of refrigerant and coolant when the vehicle thermal management air conditioning system operates in passenger compartment cooling and battery cooling mode;

[0032] Figure 5 for Figure 1 Schematic diagram of the flow of refrigerant and coolant when the automotive thermal management air conditioning system operates in the motor and battery natural cooling mode;

[0033] Figure 6 for Figure 1 Schematic diagram of the flow of refrigerant and brine when the vehicle thermal management air conditioning system is operating in passenger compartment heating mode;

[0034] Figure 7 for Figure 1 Schematic diagram of the flow of refrigerant and coolant when the vehicle thermal management air conditioning system operates in battery heating mode;

[0035] Figure 8 for Figure 1 A schematic diagram showing the flow of refrigerant and coolant when the vehicle thermal management air conditioning system operates in passenger compartment heating and battery and motor cooling mode;

[0036] Figure 9 for Figure 1 Schematic diagram of the flow of refrigerant and coolant when the automotive thermal management air-conditioning system operates in passenger compartment heating and battery heating modes.

[0037] The reference numerals indicate:

[0038] 11. Refrigerant condenser; 12. Refrigerant evaporator; 13. Compressor; 141. First throttling element; 142. Second throttling element; 15. Flasher; 16. Liquid distributor; 21. External heat exchanger; 22. Internal evaporator; 23. Flow switching component; 231. First interface; 232. Second interface; 233. Third interface; 234. Fourth interface; 235. Fifth interface; 236. Sixth interface; 237. Seventh interface; 238. Eighth interface; 239. Ninth interface; 2310. Tenth interface; 2311. Eleventh interface; 2312. Twelfth interface; 24. Motor heat exchange component; 25. Refrigerant storage component; 251. First liquid pump; 252. Second liquid pump; 26. Battery heat exchange component; 27. Internal condenser. DETAILED DESCRIPTION

[0039] See also Figures 1 to 9 As shown, according to an embodiment of the present invention, an automobile thermal management air-conditioning system is provided, including a refrigerant circulation system and a brine circulation system, wherein the refrigerant circulation system includes a refrigerant condenser 11 and a refrigerant evaporator 12 respectively used for heat exchange with the brine circulation system, a throttling element is provided between the two, and a refrigerant series circulation is formed with a compressor 13, the brine circulation system includes an external heat exchanger 21, an internal evaporator 22 for cooling the passenger compartment, and a flow switching component 23, the flow switching component 23 has a first interface 231, a second interface 232, a third interface 233, a fourth interface 234, a fifth interface 235, a sixth interface 236, a seventh interface 237, and an eighth interface 238; on the outside of the flow switching component 23, The motor heat exchange component 24, the external heat exchanger 21, and the coolant storage component 25 are connected in series between the first interface 231 and the second interface 232, the first liquid pump 251 and the refrigerant condenser 11 are connected in series between the third interface 233 and the fourth interface 234, the in-vehicle evaporator 22 is connected in series between the fifth interface 235 and the sixth interface 236, and the refrigerant evaporator 12 and the second liquid pump 252 are connected in series between the seventh interface 237 and the eighth interface 238; in the flow path switching component 23, the first interface 231 and the fourth interface 234 are controllably connected, the second interface 232 and the third interface 233 are controllably connected, the fifth interface 235 and the eighth interface 238 are controllably connected, and the sixth interface 236 and the seventh interface 237 are controllably connected. Figure 2As shown, through the connection relationship between the various interfaces of the flow path switching component 23 on the inside and outside of the component, the purpose of cooling the passenger compartment of the vehicle and dissipating heat for the main drive motor of the vehicle by the automobile thermal management system can be achieved at the same time. Integrating at least two modes of flow path switching into one flow path switching component 23 greatly improves the integration of the system, makes the entire air-conditioning system structure more compact, and reduces the space occupied and cost of the system. The aforementioned motor heat exchange component 24 is, for example, a heat exchange structure that forms a heat exchange with the control component and / or outer shell of the main drive motor. The aforementioned controllable connection specifically means that the two interfaces can be controlled to be connected, or they can be controlled to be cut off and not connected.

