Vehicle thermal management system and vehicle

Abstract

The present disclosure relates to a vehicle thermal management system and a vehicle. The system includes a compressor, a first heat exchanger, an outdoor heat exchanger, a first expansion valve, an indoor heat exchanger, a first water pump, and an outdoor radiator. The outlet of the compressor is connected to the refrigerant inlet of the first heat exchanger. The refrigerant outlet of the first heat exchanger is connected to the inlet of the outdoor heat exchanger. The outlet of the outdoor heat exchanger is connected to the inlet of the indoor heat exchanger through the first expansion valve. The outlet of the indoor heat exchanger is connected to the inlet of the compressor. The coolant outlet of the first heat exchanger is connected to the inlet of the outdoor radiator. The outlet of the outdoor radiator is connected to the coolant inlet of the first heat exchanger. The first water pump is disposed on the flow path between the coolant outlet of the first heat exchanger and the inlet of the outdoor radiator, or the first water pump is disposed on the flow path between the outlet of the outdoor radiator and the coolant inlet of the first heat exchanger.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle thermal management, and specifically, to a vehicle thermal management system and a vehicle. Background Art

[0002] In the refrigeration condition of an existing vehicle heat pump air conditioning system, the high-temperature and high-pressure gaseous refrigerant discharged by the compressor releases heat to the external atmosphere at the outdoor heat exchanger. After the refrigerant releases heat, it passes through a throttle valve to reduce pressure and absorb heat from the passenger compartment in the evaporator, thereby achieving the effect of cooling the passenger compartment. Since the refrigerant needs to release heat to the external atmosphere through the outdoor heat exchanger before entering the evaporator, the amount of heat exchange between the refrigerant and the external atmosphere in the outdoor heat exchanger is affected by the ambient temperature. For example, when the external ambient temperature is relatively high, the amount of heat released by the refrigerant to the external atmosphere in the outdoor heat exchanger is limited, which will affect the refrigeration effect and refrigeration efficiency of the vehicle heat pump air conditioning system.

[0003] In addition, in an existing vehicle heat pump air conditioning system, the outdoor heat exchanger is used as a condenser in the refrigeration condition and as an evaporator in the heating condition. That is to say, whether in the refrigeration condition or the heating condition, the refrigerant will flow through the outdoor heat exchanger, and the flow path of the refrigerant when absorbing heat (condensing) or releasing heat (evaporating) in the outdoor heat exchanger is the same. Since condensation and evaporation are two reverse physical processes, the same flow path will limit the heat exchange performance of the refrigerant when condensing in the outdoor heat exchanger, affecting the refrigeration effect and refrigeration efficiency of the vehicle heat pump air conditioning system. Summary of the Invention

[0004] The purpose of the present disclosure is to provide a vehicle thermal management system and a vehicle using the vehicle thermal management system to overcome the problems existing in the related art.

[0005] To achieve the above purpose, the present disclosure provides a vehicle thermal management system, including a compressor, a first heat exchanger, an outdoor heat exchanger, a first expansion valve, an indoor heat exchanger, a first water pump, and an outdoor radiator.

[0006] The outlet of the compressor is connected to the refrigerant inlet of the first heat exchanger, the refrigerant outlet of the first heat exchanger is connected to the inlet of the outdoor heat exchanger, the outlet of the outdoor heat exchanger is connected to the inlet of the indoor heat exchanger through the first expansion valve, the outlet of the indoor heat exchanger is connected to the inlet of the compressor, the coolant outlet of the first heat exchanger is connected to the inlet of the outdoor radiator, the outlet of the outdoor radiator is connected to the coolant inlet of the first heat exchanger, and the first water pump is arranged on the flow path between the coolant outlet of the first heat exchanger and the inlet of the outdoor radiator, or the first water pump is arranged on the flow path between the outlet of the outdoor radiator and the coolant inlet of the first heat exchanger.

[0007] Optionally, the vehicle thermal management system further includes a first flow path that can be selectively turned on or off and a second flow path that can be selectively turned on or off. The refrigerant outlet of the first heat exchanger is connected to the inlet of the outdoor heat exchanger via the first flow path and to the inlet of the first expansion valve via the second flow path.

[0008] Optionally, the vehicle thermal management system further includes an in-vehicle heater core, a first throttling flow path, a first through-flow path, a third flow path that can be selectively turned on or off, a fourth flow path that can be selectively turned on or off, and a first check valve;

[0009] The coolant outlet of the first heat exchanger is connected to the inlet of the outdoor radiator and the inlet of the in-vehicle heater core through the first water pump, and the coolant outlet of the first heat exchanger is selectively connected to the inlet of the outdoor radiator and the inlet of the in-vehicle heater core. The outlet of the in-vehicle heater core is connected to the coolant inlet of the first heat exchanger;

[0010] The outlet of the in-vehicle heat exchanger is connected to the inlet of the first check valve and is connected to the inlet of the compressor via the third flow path. The outlets of the first flow path and the first check valve are both selectively connected to the inlet of the outdoor heat exchanger via the first throttling flow path or the first through-flow path. The outlet of the outdoor heat exchanger is also connected to the inlet of the compressor via the fourth flow path.

[0011] Optionally, the vehicle thermal management system further includes a second heat exchanger, a second expansion valve, a battery pack, and a second water pump. The outlets of the outdoor heat exchanger and the second flow path are both connected to the refrigerant inlet of the second heat exchanger through the second expansion valve. The refrigerant outlet of the second heat exchanger is connected to the inlet of the compressor;

[0012] The first coolant outlet of the second heat exchanger is connected to the inlet of the battery pack. The outlet of the battery pack is connected to the first coolant inlet of the second heat exchanger. The second water pump is arranged on the flow path between the first coolant outlet of the second heat exchanger and the inlet of the battery pack, or the second water pump is arranged on the flow path between the outlet of the battery pack and the first coolant inlet of the second heat exchanger.

[0013] Optionally, the vehicle thermal management system further includes an electronic device and a third water pump. The second coolant outlet of the second heat exchanger is connected to the inlet of the electronic device. The outlet of the electronic device is connected to the second coolant inlet of the second heat exchanger. The third water pump is arranged on the flow path between the second coolant outlet of the second heat exchanger and the inlet of the electronic device, or the third water pump is arranged on the flow path between the outlet of the electronic device and the second coolant inlet of the second heat exchanger.

[0014] Optionally, the electronic device includes at least one of an electric motor, a charger, a motor controller, and a DC-DC converter.

[0015] Optionally, the vehicle thermal management system further includes a first gas-liquid separation device. The outlet of the fourth flow path is connected to the inlet of the first gas-liquid separation device, and the inlet of the compressor is connected to the gas outlet of the first gas-liquid separation device and the outlet of the third flow path.

[0016] Optionally, the vehicle thermal management system further includes a first gas-liquid separation device. The outlet of the fourth flow path is connected to the inlet of the first gas-liquid separation device, and the inlet of the compressor is connected to the gas outlet of the first gas-liquid separation device, the outlet of the third flow path, and the refrigerant outlet of the second heat exchanger.

[0017] Optionally, the vehicle thermal management system further includes a third heat exchanger.

[0018] The outlets of the second flow path and the outdoor heat exchanger are both connected to the first refrigerant inlet of the third heat exchanger. The first refrigerant outlet of the third heat exchanger is connected to the inlet of the indoor heat exchanger through the first expansion valve. The outlet of the third flow path is connected to the second refrigerant inlet of the third heat exchanger. The second refrigerant outlet of the third heat exchanger is connected to the inlet of the compressor; or,

[0019] The outlet of the outdoor heat exchanger is connected to the first refrigerant inlet of the third heat exchanger. The inlet of the first expansion valve is connected to the first refrigerant outlet of the third heat exchanger and the outlet of the second flow path. The outlet of the third flow path is connected to the second refrigerant inlet of the third heat exchanger. The second refrigerant outlet of the third heat exchanger is connected to the inlet of the compressor.

[0020] Optionally, the vehicle thermal management system further includes a third heat exchanger.

[0021] The outlets of the second flow path and the outdoor heat exchanger are both connected to the first refrigerant inlet of the third heat exchanger. The first refrigerant outlet of the third heat exchanger is connected to the inlet of the indoor heat exchanger through the first expansion valve and is connected to the refrigerant inlet of the second heat exchanger through the second expansion valve. The outlets of the third flow path and the refrigerant outlet of the second heat exchanger are both connected to the second refrigerant inlet of the third heat exchanger. The second refrigerant outlet of the third heat exchanger is connected to the inlet of the compressor; or,

[0022] The outlet of the outdoor heat exchanger is connected to the first refrigerant inlet of the third heat exchanger. The inlets of the first expansion valve and the second expansion valve are both connected to the first refrigerant outlet of the third heat exchanger and the outlet of the second flow path. The outlet of the third flow path and the refrigerant outlet of the second heat exchanger are both connected to the second refrigerant inlet of the third heat exchanger. The second refrigerant outlet of the third heat exchanger is connected to the inlet of the compressor.

[0023] Optionally, the vehicle thermal management system further includes a second check valve.

[0024] The outlet of the outdoor heat exchanger is connected to the first refrigerant inlet of the third heat exchanger through the second check valve; or,

[0025] The second check valve is disposed at the first refrigerant outlet of the third heat exchanger.

[0026] Optionally, the vehicle thermal management system further includes a second gas-liquid separation device. The refrigerant outlet of the first heat exchanger is connected to the inlet of the second gas-liquid separation device. The liquid outlet of the second gas-liquid separation device is connected to the inlets of the first flow path and the second flow path.

[0027] Optionally, a first stop valve is disposed on the first flow path, and a second stop valve is disposed on the second flow path, or;

[0028] The vehicle thermal management system further includes a first three-way valve. The first three-way valve is simultaneously located on the first flow path and the second flow path. Port A of the first three-way valve is connected to the refrigerant outlet of the first heat exchanger. Port B of the first three-way valve is connected to the inlet of the outdoor heat exchanger. Port C of the first three-way valve is connected to the inlet of the first expansion valve.

[0029] Optionally, a third stop valve is disposed on the third flow path, and a fourth stop valve is disposed on the fourth flow path.

[0030] Optionally, a third expansion valve is disposed on the first throttling flow path, and a fifth stop valve is disposed on the first through-flow flow path; or,

[0031] The vehicle thermal management system further includes an expansion switch valve. The outlet of the first flow path and the outlet of the first check valve are both connected to the inlet of the expansion switch valve. The outlet of the expansion switch valve is connected to the inlet of the outdoor heat exchanger. The first throttling flow path is the throttling flow channel of the expansion switch valve, and the first through-flow flow path is the through-flow flow channel of the expansion switch valve.

[0032] Optionally, the vehicle thermal management system further includes a second three-way valve. The port A of the second three-way valve is connected to the outlet of the first water pump. The port B of the second three-way valve is connected to the inlet of the outdoor radiator. The port C of the second three-way valve is connected to the inlet of the in-vehicle heater core; or,

[0033] The vehicle thermal management system further includes a sixth shut-off valve and a seventh shut-off valve. The outlet of the first water pump is connected to the inlet of the outdoor radiator via the sixth shut-off valve and is connected to the inlet of the in-vehicle heater core via the seventh shut-off valve.

[0034] According to another aspect of the present disclosure, there is provided a vehicle including the above vehicle thermal management system.

[0035] Through the above technical solution, the first refrigeration mode of the vehicle thermal management system can be realized. In this mode, before the refrigerant enters the in-vehicle heat exchanger, it can dissipate heat to the outside atmosphere through the outdoor radiator and the outdoor heat exchanger. Specifically, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor outlet flows into the first heat exchanger. In the first heat exchanger, the high-temperature and high-pressure gaseous refrigerant releases heat to the low-temperature coolant and loses enthalpy, so that the high-temperature coolant flows out from the coolant outlet of the first heat exchanger. The high-temperature coolant is pumped by the first water pump into the outdoor radiator and dissipates heat to the outside atmosphere in the outdoor radiator. The low-temperature coolant flowing out from the outdoor radiator outlet returns to the first heat exchanger through the coolant inlet of the first heat exchanger to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger flows into the refrigerant after releasing heat and losing enthalpy to the coolant. This refrigerant flows into the outdoor heat exchanger and dissipates heat to the outside in the outdoor heat exchanger, continuing to lose enthalpy. At this time, the outdoor heat exchanger serves as a condenser. After the high-temperature and high-pressure gaseous refrigerant sequentially releases heat through the outdoor radiator and the outdoor heat exchanger, it flows into the first expansion valve, and is throttled and depressurized by the first expansion valve to become a low-temperature and low-pressure gas-liquid two-phase refrigerant. This low-temperature and low-pressure gas-liquid two-phase refrigerant absorbs the heat of the air in the passenger compartment in the in-vehicle heat exchanger, reducing the temperature in the passenger compartment. Here, the in-vehicle heat exchanger serves as an evaporator.

[0036] Compared with the prior art solution in which the refrigerant before entering the indoor heat exchanger only releases heat to the outside world through the outdoor heat exchanger and loses enthalpy, the present disclosure sets a first heat exchanger at the outlet of the compressor and connects the outdoor radiator to the first heat exchanger, so that in the above-mentioned first refrigeration mode of the present disclosure, the refrigerant can release heat to the outside world twice through the outdoor radiator and the outdoor heat exchanger before entering the indoor heat exchanger. The enthalpy loss and heat release of the refrigerant before entering the indoor heat exchanger are greater, which is beneficial to the inflow of a refrigerant with a lower temperature into the indoor heat exchanger, so that the vehicle thermal management system provided by the present disclosure can still have good refrigeration effect and refrigeration efficiency in a high-temperature environment, realizing the rapid cooling of the occupant compartment. In other words, by setting a first heat exchanger at the outlet of the compressor and connecting the outdoor radiator to the first heat exchanger, the problems that the heat release amount of the refrigerant in the outdoor heat exchanger is limited in a high-temperature environment and the condensation heat transfer performance is affected when the outdoor heat exchanger serves as both a condenser and an evaporator can be solved.

[0037] Other features and advantages of the present disclosure will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. They are used together with the following specific implementation to explain the present disclosure, but do not constitute a limitation to the present disclosure. In the drawings:

[0039] Figure 1 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure;

[0040] Figure 2 is a schematic structural diagram of a vehicle thermal management system provided by another embodiment of the present disclosure;

[0041] Figure 3 is a schematic structural diagram of a vehicle thermal management system provided by still another embodiment of the present disclosure;

[0042] Figure 4 is a schematic structural diagram of a vehicle thermal management system provided by yet another embodiment of the present disclosure;

[0043] Figure 5 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in the first refrigeration mode, and the thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and the coolant in this mode;

[0044] Figure 6 is a pressure-enthalpy diagram of the refrigerant in the first refrigeration mode of a vehicle thermal management system provided by an embodiment of the present disclosure;

[0045] Figure 7It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the second refrigeration mode, and the thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0046] Figure 8 It is a pressure-enthalpy diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the second refrigeration mode;

[0047] Figure 9 It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the first heat pump heating mode, and the thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0048] Figure 10 It is a pressure-enthalpy diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the first heat pump heating mode;

[0049] Figure 11 It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the second heat pump heating mode, and the thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0050] Figure 12 It is a pressure-enthalpy diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the second heat pump heating mode;

[0051] Figure 13 It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the first dehumidification mode, and the thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0052] Figure 14 It is a pressure-enthalpy diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the first dehumidification mode;

[0053] Figure 15 It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the second dehumidification mode, and the thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0054] Figure 16 It is a pressure-enthalpy diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the second dehumidification mode;

[0055] Figure 17It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the third dehumidification mode. The thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0056] Figure 18 It is an enthalpy-pressure diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the third dehumidification mode;

[0057] Figure 19 It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the fourth dehumidification mode. The thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0058] Figure 20 It is an enthalpy-pressure diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the fourth dehumidification mode;

[0059] Figure 21 It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the first battery pack cooling mode. The thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0060] Figure 22 It is an enthalpy-pressure diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the first battery pack cooling mode;

[0061] Figure 23 It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the second battery pack cooling mode. The thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0062] Figure 24 It is an enthalpy-pressure diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the second battery pack cooling mode;

[0063] Figure 25 It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the first passenger compartment refrigeration and battery pack cooling mode. The thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0064] Figure 26 It is an enthalpy-pressure diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the first passenger compartment refrigeration and battery pack cooling mode;

[0065] Figure 27It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the second passenger compartment refrigeration and battery pack cooling mode. The thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0066] Figure 28 It is an enthalpy-pressure diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the second passenger compartment refrigeration and battery pack cooling mode;

[0067] Figure 29 It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the heat recovery mode. The thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0068] Figure 30 It is an enthalpy-pressure diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the heat recovery mode;

[0069] Figure 31 It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the first heat pump and heat recovery mode. The thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0070] Figure 32 It is an enthalpy-pressure diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the first heat pump and heat recovery mode;

[0071] Figure 33 It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the second heat pump and heat recovery mode. The thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0072] Figure 34 It is an enthalpy-pressure diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the second heat pump and heat recovery mode;

[0073] Figure 35 It is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure. Among them, the vehicle thermal management system is in the third heat pump and heat recovery mode. The thick solid lines and arrows in the figure represent the flow paths and flow directions of the refrigerant and coolant in this mode;

[0074] Figure 36 It is an enthalpy-pressure diagram of the refrigerant of the vehicle thermal management system provided by an embodiment of the present disclosure in the third heat pump and heat recovery mode.

[0075] Description of reference numerals

[0076] 1 - Compressor; 2 - First heat exchanger; 3 - Outdoor heat exchanger; 4 - First expansion valve; 5 - Indoor heat exchanger; 6 - First water pump; 7 - Outdoor radiator; 8 - First flow path; 9 - Second flow path; 10 - Indoor heater core; 11 - First throttling flow path; 12 - First through-flow flow path; 13 - Third flow path; 14 - Fourth flow path; 15 - First check valve; 16 - Second heat exchanger; 17 - Second expansion valve; 18 - Battery pack; 19 - Second water pump; 20 - Electronic device; 21 - Third water pump; 22 - First gas-liquid separator; 23 - Third heat exchanger; 24 - Second check valve; 25 - Second gas-liquid separator; 26 - First stop valve; 27 - Second stop valve; 28 - First three-way valve; 29 - Third stop valve; 30 - Fourth stop valve; 31 - Third expansion valve; 32 - Fifth stop valve; 33 - Expansion switch valve; 34 - Third three-way valve; 35 - Sixth stop valve; 36 - Seventh stop valve. Specific embodiments

[0077] The following will describe in detail the specific embodiments of the present disclosure with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only for the purpose of illustrating and explaining the present disclosure, and are not intended to limit the present disclosure.

[0078] In the present disclosure, unless otherwise stated, the "connection" mentioned in the present disclosure can be a direct connection between two devices or apparatuses, or an indirect connection. The "throttling flow path" means that the flow path can achieve throttling and truncation of the refrigerant, and can adjust the flow rate and pressure of the refrigerant during throttling. The "through-flow flow path" means that the flow path can achieve conduction and truncation of the refrigerant.