[0040] In some embodiments, the coolant circulation system further includes a battery heat exchange component 26, see Figure 3 As shown, the flow switching component 23 further has a ninth port 239 and a tenth port 2310. On the outside of the flow switching component 23, a battery heat exchange component 26 is connected in series between the ninth port 239 and the tenth port 2310. Within the flow switching component 23, the ninth port 239 is controllably connected to the seventh port 237, and the tenth port 2310 is controllably connected to the eighth port 238. The aforementioned battery heat exchange component 26 may be, for example, a heat sink that exchanges heat with the vehicle's battery. In this technical solution, by controlling the connection of the ninth port 239, the tenth port 2310, the seventh port 237, and the eighth port 238, the refrigerant (e.g., a liquid heat exchange medium such as water) after heat exchange and temperature reduction at the refrigerant evaporator 12 can flow into the battery heat exchange component 26 to cool the vehicle's battery. In other words, the thermal management air conditioning system in this technical solution further integrates the cooling function of the vehicle's battery, further improving the system's integration.

[0041] See further Figure 5 As shown, in the flow path switching component 23, the ninth interface 239 is also controllably connected to the first interface 231, and the tenth interface 2310 is also controllably connected to the fourth interface 234. At this time, the refrigerant can connect the external heat exchanger 21, the motor heat exchange component 24 and the battery heat exchange component 26 in series. Under the driving action of the first liquid pump 251, the refrigerant absorbs the heat generated by the main drive motor and the battery at the external heat exchanger 21 and uses the natural airflow outside the vehicle to dissipate heat without starting the refrigerant circulation system, thereby achieving energy-saving effects. This working mode is preferably suitable for spring and autumn seasons.

[0042] See also Figure 7As shown, as a preferred embodiment, in the flow switching component 23, the ninth interface 239 is also controllably connected to the third interface 233, so that the cooling of the battery by the coolant is achieved. Specifically, after the coolant exchanges heat with the refrigerant condenser 11 and heats up, it is driven by the first liquid pump 251 to flow into the battery heat exchange component 26 to heat the battery. This mode is adopted when the ambient temperature is low, such as in winter when the temperature is low, to ensure that the battery has good performance.

[0043] See further Figure 4 As shown, in the flow switching component 23, the ninth interface 239 is also controllably connected to the fifth interface 235. At this time, the battery heat exchange component 26, the in-vehicle evaporator 22 and the refrigerant evaporator 12 form a coolant heat exchange cycle under the drive of the second liquid pump 252. The coolant cools the passenger compartment and the vehicle battery at the same time.

[0044] See also Figure 6 and Figure 8 As shown, the refrigerant circulation system also includes an in-vehicle condenser 27, and the flow path switching component 23 also has an eleventh interface 2311 and a twelfth interface 2312. On the outside of the flow path switching component 23, the in-vehicle condenser 27 is connected in series between the eleventh interface 2311 and the twelfth interface 2312. Inside the flow path switching component 23, the eleventh interface 2311 is controllably connected to the fourth interface 234, and the twelfth interface 2312 is controllably connected to the third interface 233. In this technical solution, the flow path switching component 23 is additionally provided with an eleventh interface 2311 and a twelfth interface 2312, and the two newly added interfaces are controllably connected to the other interfaces, thereby meeting the heating demand for the passenger compartment. At this time, the flow path switching component 23 forms a twelve-way valve body structure. Specifically, see Figure 6 As shown, the coolant circulates between the refrigerant condenser 11 and the in-vehicle condenser 27 under the drive of the first liquid pump 251, thereby achieving the purpose of heating the passenger compartment; see Figure 8 As shown, at this time, the coolant heats the passenger compartment through the in-vehicle condenser 27 while also cooling the battery and the motor through the driving action of the second liquid pump 252.

[0045] See further Figure 9 In the flow switching component 23, the twelfth interface 2312 is also controllably connected to the tenth interface 2310. At this time, the coolant circulates among the in-vehicle condenser 27, the refrigerant condenser 11 and the battery heat exchange component 26, thereby achieving the purpose of heating the corresponding three.

[0046] In a preferred embodiment, the refrigerant circulation system also includes a compressor 13, which is an air-supply and reheat-increasing compressor. Correspondingly, a flasher 15 is correspondingly provided in the refrigerant circulation system of the air-conditioning system. At this time, the throttling element includes a first throttling element 141 and a second throttling element 142. The two throttling elements correspond to the inlet and outlet of the flasher 15 respectively. Of course, the air supply port of the flasher 15 is connected to the air supply port of the compressor 13. By adopting an air-supply and reheat-increasing compressor, the low-temperature (generally below -15°C) heating capacity of the refrigerant circulation system can be increased without the need for additional electric heating components, thereby reducing system components and improving system working efficiency.

[0047] It should be noted that the communication between the various interfaces of the aforementioned flow path switching component 23 can be specifically controlled by a plurality of electromagnetic on-off valves (not shown in the figure) built into the corresponding flow channels.

[0048] According to an embodiment of the present invention, there is also provided a control method for the automotive thermal management air conditioning system as described above, comprising the following steps:

[0049] Get the working mode of the vehicle thermal management air conditioning system;

[0050] The operation of the refrigerant circulation system and the brine circulation system and the flow path switching in the flow path switching component 23 are controlled according to the working mode.

[0051] like Figure 2 As shown, when the working mode is the passenger compartment cooling mode, the control refrigerant circulation system and the brine circulation system are both in operation, and the first interface 231 in the control flow path switching component 23 is connected to the fourth interface 234, the second interface 232 is connected to the third interface 233, the fifth interface 235 is connected to the eighth interface 238, and the sixth interface 236 is connected to the seventh interface 237; or Figure 3 As shown, when the working mode is the battery cooling mode, the control refrigerant circulation system and the brine circulation system are both in operation, and the first port 231 in the control flow path switching component 23 is connected to the fourth port 234, the second port 232 is connected to the third port 233, the ninth port 239 is connected to the seventh port 237, and the tenth port 2310 is connected to the eighth port 238; or Figure 4 As shown, when the operating mode is the passenger compartment cooling and battery cooling mode, the control refrigerant circulation system and the brine circulation system are both in operation, and the first interface 231 in the control flow path switching component 23 is connected to the fourth interface 234, the second interface 232 is connected to the third interface 233, the sixth interface 236 is connected to the seventh interface 237, the tenth interface 2310 is connected to the eighth interface 238, and the ninth interface 239 is connected to the fifth interface 235; or as Figure 5As shown, when the working mode is the motor battery natural cooling mode, the refrigerant circulation system is controlled not to operate, the secondary coolant circulation system is operated, and the first interface 231 in the control flow path switching component 23 is connected to the ninth interface 239, the second interface 232 is connected to the third interface 233, and the fourth interface 234 is connected to the tenth interface 2310; or Figure 6 As shown, when the working mode is the passenger compartment heating mode, the control refrigerant circulation system and the brine circulation system are both in operation, and the first port 231 in the control flow path switching component 23 is connected to the eighth port 238, the second port 232 is connected to the seventh port 237, the third port 233 is connected to the twelfth port 2312, and the fourth port 234 is connected to the eleventh port 2311; or Figure 7 As shown, when the working mode is the battery heating mode, the control refrigerant circulation system and the brine circulation system are both in operation, and the first interface 231 in the control flow path switching component 23 is connected to the eighth interface 238, the second interface 232 is connected to the seventh interface 237, the third interface 233 is connected to the ninth interface 239, and the fourth interface 234 is connected to the tenth interface 2310; or Figure 8 As shown, when the working mode is passenger compartment heating and battery and motor cooling mode, the control refrigerant circulation system and the brine circulation system are both in operation, and the first interface 231 in the control flow path switching component 23 is connected to the eighth interface 238, the second interface 232 is connected to the tenth interface 2310, the third interface 233 is connected to the twelfth interface 2312, the fourth interface 234 is connected to the eleventh interface 2311, and the ninth interface 239 is connected to the seventh interface 237; or as Figure 9 As shown, when the working mode is passenger compartment heating and battery heating mode, the control refrigerant circulation system and the coolant circulation system are both in operation, and the first interface 231 in the control flow switching component 23 is connected to the eighth interface 238, the second interface 232 is connected to the seventh interface 237, the third interface 233 is connected to the ninth interface 239, the fourth interface 234 is connected to the eleventh interface 2311, and the ninth interface 239 is connected to the twelfth interface 2312.