[0079] As Figures 1 to 36 shown, the present disclosure provides a vehicle thermal management system, including a compressor 1, a first heat exchanger 2, an outdoor heat exchanger 3, a first expansion valve 4, an indoor heat exchanger 5, a first water pump 6, and an outdoor radiator 7. Among them, the outlet of the compressor 1 is connected to the refrigerant inlet of the first heat exchanger 2, the refrigerant outlet of the first heat exchanger 2 is connected to the inlet of the outdoor heat exchanger 3, the outlet of the outdoor heat exchanger 3 is connected to the inlet of the indoor heat exchanger 5 through the first expansion valve 4, the outlet of the indoor heat exchanger 5 is connected to the inlet of the compressor 1, the coolant outlet of the first heat exchanger 2 is connected to the inlet of the outdoor radiator 7, the outlet of the outdoor radiator 7 is connected to the coolant inlet of the first heat exchanger 2, and the first water pump 6 is disposed on the flow path between the coolant outlet of the first heat exchanger 2 and the inlet of the outdoor radiator 7, or the first water pump 6 is disposed on the flow path between the outlet of the outdoor radiator 7 and the coolant inlet of the first heat exchanger 2.

[0080] Through the above technical solution, the first refrigeration mode of the vehicle thermal management system can be realized. In this mode, before the refrigerant enters the indoor heat exchanger 5, it can dissipate heat to the external atmosphere through the outdoor radiator 7 and the outdoor heat exchanger 3. Specifically, as Figure 5 and Figure 6 shown, the high-temperature and high-pressure gaseous refrigerant discharged from the outlet of the compressor 1 flows into the first heat exchanger 2. In the first heat exchanger 2, the high-temperature and high-pressure gaseous refrigerant releases heat to the low-temperature coolant and loses enthalpy (as shown by the arrow 200 in Figure 6 ), so that the high-temperature coolant flows out from the coolant outlet of the first heat exchanger 2. The high-temperature coolant flows into the outdoor radiator 7 under the pumping of the first water pump 6 and dissipates heat to the external atmosphere in the outdoor radiator 7. The low-temperature coolant flowing out from the outlet of the outdoor radiator 7 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant after releasing heat and losing enthalpy to the coolant. This refrigerant flows into the outdoor heat exchanger 3 and releases heat to the outside in the outdoor heat exchanger 3, continuing to lose enthalpy (as shown by the arrow 300 in Figure 6 ). At this time, the outdoor heat exchanger 3 serves as a condenser. After the high-temperature and high-pressure gaseous refrigerant sequentially releases heat through the outdoor radiator 7 and the outdoor heat exchanger 3, it flows into the first expansion valve 4 and becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant after throttling and pressure reduction by the first expansion valve 4. This low-temperature and low-pressure gas-liquid two-phase refrigerant absorbs the heat of the air in the passenger compartment in the indoor heat exchanger 5, reducing the temperature in the passenger compartment. Here, the indoor heat exchanger 5 serves as an evaporator.

[0081] Compared with the prior art in which the refrigerant before entering the indoor heat exchanger only releases heat to the outside and loses enthalpy through the outdoor heat exchanger, in the present disclosure, by providing the first heat exchanger 2 at the outlet of the compressor 1 and connecting the outdoor radiator 7 to the first heat exchanger 2, in the above first refrigeration mode of the present disclosure, the refrigerant can release heat to the outside twice through the outdoor radiator 7 and the outdoor heat exchanger 3 before entering the indoor heat exchanger 5. The enthalpy loss and heat release amount of the refrigerant before entering the indoor heat exchanger 5 are greater, which is beneficial to the inflow of a lower-temperature refrigerant into the indoor heat exchanger 5. As a result, the vehicle thermal management system provided by the present disclosure can still have good refrigeration effect and refrigeration efficiency in a high-temperature environment, realizing the rapid cooling of the passenger compartment. In other words, by providing the first heat exchanger 2 at the outlet of the compressor 1 and connecting the outdoor radiator 7 to the first heat exchanger 2, the problems that the heat release amount of the refrigerant in the outdoor heat exchanger 3 is limited in a high-temperature environment and the condensation heat transfer performance is affected when the outdoor heat exchanger 3 serves as both a condenser and an evaporator can be solved.

[0082] Optionally, the vehicle thermal management system may further include a first flow path 8 that can be selectively opened or closed and a second flow path 9 that can be selectively opened or closed. The refrigerant outlet of the first heat exchanger 2 is connected to the inlet of the outdoor heat exchanger 3 via the first flow path 8 and to the inlet of the first expansion valve 4 via the second flow path 9. By providing the selectively openable or closable first flow path 8 and second flow path 9 and connecting the refrigerant outlet of the first heat exchanger 2 to the inlet of the outdoor heat exchanger 3 and the inlet of the first expansion valve 4 via the first flow path 8 and the second flow path 9 respectively, the refrigerant flowing out of the refrigerant outlet of the first heat exchanger 2 can sequentially pass through the second flow path 9 and the first expansion valve 4 and enter the indoor heat exchanger 5 without flowing through the outdoor heat exchanger 3 via the first flow path 8, enabling the vehicle thermal management system to have a second refrigeration mode.

[0083] Specifically, as Figure 7 and Figure 8 shown, in the second refrigeration mode, the first flow path 8 is in a cut-off state and the second flow path 9 is in a conducting state. The high-temperature and high-pressure gaseous refrigerant discharged from the outlet of the compressor 1 flows into the first heat exchanger 2. In the first heat exchanger 2, the high-temperature and high-pressure gaseous refrigerant releases heat to the low-temperature coolant, so that the high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2. The high-temperature coolant flows into the outdoor radiator 7 under the pumping of the first water pump 6 and releases heat to the external atmosphere and loses enthalpy in the outdoor radiator 7 (as shown by the arrow 200 in Figure 8 ). The low-temperature coolant flowing out of the outlet of the outdoor radiator 7 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 and continues to absorb the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant after releasing heat and losing enthalpy to the coolant. This refrigerant flows into the first expansion valve 4 and is throttled and depressurized by the first expansion valve 4 to become a low-temperature and low-pressure gas-liquid two-phase refrigerant. The low-temperature and low-pressure gas-liquid two-phase refrigerant absorbs the heat of the air in the passenger compartment in the indoor heat exchanger 5, reducing the temperature of the passenger compartment. Here, the indoor heat exchanger 5 serves as an evaporator.

[0084] The difference between the first refrigeration mode and the second refrigeration mode is that in the first refrigeration mode, the refrigerant loses enthalpy through the outdoor heat exchanger 3 and the outdoor radiator 7 before entering the indoor heat exchanger 5 (as shown by the arrow 200 and arrow 300 in Figure 6 ), while in the second refrigeration mode, the refrigerant does not flow through the outdoor heat exchanger 3 before entering the indoor heat exchanger 5, and the refrigerant loses enthalpy through the outdoor radiator 7 (as shown by Figure 8As shown by the arrow 200 in [Figure], that is to say, in the first refrigeration mode, the amount of enthalpy lost by the refrigerant before entering the indoor heat exchanger 5 is greater than that in the second refrigeration mode. Thus, in the first refrigeration mode, the content of the liquid refrigerant in the gas-liquid two-phase refrigerant entering the indoor heat exchanger 5 is greater than that in the second refrigeration mode. The greater the content of the liquid refrigerant in the indoor heat exchanger 5, the more heat the refrigerant absorbs in the indoor heat exchanger 5. Therefore, when the external environmental temperature is high and there is a refrigeration demand in the passenger compartment, the vehicle thermal management system can be in the first refrigeration mode. When the external temperature is relatively high and there is a refrigeration demand in the passenger compartment, the vehicle thermal management system can be in the second refrigeration mode. In other words, the vehicle thermal management system can select to use the first refrigeration mode or the second refrigeration mode to achieve passenger compartment refrigeration according to the external environmental temperature.

[0085] Optionally, to achieve the selective conduction or cut-off of the first flow path 8 and the second flow path 9, in an embodiment provided by the present disclosure, as Figure 1 , Figure 2 and Figure 4 shown, a first shut-off valve 26 is provided on the first flow path 8, and a second shut-off valve 27 is provided on the second flow path 9. By controlling the opening and closing of the first shut-off valve 26 and the second shut-off valve 27, the conduction or cut-off of the first flow path 8 and the second flow path 9 can be achieved.

[0086] In another embodiment provided by the present disclosure, as Figure 3 shown, the vehicle thermal management system may further include a first three-way valve 28. The first three-way valve 28 is simultaneously located on the first flow path 8 and the second flow path 9. The port A of the first three-way valve 28 is connected to the refrigerant outlet of the first heat exchanger 2, the port B of the first three-way valve 28 is connected to the inlet of the outdoor heat exchanger 3, and the port C of the first three-way valve 28 is connected to the inlet of the first expansion valve 4. By controlling the conduction of the corresponding ports of the first three-way valve 28, the conduction or cut-off of the first flow path 8 and the second flow path 9 can be achieved. Specifically, when the port A and the port B of the first three-way valve 28 are conducted, the conduction of the first flow path 8 and the cut-off of the second flow path 9 can be achieved; when the port A and the port C of the first three-way valve 28 are conducted, the cut-off of the first flow path 8 and the conduction of the second flow path 9 can be achieved.

[0087] To enable the vehicle thermal management system provided by the present disclosure to have more working modes and stronger functionality, in an exemplary embodiment provided by the present disclosure, as Figures 1 to 4As shown in the figure, the vehicle thermal management system further includes an indoor heater core 10, a first throttling flow path 11, a first through-flow path 12, a third flow path 13 that can be selectively opened or closed, a fourth flow path 14 that can be selectively opened or closed, and a first check valve 15. Among them, the coolant outlet of the first heat exchanger 2 is connected to the inlet of the outdoor radiator 7 and the inlet of the indoor heater core 10 through a first water pump 6, and the coolant outlet of the first heat exchanger 2 is selectively connected to the inlet of the outdoor radiator 7 and the inlet of the indoor heater core 10. The outlet of the indoor heater core 10 is connected to the coolant inlet of the first heat exchanger 2; the outlet of the indoor heat exchanger 5 is connected to the inlet of the first check valve 15 and is connected to the inlet of the compressor 1 via the third flow path 13. The outlets of the first flow path 8 and the first check valve 15 are both selectively connected to the inlet of the outdoor heat exchanger 3 via the first throttling flow path 11 or the first through-flow path 12. The outlet of the outdoor heat exchanger 3 is also connected to the inlet of the compressor 1 via the fourth flow path 14.

[0088] Since the outlet of the indoor heat exchanger 5 is connected to the inlets of the first throttling flow path 11 and the first through-flow path 12 through the first check valve 15 and is connected to the inlet of the compressor 1 via the selectively opened or closed third flow path 13, the coolant flowing out of the outlet of the indoor heat exchanger 5 can choose to return to the compressor 1 via the third flow path 13 or flow into the outdoor heat exchanger 3 via the first check valve 15 and the first throttling flow path 11; since the outlet of the outdoor heat exchanger 3 is connected to the inlet of the indoor heat exchanger 5 through the first expansion valve 4 and is connected to the inlet of the compressor 1 via the selectively opened or closed fourth flow path 14, the refrigerant flowing out of the outlet of the outdoor heat exchanger 3 can choose to flow into the indoor heat exchanger 5 through the first expansion valve 4 or return to the compressor 1 through the fourth flow path 14. In addition, since the coolant outlet of the first heat exchanger 2 is selectively connected to the inlet of the outdoor radiator 7 and the inlet of the indoor heater core 10, the high-temperature coolant flowing out of the coolant outlet of the first heat exchanger 2 can choose to flow into the outdoor radiator 7 or into the indoor heater core 10. In this way, by controlling the opening or closing of the first flow path 8, the second flow path 9, the third flow path 13, and the fourth flow path 14, as well as the connection relationship between the coolant outlet of the first heat exchanger 2 and the outdoor radiator 7 and the indoor heater core 10, the vehicle thermal management system provided by the present disclosure can not only have the above-mentioned first refrigeration mode and second refrigeration mode, but also have a heat pump heating mode and a dehumidification mode.

[0089] Specifically, as Figure 5As shown, when the first flow path 8 is turned on, the second flow path 9 is turned off, the third flow path 13 is turned off, the fourth flow path 14 is turned on, the first flow path 12 is turned on, the first throttling flow path 11 is turned off, and the coolant outlet of the first heat exchanger 2 is connected to the outdoor radiator 7, the vehicle thermal management system is in the above-mentioned first cooling mode. In this mode, the compressor 1, the first heat exchanger 2, the first flow path 8, the first flow path 12, the outdoor heat exchanger 3, the first expansion valve 4, the indoor heat exchanger 5, and the third flow path 13 are connected in series in sequence to form a refrigerant circuit; the first water pump 6, the outdoor radiator 7, and the first heat exchanger 2 are connected in series in sequence to form a coolant circuit, and the refrigerant and the coolant in the two circuits exchange heat through the first heat exchanger 2.

[0090] In this mode, since the second flow path 9 is in a cut-off state, the refrigerant flowing out of the refrigerant outlet of the first heat exchanger 2 will not enter the indoor heat exchanger 5 through the first expansion valve 4. A first check valve 15 is connected between the outlet of the indoor heat exchanger 5 and the outlet of the first flow path 8. The refrigerant flowing out of the outlet of the first flow path 8 cannot be guided back to the indoor heat exchanger 5 or the third flow path 13 through the first check valve 15, but flows into the first flow path 12, and, as Figure 6 As shown, due to the pressure of the refrigerant flowing out of the outlet of the indoor heat exchanger 5 (refer to Figure 6 The pressure value corresponding to the arrow 500 in FIG. 1 is less than the refrigerant pressure flowing out of the outlet of the first flow path 8 (refer to Figure 6 The pressure value corresponding to the arrow 200 in the figure), the refrigerant flowing out of the outlet of the indoor heat exchanger 5 cannot flow to the first flow path 8. Since the fourth flow path 14 is in a cut-off state, the refrigerant flowing out of the outlet of the outdoor heat exchanger 3 cannot return to the compressor 1 through the fourth flow path 14, but can only flow into the indoor heat exchanger 5 through the first expansion valve 4. In addition, it should be emphasized that in this mode, the first throttling flow path 11 is in a cut-off state, that is, the refrigerant flowing out of the first flow path 8 flows into the outdoor heat exchanger 3 through the first flow path 12, so that the refrigerant can release heat to the external environment in the outdoor heat exchanger 3.

[0091] like Figure 7As shown, when the first flow path 8 is in the cut-off state, the second flow path 9 is in the conducting state, the third flow path 13 is in the conducting state, the fourth flow path 14 is in the cut-off state, and the coolant outlet of the first heat exchanger 2 is in communication with the outdoor radiator 7, the vehicle thermal management system is in the above-mentioned second refrigeration mode. In this mode, the compressor 1, the first heat exchanger 2, the second flow path 9, the first expansion valve 4, the indoor heat exchanger 5, and the third flow path 13 are connected in series in turn to form a refrigerant circuit; the first water pump 6, the outdoor radiator 7, and the first heat exchanger 2 are connected in series in turn to form a coolant return circuit, and the refrigerant and coolant in these two circuits exchange heat through the first heat exchanger 2. Since the first flow path 8 is in the cut-off state in this mode, the refrigerant flowing out of the outlet of the first heat exchanger 2 flows into the indoor heat exchanger 5 via the second flow path 9 and the first expansion valve 4, without passing through the outdoor heat exchanger 3.

[0092] As Figure 9 shown, the vehicle thermal management system provided by the present disclosure may also have a first heat pump heating mode. In this mode, the first flow path 8 is cut off, the second flow path 9 is conducting, the third flow path 13 is cut off, the fourth flow path 14 is conducting, the first through-flow path 12 is cut off, the first throttling flow path 11 is conducting, and the coolant outlet of the first heat exchanger 2 is in communication with the indoor heater core 10, so that the compressor 1, the first heat exchanger 2, the second flow path 9, the first expansion valve 4, the indoor heat exchanger 5, the first check valve 15, the first throttling flow path 11, the outdoor heat exchanger 3, and the fourth flow path 14 are connected in series in turn to form a refrigerant circuit, and the first water pump 6, the indoor heater core 10, and the first heat exchanger 2 are connected in series in turn to form a coolant circuit, and the refrigerant and coolant in these two circuits exchange heat through the first heat exchanger 2.

[0093] In the first heat pump heating mode, as Figure 9 and Figure 10 shown, the high-temperature and high-pressure gaseous refrigerant discharged from the outlet of the compressor 1 flows into the first heat exchanger 2. In the first heat exchanger 2, the high-temperature and high-pressure gaseous refrigerant releases heat to the low-temperature coolant and loses enthalpy (as shown by the arrow 200 in Figure 10 ), so that the high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2. The high-temperature coolant is pumped by the first water pump 6 into the indoor heater core 10 and releases heat to the passenger compartment through the indoor heater core 10 to increase the temperature of the passenger compartment. The low-temperature coolant flowing out of the outlet of the indoor heater core 10 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant flowing into the refrigerant outlet of the first heat exchanger 2 is the refrigerant that has released heat and lost enthalpy to the coolant. This refrigerant flows through the first expansion valve 4 for throttling and pressure reduction and then flows into the indoor heat exchanger 5, and releases heat to the passenger compartment and loses enthalpy in the indoor heat exchanger 5 (as shown in Figure 10as shown by the arrow 500 in [reference], where the indoor heat exchanger 5 serves as a condenser. The refrigerant flowing out of the outlet of the indoor heat exchanger 5 is throttled and depressurized through the first throttling flow path 11 (as Figure 10 shown by the arrow 330 in [reference]) and flows into the outdoor heat exchanger 3. In the outdoor heat exchanger 3, the low-pressure gas-liquid two-phase mixed refrigerant absorbs the heat of the external atmosphere, increasing the enthalpy value of the refrigerant (as Figure 10 shown by the arrow 300 in [reference]), and finally returns to the compressor 1.

[0094] In the first heat pump heating mode, both the indoor heat exchanger 5 and the indoor heater core 10 arranged in the passenger compartment release heat to the air in the passenger compartment. When arranging the indoor heat exchanger 5 and the indoor heater core 10, the indoor heat exchanger 5 can be arranged behind the indoor heater core 10, and the air can flow through the indoor heat exchanger 5 first and then through the indoor heater core 10 when flowing. In this way, the indoor heat exchanger 5 can preheat the air that is about to flow through the indoor heater core 10.

[0095] In addition, it should be noted that in the first heat pump heating mode, the reason why the refrigerant needs to be throttled and depressurized by the first expansion valve 4 before entering the indoor heat exchanger 5 is to adjust the temperature of the refrigerant about to enter the indoor heat exchanger 5 through the valve opening of the first expansion valve 4, so that the temperature of the refrigerant flowing into the indoor heat exchanger 5 is higher than the ambient temperature in the passenger compartment and lower than the temperature of the coolant in the indoor heater core 10. In this way, the refrigerant can release heat (instead of absorbing heat) to the passenger compartment in the indoor heat exchanger 5, and at the same time, heat the air flowing through the indoor heat exchanger 5 to a temperature not higher than the temperature of the coolant in the indoor heater core 10, realizing the above-mentioned preheating function, and preventing the coolant in the indoor heater core 10 from not releasing heat to the air flowing through the indoor heater core 10. In the first heat pump heating mode, the heater core is the main heat source for providing heat to the passenger compartment, and the indoor heat exchanger 5 is an auxiliary heat source for assisting in providing heat to the passenger compartment. In other words, by adjusting the valve opening of the first expansion valve 4, the temperature of the refrigerant entering the indoor heat exchanger 5 can be adjusted, so that there is a temperature difference between the temperature of the refrigerant in the indoor heat exchanger 5 and the temperature of the coolant in the indoor heater core 10, thereby realizing the function of preheating the air that is about to flow through the indoor heater core 10 by the indoor heat exchanger 5.