[0052] According to an embodiment of the present invention, a new energy vehicle is further provided, comprising the above-mentioned vehicle thermal management air-conditioning system.

[0053] It is easy for those skilled in the art to understand that, under the premise of no conflict, the advantageous technical features of the above-mentioned methods can be freely combined and superimposed.

[0054] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention. The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art may make various improvements and variations without departing from the technical principles of the present invention, and such improvements and variations shall also be considered within the scope of protection of the present invention.

Claims

1. An automotive thermal management air conditioning system, characterized in that: The invention comprises a refrigerant circulation system and a secondary refrigerant circulation system, wherein the refrigerant circulation system comprises a refrigerant condenser (11) and a refrigerant evaporator (12) respectively used for heat exchange with the secondary refrigerant circulation system, the secondary refrigerant circulation system comprises an off-vehicle heat exchanger (21), an on-vehicle evaporator (22), and a flow path switching component (23), the flow path switching component (23) having a first interface (231), a second interface (232), a third interface (233), a fourth interface (234), a fifth interface (235), a sixth interface (236), a seventh interface (237), and an eighth interface (238); on the outside of the flow path switching component (23), a motor heat exchange component (24), the off-vehicle heat exchanger (21), and the secondary refrigerant circulation system are sequentially connected in series between the first interface (231) and the second interface (232). The storage component (25) is connected in series with a first liquid pump (251) and the refrigerant condenser (11) between the third interface (233) and the fourth interface (234), the in-vehicle evaporator (22) is connected in series between the fifth interface (235) and the sixth interface (236), and the refrigerant evaporator (12) and the second liquid pump (252) are connected in series between the seventh interface (237) and the eighth interface (238); in the flow path switching component (23), the first interface (231) and the fourth interface (234) are controllably connected, the second interface (232) and the third interface (233) are controllably connected, the fifth interface (235) and the eighth interface (238) are controllably connected, and the sixth interface (236) and the seventh interface (237) are controllably connected.

2. The automotive thermal management air conditioning system according to claim 1, characterized in that: The coolant circulation system further includes a battery heat exchange component (26), and the flow path switching component (23) further includes a ninth interface (239) and a tenth interface (2310). On the outside of the flow path switching component (23), the battery heat exchange component (26) is connected in series between the ninth interface (239) and the tenth interface (2310). Inside the flow path switching component (23), the ninth interface (239) is controllably connected to the seventh interface (237), and the tenth interface (2310) is controllably connected to the eighth interface (238).

3. The automotive thermal management air conditioning system according to claim 2, characterized in that: In the flow path switching component (23), the ninth interface (239) is also controllably connected to the first interface (231), and the tenth interface (2310) is also controllably connected to the fourth interface (234).

4. The automotive thermal management air conditioning system according to claim 3, characterized in that: In the flow path switching component (23), the ninth interface (239) is also controllably connected to the third interface (233).

5. The automotive thermal management air conditioning system according to claim 4, characterized in that: In the flow path switching component (23), the ninth interface (239) is also controllably connected to the fifth interface (235).

6. The automotive thermal management air conditioning system according to any one of claims 2 to 5, characterized in that: The refrigerant circulation system further includes an in-vehicle condenser (27), and the flow switching component (23) further includes an eleventh interface (2311) and a twelfth interface (2312). On the outside of the flow switching component (23), the in-vehicle condenser (27) is connected in series between the eleventh interface (2311) and the twelfth interface (2312). Inside the flow switching component (23), the eleventh interface (2311) is controllably connected to the fourth interface (234), and the twelfth interface (2312) is controllably connected to the third interface (233).

7. The automotive thermal management air conditioning system according to claim 6, characterized in that: In the flow path switching component (23), the twelfth interface (2312) is also controllably connected to the tenth interface (2310).

8. The automotive thermal management air conditioning system according to claim 1, characterized in that: The refrigerant circulation system further includes a compressor (13), which is an air-supplementing and enthalpy-increasing compressor.