[0096] As Figure 11As shown, the vehicle thermal management system provided by the present disclosure may also have a second heat pump heating mode. In this mode, the first flow path 8 is turned on, the second flow path 9 is turned off, the third flow path 13 is turned off, the fourth flow path 14 is turned on, the first flow path 12 is turned off, the first throttling flow path 11 is turned on, and the coolant outlet of the first heat exchanger 2 is connected to the indoor heater core 10, so that the compressor 1, the first heat exchanger 2, the first flow path 8, the first throttling flow path 11, and the outdoor heat exchanger 3 are connected in series to form a refrigerant circuit, and the first water pump 6, the indoor heater core 10, and the first heat exchanger 2 are connected in series to form a coolant circuit, and the refrigerant and the coolant in the two circuits exchange heat through the first heat exchanger 2.

[0097] In the second heat pump heating mode, if Figure 11 and Figure 12 As shown, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 1 outlet flows into the first heat exchanger 2. In the first heat exchanger 2, the high-temperature and high-pressure gaseous refrigerant releases heat to the low-temperature coolant and loses enthalpy (such as Figure 12 As shown by the arrow 200 in the figure, the high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2. The high-temperature coolant flows into the indoor heater core 10 under the pumping of the first water pump 6, and releases heat to the passenger compartment through the indoor heater core 10 to increase the temperature of the passenger compartment. The low-temperature coolant flowing out of the outlet of the indoor heater core 10 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2, and continues to absorb the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant that has released heat and lost enthalpy to the coolant. The refrigerant is throttled and reduced in pressure by the first expansion valve 4 and becomes a low-pressure gas-liquid two-phase mixed refrigerant (such as Figure 11 As shown by arrow 330 in FIG. 1 , the low-pressure gas-liquid two-phase mixed refrigerant flows into the outdoor heat exchanger 3, absorbs heat from the outside atmosphere in the outdoor heat exchanger 3, and obtains enthalpy (as shown in FIG. Figure 11 As shown by the arrow 300 in FIG. 1 , the outdoor heat exchanger 3 is used as an evaporator, and the refrigerant flowing out of the outdoor heat exchanger 3 eventually returns to the compressor 1.

[0098] The difference between the above-mentioned first heat pump heating mode and the second heat pump heating mode is that in the first heat pump heating mode, the refrigerant flowing out of the refrigerant outlet of the first heat exchanger 2 is throttled and depressurized by the first expansion valve 4 and then flows into the indoor heat exchanger 5. The refrigerant in the indoor heat exchanger 5 and the refrigerant in the indoor warm air core 10 both release heat to the passenger compartment, and the refrigerant in the indoor heat exchanger 5 can preheat the air that is about to flow through the indoor warm air core 10. In the second heat pump heating mode, the refrigerant flowing out of the refrigerant outlet of the first heat exchanger 2 does not flow into the indoor heat exchanger 5, but returns to the compressor 1 via the outdoor heat exchanger 3. That is to say, in the first heat pump heating mode, both the indoor heat exchanger 5 and the indoor warm air core 10 are used to release heat to the passenger compartment. In the second heat pump heating mode, only the indoor warm air core 10 is used to release heat to the passenger compartment. Since the refrigerant in the indoor heat exchanger 5 can preheat the air that is about to flow through the indoor warm air core 10 in the first heat pump heating mode, and there is no refrigerant flowing through the indoor heat exchanger 5 in the second heat pump heating mode, so the air flowing through the indoor warm air core 10 is not preheated. Therefore, the temperature of the air flowing through the indoor warm air core 10 in the first heat pump heating mode is higher than that in the second heat pump heating mode. Compared with the second heating mode, the first heat pump heating mode has a higher temperature increase speed and effect on the passenger compartment. In actual application, the appropriate heat pump heating mode can be selected according to the temperature of the passenger compartment or the heating demand of the passenger compartment. For example, when the temperature of the passenger compartment is low, the vehicle thermal management system can be set to the first heat pump heating mode. When the temperature of the passenger compartment is relatively low, the vehicle thermal management system can be set to the second heat pump heating mode.

[0099] Such as Figure 13As shown, the vehicle thermal management system provided by the present invention can also have a first dehumidification mode, in which the first flow path 8 is cut off, the second flow path 9 is connected, the third flow path 13 is connected, the fourth flow path 14 is cut off, and the coolant outlet of the first heat exchanger 2 is connected to the indoor heater core 10, so that the compressor 1, the first heat exchanger 2, the second flow path 9, the first expansion valve 4, the indoor heat exchanger 5, and the third flow path 13 are connected in series to form a refrigerant circuit, and the first water pump 6, the indoor heater core 10, and the first heat exchanger 2 are connected in series in turn to form a coolant circuit, and the refrigerant and coolant in the two circuits exchange heat through the first heat exchanger 2. In the first dehumidification mode, the refrigerant flowing out of the refrigerant outlet of the first heat exchanger 2 flows into the indoor heat exchanger 5 after being throttled and reduced in pressure by the first expansion valve 4. The refrigerant in the indoor heat exchanger 5 absorbs heat from the passenger compartment, and the coolant in the warm air core releases heat to the passenger compartment. In this way, when the hot air in the passenger compartment contacts the indoor heat exchanger 5, condensed water can be formed on the surface of the indoor heat exchanger 5, thereby achieving the purpose of reducing the humidity of the air in the passenger compartment. The condensed water can be discharged outside the vehicle through the guide pipe. Releasing heat to the passenger compartment through the warm air core can stabilize the temperature of the passenger compartment within a certain range, and prevent the indoor heat exchanger 5 from lowering the temperature in the passenger compartment.

[0100] like Figure 15 As shown, the vehicle thermal management system provided by the present invention can also have a second dehumidification mode, in which the first flow path 8 is connected, the second flow path 9 is connected, the third flow path 13 is connected, the fourth flow path 14 is connected, the first throttling flow path 11 is connected, the first flow path 12 is cut off, and the coolant outlet of the first heat exchanger 2 is connected to the indoor heater core 10, so that the compressor 1, the first heat exchanger 2, the first flow path 8, the first throttling flow path 11, the outdoor heat exchanger 3, and the fourth flow path 14 are connected in series in sequence to form a refrigerant circuit, the compressor 1, the first heat exchanger 2, the second flow path 9, the first expansion valve 4, the indoor heat exchanger 5, and the third flow path 13 are connected in series to form another refrigerant circuit, the first water pump 6, the indoor heater core 10, and the first heat exchanger 2 are connected in series in sequence to form a coolant circuit, and the coolant and the refrigerant flowing out of the compressor 1 outlet exchange heat in the first heat exchanger 2. In the second dehumidification mode, the refrigerant flowing out from the refrigerant outlet of the first heat exchanger 2 is divided into two streams. One stream flows into the indoor heat exchanger 5 after throttling and reducing the pressure through the first expansion valve 4, so that the refrigerant in the indoor heat exchanger 5 absorbs heat from the passenger compartment. The other stream flows into the outdoor heat exchanger 3 after throttling and reducing the pressure through the first throttling flow path 11, and absorbs heat from the outside atmosphere in the outdoor heat exchanger 3. The refrigerant flowing out from the outlet of the indoor heat exchanger 5 merges with the refrigerant flowing out from the outlet of the outdoor heat exchanger 3 and returns to the compressor 1.

[0101] like Figure 17As shown in the figure, the vehicle thermal management system provided by the present disclosure may further have a third dehumidification mode. In this mode, the first flow path 8 is cut off, the second flow path 9 is turned on, the third flow path 13 is cut off, the fourth flow path 14 is turned on, the first throttling flow path 11 is turned on, the first through-flow flow path 12 is cut off, and the coolant outlet of the first heat exchanger 2 is in communication with the indoor heater core 10, so that the compressor 1, the first heat exchanger 2, the second flow path 9, the first expansion valve 4, the indoor heat exchanger 5, the first throttling flow path 11, the outdoor heat exchanger 3, and the fourth flow path 14 are connected in series in sequence to form a refrigerant circuit, and the first water pump 6, the indoor heater core 10, and the first heat exchanger 2 are connected in series in sequence to form a coolant circuit. The refrigerant and the coolant of these two circuits exchange heat in the first heat exchanger 2. The difference between the third dehumidification mode and the first dehumidification mode is that in the first dehumidification mode, the refrigerant flowing out of the indoor heat exchanger 5 does not pass through the outdoor heat exchanger 3, but directly returns to the compressor 1 through the third flow path 13. In the third dehumidification mode, the refrigerant flowing out of the indoor heat exchanger 5 does not flow into the third flow path 13, but flows into the outdoor heat exchanger 3 through the first throttling flow path 11, and returns to the compressor 1 after absorbing the heat of the outside atmosphere through the outdoor heat exchanger 3.

[0102] As Figure 19 As shown in the figure, the vehicle thermal management system provided by the present disclosure may further have a fourth dehumidification mode. In this mode, the first flow path 8 is turned on, the second flow path 9 is cut off, the third flow path 13 is turned on, the fourth flow path 14 is cut off, the first throttling flow path 11 is turned on, the first through-flow flow path 12 is cut off, and the coolant outlet of the first heat exchanger 2 is in communication with the indoor heater core 10, so that the compressor 1, the first heat exchanger 2, the first flow path 8, the first throttling flow path 11, the outdoor heat exchanger 3, the first expansion valve 4, the indoor heat exchanger 5, and the third flow path 13 are connected in series in sequence to form a refrigerant circuit, and the first water pump 6, the indoor heater core 10, and the first heat exchanger 2 are connected in series in sequence to form a coolant circuit. The refrigerant and the coolant of these two circuits exchange heat in the first heat exchanger 2. The difference between the fourth dehumidification mode and the second dehumidification mode and the third dehumidification mode is that in the fourth dehumidification mode, the refrigerant flowing out of the refrigerant outlet of the first heat exchanger 2 first passes through the outdoor heat exchanger 3, exchanges heat with the outside atmosphere in the outdoor heat exchanger 3, and then flows into the indoor heat exchanger 5 after being throttled and depressurized by the first expansion valve 4. In addition, in the third dehumidification mode and the fourth dehumidification mode, since the first throttling flow path 11 and the first expansion valve 4 are connected in series in the same refrigerant circuit, and both the first throttling flow path 11 and the first expansion valve 4 throttle and depressurize the refrigerant, the throttling degrees of the first throttling flow path 11 and the first expansion valve 4 affect each other, and the control complexity of the vehicle thermal management system is relatively high. In the second dehumidification mode, since the first throttling flow path 11 and the first expansion valve 4 are connected in parallel with each other, the throttling degrees of the first throttling flow path 11 and the first expansion valve 4 do not affect each other, and the control complexity of the vehicle thermal management system is relatively low.

[0103] During specific implementation, the vehicle thermal management system can be in the first dehumidification mode, the second dehumidification mode, the third dehumidification mode, or the fourth dehumidification mode according to the ambient temperature. For example, when the ambient temperature is between 10°C and 15°C, dehumidification can be carried out through the first dehumidification mode; when the ambient temperature is between 5°C and 10°C, dehumidification can be carried out through the second dehumidification mode; when the ambient temperature is less than 5°C, dehumidification can be carried out through the third dehumidification mode and the fourth dehumidification mode.

[0104] Here, in order to achieve the selective conduction or cut-off of the above-mentioned third flow path 13 and fourth flow path 14, in an embodiment provided by the present disclosure, as Figures 1 to 4 shown, a third shut-off valve 29 can be provided on the third flow path 13, and a fourth shut-off valve 30 can be provided on the fourth flow path 14. The conduction or cut-off of the third flow path 13 and the fourth flow path 14 is achieved by controlling the opening and closing of the third shut-off valve 29 and the fourth shut-off valve 30. In other embodiments, switching valves can also be provided on the third flow path 13 and the fourth flow path 14 respectively.

[0105] Optionally, in order to throttle and reduce the pressure of the refrigerant in the first throttling flow path 11 and directly conduct the refrigerant in the first through-flow flow path 12 (i.e., without throttling), in an embodiment, as Figure 2 shown, a third expansion valve 31 can be provided on the first throttling flow path 11, and a fifth shut-off valve 32 can be provided on the first through-flow flow path 12. The third expansion valve 31 and the fifth shut-off valve 32 are connected in parallel with each other.

[0106] In another embodiment, as Figure 1 、 Figure 3 、 Figure 4 shown, the vehicle thermal management system can further include an expansion switching valve 33. The outlet of the first flow path 8 and the outlet of the first check valve 15 are both connected to the inlet of the expansion switching valve 33. The outlet of the expansion switching valve 33 is connected to the inlet of the outdoor heat exchanger 3. The first throttling flow path 11 is the throttling flow channel of the expansion switching valve 33, and the first through-flow flow path 12 is the through-flow flow channel of the expansion switching valve 33. Here, the expansion switching valve 33 is equivalent to the integration of an expansion valve and a switching valve. The expansion switching valve 33 has a throttling flow channel and a through-flow flow channel inside. A throttle valve port and a throttle valve core are provided in the throttling flow channel, and a through-flow valve port and a through-flow valve core are provided in the through-flow flow channel. It is possible to select and control the opening of the throttle valve core or the opening of the through-flow valve core according to the working mode of the vehicle thermal management system, so that the refrigerant has a throttling state of being throttled and depressurized and a through-flow state of not being throttled and being directly conducted when passing through the expansion switching valve 33.

[0107] Optionally, in order to achieve the selective conduction of the coolant outlet of the first heat exchanger 2 to the inlet of the outdoor radiator 7 and the inlet of the in-vehicle heater core 10, in an exemplary embodiment provided by the present disclosure, as Figures 1 to 3As shown, the vehicle thermal management system further includes a second three-way valve, wherein the port A of the second three-way valve is connected to the outlet of the first water pump 6, the port B of the second three-way valve is connected to the inlet of the outdoor radiator 7, and the port C of the second three-way valve is connected to the inlet of the indoor warm air core 10. When the ports A and B of the second three-way valve are connected and the first water pump 6 is turned on, the flow path between the coolant outlet of the first heat exchanger 2 and the outdoor radiator 7 can be connected, and when the ports A and C of the second three-way valve are connected and the first water pump 6 is turned on, the flow path between the coolant outlet of the first heat exchanger 2 and the indoor warm air core 10 can be connected.

[0108] In another embodiment provided by the present disclosure, the vehicle thermal management system further includes a sixth stop valve 35 and a seventh stop valve 36, and the outlet of the first water pump 6 is connected to the inlet of the outdoor radiator 7 via the sixth stop valve 35, and is connected to the inlet of the indoor warm air core 10 via the seventh stop valve 36. When the sixth stop valve 35 is turned on, the first water pump 6 is turned on, and the seventh stop valve 36 is turned off, the flow path between the coolant outlet of the first heat exchanger 2 and the outdoor radiator 7 can be conducted, and when the seventh stop valve 36 is turned on, the first water pump 6 is turned on, and the sixth stop valve 35 is turned off, the flow path between the coolant outlet of the first heat exchanger 2 and the indoor warm air core 10 can be conducted.

[0109] In addition, in order to reduce the control complexity of the vehicle thermal management system provided by the present disclosure while making the refrigerant returning to the compressor 1 a gaseous refrigerant, the vehicle thermal management system provided by the present disclosure also includes a first gas-liquid separation device 22, the outlet of the fourth flow path 14 is connected to the inlet of the first gas-liquid separation device 22, and the inlet of the compressor 1 is connected to the air outlet of the first gas-liquid separation device 22 and the outlet of the third flow path 13.

[0110] In the prior art, the gas-liquid separation device is usually arranged at the inlet of the compressor, and the refrigerant returning to the compressor must pass through the gas-liquid separation device before returning to the compressor, which will increase the control complexity of the vehicle thermal management system. In the present application, since the outlet of the fourth flow path 14 is connected to the inlet of the first gas-liquid separation device 22, the inlet of the compressor 1 is connected to the gas outlet of the first gas-liquid separation device 22 and the outlet of the third flow path 13, the refrigerant flowing out of the outdoor heat exchanger 3 passes through the first gas-liquid separation device 22 and is separated into gaseous refrigerant and liquid refrigerant, and the refrigerant flowing out of the outlet of the indoor heat exchanger 5 will bypass the first gas-liquid separation device 22, that is, it will directly return to the compressor 1 without passing through the first gas-liquid separation device 22, which will reduce the control complexity of the vehicle thermal management system.

[0111] Specifically, the function of the gas-liquid separation device is to separate the refrigerant about to enter the compressor into gaseous refrigerant and liquid refrigerant, and only let the gaseous refrigerant return to the compressor, thus avoiding the occurrence of liquid slugging in the compressor caused by the entry of liquid refrigerant into the compressor. The refrigerant is miscible with the lubricating oil in the compressor, that is, the refrigerant will carry the lubricating oil in the compressor after passing through the compressor. If the superheat degree of the refrigerant entering the compressor is less than 0, liquid refrigerant will enter the compressor, causing liquid slugging. If the superheat degree is greater than 0, the lubricating oil carried by the refrigerant entering the compressor is less, and abnormal lubrication inside the compressor will occur during long-term operation of the compressor, resulting in wear inside the compressor, which is not conducive to improving the service life of the compressor. Therefore, for the case where a gas-liquid separation device is provided at the outlet of the compressor, it is necessary to control the superheat degree of the refrigerant at the inlet of the compressor so that the superheat degree of the refrigerant at the inlet of the compressor is equal to 0, thus neither causing liquid slugging nor abnormal lubrication inside the compressor. However, controlling the superheat degree of the refrigerant at the inlet of the compressor will inevitably increase the control complexity of the vehicle thermal management system.

[0112] In the refrigeration mode and the heating mode, the temperature of the refrigerant at the inlet of the compressor is different. The temperature of the refrigerant at the inlet of the compressor in the refrigeration mode is higher than that in the heating mode. That is to say, the specific volume of the refrigerant at the inlet of the compressor in the refrigeration mode is less than that of the refrigerant at the inlet of the compressor in the heating mode. Since the specific volume is inversely proportional to the density, the density of the refrigerant at the inlet of the compressor in the refrigeration mode will be greater than that of the refrigerant at the inlet of the compressor in the heating mode. Therefore, at the same volume, the mass flow rate of the refrigerant at the inlet of the compressor in the refrigeration mode is greater than that of the refrigerant at the inlet of the compressor in the heating mode. That is, the lubricating oil carried by the refrigerant entering the compressor in the refrigeration mode is more than that carried by the refrigerant entering the compressor in the heating mode, and abnormal lubrication of the compressor will not occur. That is to say, in the refrigeration mode, it is not necessary to control the superheat degree of the refrigerant about to flow into the compressor to be exactly equal to 0.

[0113] Based on this, in the present disclosure, the outlet of the outdoor heat exchanger 3 is connected to the inlet of the compressor 1 through the first gas-liquid separation device 22, while the outlet of the indoor heat exchanger 5 is directly connected to the inlet of the compressor 1 without passing through the first gas-liquid separation device 22. In this way, as Figure 5 、 Figure 7 shown, in the first refrigeration mode and the second refrigeration mode provided in the present disclosure, the refrigerant flowing out of the outlet of the indoor heat exchanger 5 returns to the compressor 1 without passing through the first gas-liquid separation device 22. That is, in the first refrigeration mode and the second refrigeration mode, the superheat degree of the refrigerant at the inlet of the compressor 1 is not controlled, thereby being able to reduce the control difficulty and control complexity of the vehicle thermal management system.