9. A control method for an automotive thermal management air conditioning system according to claim 7, characterized in that: The steps include: Obtaining an operating mode of the automotive thermal management air conditioning system; The operation of the refrigerant circulation system and the brine circulation system and the flow path switching in the flow path switching component (23) are controlled according to the working mode.

10. The control method of the automobile thermal management air conditioning system according to claim 9, characterized in that: When the working mode is the passenger compartment cooling mode, the refrigerant circulation system and the secondary coolant circulation system are both controlled to operate, and the first interface (231) in the flow path switching component (23) is controlled to be connected to the fourth interface (234), the second interface (232) is controlled to be connected to the third interface (233), the fifth interface (235) is controlled to be connected to the eighth interface (238), and the sixth interface (236) is controlled to be connected to the seventh interface (237); or, When the working mode is the battery cooling mode, the refrigerant circulation system and the secondary coolant circulation system are both controlled to operate, and the first interface (231) in the flow path switching component (23) is controlled to be connected to the fourth interface (234), the second interface (232) is controlled to be connected to the third interface (233), the ninth interface (239) is controlled to be connected to the seventh interface (237), and the tenth interface (2310) is controlled to be connected to the eighth interface (238); or, When the working mode is the passenger compartment cooling and battery cooling mode, the refrigerant circulation system and the secondary coolant circulation system are both controlled to operate, and the first interface (231) in the flow path switching component (23) is controlled to be connected to the fourth interface (234), the second interface (232) is controlled to be connected to the third interface (233), the sixth interface (236) is controlled to be connected to the seventh interface (237), the tenth interface (2310) is controlled to be connected to the eighth interface (238), and the ninth interface (239) is controlled to be connected to the fifth interface (235); or, When the working mode is the motor battery natural cooling mode, the refrigerant circulation system is controlled not to operate, the secondary coolant circulation system is operated, and the first interface (231) in the flow path switching component (23) is controlled to be connected to the ninth interface (239), the second interface (232) is controlled to be connected to the third interface (233), and the fourth interface (234) is controlled to be connected to the tenth interface (2310); or, When the working mode is the passenger compartment heating mode, the refrigerant circulation system and the secondary coolant circulation system are both controlled to operate, and the first interface (231) in the flow path switching component (23) is controlled to be connected to the eighth interface (238), the second interface (232) is controlled to be connected to the seventh interface (237), the third interface (233) is controlled to be connected to the twelfth interface (2312), and the fourth interface (234) is controlled to be connected to the eleventh interface (2311); or, When the working mode is the battery heating mode, the refrigerant circulation system and the coolant circulation system are both controlled to operate, and the first interface (231) in the flow path switching component (23) is controlled to be connected to the eighth interface (238), the second interface (232) is controlled to be connected to the seventh interface (237), the third interface (233) is controlled to be connected to the ninth interface (239), and the fourth interface (234) is controlled to be connected to the tenth interface (2310); or, When the working mode is the passenger compartment heating mode and the battery and motor cooling mode, the refrigerant circulation system and the secondary coolant circulation system are both controlled to operate, and the first interface (231) in the flow path switching component (23) is controlled to be connected to the eighth interface (238), the second interface (232) is controlled to be connected to the tenth interface (2310), the third interface (233) is controlled to be connected to the twelfth interface (2312), the fourth interface (234) is controlled to be connected to the eleventh interface (2311), and the ninth interface (239) is controlled to be connected to the seventh interface (237); or, When the working mode is the passenger compartment heating and battery heating mode, the refrigerant circulation system and the coolant circulation system are both controlled to operate, and the first interface (231) in the flow path switching component (23) is controlled to be connected to the eighth interface (238), the second interface (232) is controlled to be connected to the seventh interface (237), the third interface (233) is controlled to be connected to the ninth interface (239), the fourth interface (234) is controlled to be connected to the eleventh interface (2311), and the ninth interface (239) is controlled to be connected to the twelfth interface (2312).

11. A new energy vehicle, characterized in that: An automotive thermal management air-conditioning system comprising the automotive thermal management air-conditioning system according to any one of claims 1 to 8.

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