[0114] In addition, since the refrigerant releases heat to the coolant in the first heat exchanger 2, a gas-liquid two-phase mixed refrigerant flows out of the outlet of the first heat exchanger 2. To avoid abnormal noises in the first expansion valve 4, the second expansion valve 17 (which will be mentioned below), and the third expansion valve 31 or the expansion switch valve 33, the vehicle thermal management system may further include a second gas-liquid separation device 25. The refrigerant outlet of the first heat exchanger 2 is connected to the inlet of the second gas-liquid separation device 25, and the liquid outlet of the second gas-liquid separation device 25 is connected to the inlets of the first flow path 8 and the second flow path 9. The second gas-liquid separation device 25 separates the gas-liquid two-phase mixed refrigerant flowing out of the refrigerant outlet of the first heat exchanger 2, so that the liquid refrigerant flows into the first flow path 8 and the second flow path 9.

[0115] Optionally, the vehicle thermal management system may further include a third heat exchanger 23. The outlets of the second flow path 9 and the outdoor heat exchanger 3 are both connected to the first refrigerant inlet of the third heat exchanger 23. The first refrigerant outlet of the third heat exchanger 23 is connected to the inlet of the indoor heat exchanger 5 through the first expansion valve 4. The outlet of the third flow path 13 is connected to the second refrigerant inlet of the third heat exchanger 23. The second refrigerant outlet of the third heat exchanger 23 is connected to the inlet of the compressor 1; or, the outlet of the outdoor heat exchanger 3 is connected to the first refrigerant inlet of the third heat exchanger 23. The inlet of the first expansion valve 4 is connected to the first refrigerant outlet of the third heat exchanger 23 and the outlet of the second flow path 9. The outlet of the third flow path 13 is connected to the second refrigerant inlet of the third heat exchanger 23. The second refrigerant outlet of the third heat exchanger 23 is connected to the inlet of the compressor 1. In this way, in at least one of the above-mentioned first refrigeration mode, second refrigeration mode, first dehumidification mode, second dehumidification mode, and fourth dehumidification mode, the refrigerant about to flow into the indoor heat exchanger 5 through the first expansion valve 4 can exchange heat with the refrigerant flowing out of the indoor heat exchanger 5 in the third heat exchanger 23. The refrigerant flowing out of the indoor heat exchanger 5 absorbs the heat of the refrigerant about to flow into the indoor heat exchanger 5 through the first expansion valve 4 in the third heat exchanger 23, so that the refrigerant flowing out of the indoor heat exchanger 5 can be supplemented with enthalpy before returning to the compressor 1.

[0116] It should be noted that since the temperature of the refrigerant flowing out of the indoor heat exchanger 5 is approximately equal to the desired refrigeration temperature of the passenger compartment, and the temperature of the refrigerant flowing out of the outdoor heat exchanger 3 is approximately equal to the external ambient temperature. When the passenger compartment is refrigerated or dehumidified, the external ambient temperature is higher than the desired refrigeration temperature of the passenger compartment. Therefore, in the first refrigeration mode and the fourth dehumidification mode, the temperature of the refrigerant flowing out of the outdoor heat exchanger 3 is higher than the temperature of the refrigerant flowing out of the indoor heat exchanger 5. Therefore, the refrigerant flowing out of the outdoor heat exchanger 3 can release heat to the refrigerant flowing out of the indoor heat exchanger 5 in the third heat exchanger 23. Similarly, in the second refrigeration mode, the first dehumidification mode, and the second dehumidification mode, the temperature of the refrigerant after releasing heat in the first heat exchanger 2 is higher than the temperature of the refrigerant flowing out of the indoor heat exchanger 5. Therefore, in the second refrigeration mode, the first dehumidification mode, and the second dehumidification mode, the refrigerant flowing out of the first heat exchanger 2 can release heat to the refrigerant flowing out of the indoor heat exchanger 5 in the third heat exchanger 23.

[0117] In the field of electric vehicle technology, when vehicle manufacturers design electric vehicles, they strive to continuously shorten the charging time of the battery pack 18. The shortening of the charging time of the battery pack 18 means that the battery pack 18 releases more heat during charging, the temperature of the battery pack 18 is higher, and the battery pack 18 needs to be quickly cooled in order to maintain the temperature of the battery pack 18 within its suitable operating temperature range while shortening the charging time of the battery pack 18.

[0118] As mentioned above, in the first refrigeration mode, the refrigerant flowing out of the outlet of the compressor 1 releases heat to the external environment through the outdoor heat exchanger 3 and the outdoor radiator 7 respectively, so that the vehicle thermal management system provided by the present disclosure has high refrigeration effect and refrigeration efficiency. Therefore, in order to quickly cool the battery pack 18, the vehicle thermal management system provided by the present disclosure may further include a second heat exchanger 16, a second expansion valve 17, a battery pack 18, and a second water pump 19. The outlet of the outdoor heat exchanger 3 and the outlet of the second flow path 9 are both connected to the refrigerant inlet of the second heat exchanger 16 through the second expansion valve 17, and the refrigerant outlet of the second heat exchanger 16 is connected to the inlet of the compressor 1; the first coolant outlet of the second heat exchanger 16 is connected to the inlet of the battery pack 18, the outlet of the battery pack 18 is connected to the first coolant inlet of the second heat exchanger 16, and the second water pump 19 is arranged on the flow path between the first coolant outlet of the second heat exchanger 16 and the inlet of the battery pack 18, or the second water pump 19 is arranged on the flow path between the outlet of the battery pack 18 and the first coolant inlet of the second heat exchanger 16.

[0119] In this way, the vehicle thermal management system provided by the present disclosure can have a first battery pack 18 cooling mode. In this mode, as Figure 21As shown, the first flow path 8 is connected, the second flow path 9 is blocked, the third flow path 13 is blocked, the fourth flow path 14 is blocked, the first flow path 12 is connected, the first throttling flow path 11 is blocked, the first expansion valve 4 is closed, the second expansion valve 17 is opened, the second water pump 19 is opened, and the coolant outlet of the first heat exchanger 2 is connected to the outdoor radiator 7, so that the compressor 1, the first heat exchanger 2, the first flow path 8, the first flow path 12, the outdoor heat exchanger 3, the second expansion valve 17, the second heat exchanger 16, and the compressor 1 are connected in series in sequence to form a refrigerant circuit, the first water pump 6, the outdoor radiator 7, and the first heat exchanger 2 are connected in series to form a coolant circuit, and the second water pump 19, the battery pack 18 and the second heat exchanger 16 are connected in series to form another coolant circuit, and the two coolant circuits exchange heat with the refrigerant circuit through the first heat exchanger 2 and the second heat exchanger 16 respectively.

[0120] Specifically, Figure 21 As shown, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 1 outlet flows into the first heat exchanger 2. In the first heat exchanger 2, the high-temperature and high-pressure gaseous refrigerant releases heat to the low-temperature coolant and loses enthalpy (such as Figure 22 As shown by the arrow 200 in the figure, the high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2. The high-temperature coolant flows into the outdoor radiator 7 under the pumping of the first water pump 6, and dissipates heat to the outside atmosphere in the outdoor radiator 7. The low-temperature coolant flowing out of the outdoor radiator 7 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2, and continues to absorb the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant that has released heat and lost enthalpy to the coolant. The refrigerant flows into the outdoor heat exchanger 3 and releases heat to the outside in the outdoor heat exchanger 3, continuing to lose enthalpy (as shown in the figure). Figure 21 As shown by the arrow 300 in the figure, the outdoor heat exchanger 3 is used as a condenser. After the high-temperature and high-pressure gaseous refrigerant releases heat through the outdoor radiator 7 and the outdoor heat exchanger 3 in sequence, it flows into the second expansion valve 17, and is throttled and reduced in pressure by the second expansion valve 17 to become a low-temperature and low-pressure gas-liquid two-phase refrigerant. The low-temperature and low-pressure gas-liquid two-phase refrigerant absorbs the heat of the coolant in the second heat exchanger 16, so that the first coolant outlet of the second heat exchanger 16 flows out the low-temperature coolant, which is used to absorb the heat of the battery pack 18 and cool the battery pack 18.

[0121] The vehicle thermal management system provided by the present disclosure may have a second battery pack 18 cooling mode. In this mode, Figure 23As shown, the first flow path 8 is cut off, the second flow path 9 is connected, the third flow path 13 is cut off, the fourth flow path 14 is cut off, the first expansion valve 4 is closed, the second expansion valve 17 is opened, the second water pump 19 is opened, and the coolant outlet of the first heat exchanger 2 is connected to the outdoor radiator 7, so that the compressor 1, the first heat exchanger 2, the second flow path 9, the second expansion valve 17, and the second heat exchanger 16 are connected in series in sequence to form a refrigerant circuit, the first water pump 6, the outdoor radiator 7, and the first heat exchanger 2 are connected in series to form a coolant circuit, and the second water pump 19, the battery pack 18 and the second heat exchanger 16 are connected in series to form another coolant circuit. The two coolant circuits exchange heat with the refrigerant circuit through the first heat exchanger 2 and the second heat exchanger 16 respectively.

[0122] Specifically, Figure 23 As shown, the high-temperature and high-pressure gaseous refrigerant discharged from the outlet of the compressor 1 flows into the first heat exchanger 2. In the first heat exchanger 2, the high-temperature and high-pressure gaseous refrigerant releases heat to the low-temperature coolant, so that the high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2. The high-temperature coolant flows into the outdoor radiator 7 under the pumping of the first water pump 6, and dissipates heat to the outside atmosphere and loses enthalpy in the outdoor radiator 7 (as shown in FIG. Figure 24 As shown by the arrow 200 in the figure, the low-temperature coolant flowing out of the outlet of the outdoor radiator 7 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2, and continues to absorb the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant after releasing heat and losing enthalpy to the coolant. The refrigerant flows into the second expansion valve 17, and is throttled and reduced in pressure by the second expansion valve 17 to become a low-temperature and low-pressure gas-liquid two-phase refrigerant. The low-temperature and low-pressure gas-liquid two-phase refrigerant absorbs the heat of the coolant in the second heat exchanger 16, so that the first coolant outlet of the second heat exchanger 16 flows out the low-temperature coolant, and the low-temperature coolant is used to absorb the heat of the battery pack 18 and cool the battery pack 18.

[0123] The difference between the first battery pack 18 cooling mode and the second battery pack 18 cooling mode is that in the first battery pack 18 cooling mode, the refrigerant loses enthalpy (such as Figure 22 As shown by arrows 200 and 300 in the figure, in the second battery pack 18 cooling mode, the refrigerant does not flow through the outdoor heat exchanger 3 before entering the second heat exchanger 16, and the refrigerant loses enthalpy through the outdoor radiator 7 (as shown in FIG. Figure 24as shown by the arrow 200 in [Figure 0], that is, the amount of enthalpy lost by the refrigerant before entering the second heat exchanger 16 in the first battery pack 18 cooling mode is greater than that in the second battery pack 18 cooling mode. In this way, the content of the liquid refrigerant in the gas-liquid two-phase refrigerant entering the second heat exchanger 16 in the first battery pack 18 cooling mode is greater than that in the gas-liquid two-phase refrigerant entering the second heat exchanger 16 in the second battery pack 18 cooling mode. The higher the content of the liquid refrigerant in the second heat exchanger 16, the more heat the refrigerant absorbs in the second heat exchanger 16. Therefore, when the battery pack 18 is in the fast charging condition and the temperature of the battery pack 18 is higher than the first preset threshold, the vehicle thermal management system can be in the first battery pack 18 cooling mode. When the battery pack 18 is in the fast charging condition and the temperature of the battery pack 18 is higher than the second preset threshold and lower than the first preset threshold, the vehicle thermal management system can be in the second battery pack 18 cooling mode. In other words, the vehicle thermal management system can select to use the first battery pack 18 cooling mode or the second battery pack 18 cooling mode to cool the battery pack 18 according to the current temperature of the battery pack 18. In addition, the selection of the first battery pack 18 mode or the second battery pack 18 cooling mode can also be based on the heating rate of the battery pack 18. When the heating rate of the battery pack 18 is relatively fast, the first battery pack 18 cooling mode can be selected to cool the battery pack 18. When the heating rate of the battery pack 18 is relatively slow, the second cooling mode can be selected to cool the battery pack 18.

[0124] In addition, as Figure 25 shown, the vehicle thermal management system may also have a first passenger compartment refrigeration and battery pack 18 cooling mode, which is a parallel connection mode of the above-mentioned first refrigeration mode and the first battery pack 18 cooling mode. The refrigerant flowing out of the outlet of the outdoor heat exchanger 3 is divided into two streams. One stream enters the indoor heat exchanger 5 after throttling and pressure reduction by the first expansion valve 4, and the other enters the second heat exchanger 16 after throttling and pressure reduction by the second expansion valve 17. The principle of the first passenger compartment refrigeration and battery pack 18 cooling mode is similar to that of the first refrigeration mode and the first battery pack 18 cooling mode, and will not be elaborated here.

[0125] As Figure 27 shown, the vehicle thermal management system may also have a second passenger compartment refrigeration and battery pack 18 cooling mode, which is a parallel connection mode of the above-mentioned second refrigeration mode and the second battery pack 18 cooling mode. The refrigerant flowing out of the refrigerant outlet of the first heat exchanger 2 is divided into two streams. One stream enters the indoor heat exchanger 5 after throttling and pressure reduction by the first expansion valve 4, and the other enters the second heat exchanger 16 after throttling and pressure reduction by the second expansion valve 17. The principle of the second passenger compartment refrigeration and battery pack 18 cooling mode is similar to that of the second refrigeration mode and the second battery pack 18 cooling mode, and will not be elaborated here.

[0126] In addition, to recover the waste heat of the electronic device 20, in an embodiment provided in the present disclosure, the vehicle thermal management system further includes an electronic device 20 and a third water pump 21. The second coolant outlet of the second heat exchanger 16 is connected to the inlet of the electronic device 20, the outlet of the electronic device 20 is connected to the second coolant inlet of the second heat exchanger 16, and the third water pump 21 is disposed on the flow path between the second coolant outlet of the second heat exchanger 16 and the inlet of the electronic device 20, or the third water pump 21 is disposed on the flow path between the outlet of the electronic device 20 and the second coolant inlet of the second heat exchanger 16. The waste heat of the electronic device 20 can be recovered into the refrigerant circuit through the second heat exchanger 16.

[0127] Here, the electronic device 20 refers to a device that needs to work with electricity and generates heat during the working process. For example, the electronic device 20 may include at least one of a motor, a charger, a motor controller, and a DC-DC converter.

[0128] As Figure 29 shown, the vehicle thermal management system provided in the present disclosure may have a heat recovery mode. In this mode, the high-temperature coolant in the in-vehicle heater core 10 releases heat to the passenger compartment to achieve heating of the passenger compartment, and the waste heat of the electronic device 20 is recovered into the refrigerant circuit and used to perform enthalpy-increasing gas replenishment on the refrigerant at the inlet of the compressor 1. Specifically, in this mode, the first flow path 8 is cut off, the second flow path 9 is conducted, the third flow path 13 is cut off, the fourth flow path 14 is cut off, the first expansion valve 4 is closed, the second expansion valve 17 is opened, the third water pump 21 is opened, and the coolant outlet of the first heat exchanger 2 is conducted to the in-vehicle heater core 10, so that the compressor 1, the first heat exchanger 2, the second flow path 9, the second expansion valve 17, and the second heat exchanger 16 are connected in series to form a refrigerant circuit in sequence, the first water pump 6, the outdoor radiator 7, and the first heat exchanger 2 are connected in series to form a coolant circuit, and the third water pump 21, the electronic device 20, and the second heat exchanger 16 are connected in series to form another coolant circuit. The two coolant circuits exchange heat with the refrigerant circuit through the first heat exchanger 2 and the second heat exchanger 16 respectively.

[0129] In the heat recovery mode, the refrigerant exchanges heat with the coolant that has absorbed heat from the electronic device 20 in the second heat exchanger 16, absorbs the heat of the coolant, so that the enthalpy-increased refrigerant flows out from the refrigerant outlet of the second heat exchanger 16 (as Figure 30 shown by the arrow 160), achieving the purpose of performing enthalpy-increasing gas replenishment on the refrigerant at the inlet of the compressor 1.

[0130] As Figure 31As shown, the vehicle thermal management system provided by the present invention can have a first heat pump and heat recovery mode. In this mode, the high-temperature coolant in the indoor heater core 10 and the coolant in the indoor heat exchanger 5 both release heat to the passenger compartment, and the waste heat of the electronic device 20 is recovered into the refrigerant circuit and used to increase the enthalpy and replenish the refrigerant at the inlet of the compressor 1. In this mode, the first flow path 8 is cut off, the second flow path 9 is connected, the third flow path 13 is cut off, the fourth flow path 14 is connected, the first flow path 12 is cut off, the first throttling flow path 11 is connected, the first expansion valve 4 is opened, the second expansion valve 17 is opened, the third water pump 21 is opened, and the coolant outlet of the first heat exchanger 2 is connected to the indoor heater core 10, so that the compressor 1, the first heat exchanger 2, the second flow path 9, the first expansion valve 4, the indoor heat exchanger 5, the first check valve 15, the first throttling flow path 11, the outdoor heat exchanger 3, and the fourth flow path 14 are connected in series in sequence to form a refrigerant circuit, the first water pump 6, the indoor heater core 10, and the first heat exchanger 2 are connected in series in sequence to form a coolant circuit, and the third water pump 21, the electronic device 20, and the second heat exchanger 16 are connected in series to form another coolant circuit, and the two coolant circuits exchange heat with the refrigerant circuit through the first heat exchanger 2 and the second heat exchanger 16 respectively.

[0131] The first heat pump and heat recovery mode is similar to the first heat pump heating mode mentioned above, except that in the first heat pump and heat recovery mode, the third water pump 21 and the second expansion valve 17 are both turned on, so that the refrigerant can exchange heat with the coolant after absorbing heat from the electronic device 20 in the second heat exchanger 16, absorb the heat of the coolant, and thus make the refrigerant with increased enthalpy flow out of the refrigerant outlet of the second heat exchanger 16. The difference between the first heat pump and heat recovery mode and the heat recovery mode is that in the first heat pump and heat recovery mode, the first expansion valve 4 is turned on, and by adjusting the valve opening of the first expansion valve 4, the refrigerant flows into the indoor heat exchanger 5 and releases heat to the passenger compartment in the indoor heat exchanger 5, preheating the wind that is about to flow through the indoor warm air core 10.

[0132] like Figure 33As shown, the vehicle thermal management system provided by the present invention can have a second heat pump and heat recovery mode. In this mode, the first flow path 8 is connected, the second flow path 9 is connected, the third flow path 13 is connected, the fourth flow path 14 is connected, the first throttling flow path 11 is connected, the first flow path 12 is cut off, the first expansion valve 4 is closed, the second expansion valve 17 is turned on, the third water pump 21 is turned on, and the coolant outlet of the first heat exchanger 2 is connected to the indoor heater core 10, so that the compressor 1, the first heat exchanger 2, the first flow path 8, the first throttling flow path 11, the outdoor heat exchanger 3, and the fourth flow path 14 are connected in series in sequence to form a refrigerant circuit, the compressor 1, the first heat exchanger 2, the second flow path 9, the second expansion valve 17, and the second heat exchanger 16 are connected in series to form another refrigerant circuit, the first water pump 6, the indoor heater core 10, and the first heat exchanger 2 are connected in series in sequence to form a coolant circuit, and the third water pump 21, the electronic device 20 and the second heat exchanger 16 are connected in series to form another coolant circuit. In this mode, the coolant flowing out from the refrigerant outlet of the first heat exchanger 2 is divided into two streams. One stream flows into the second heat exchanger 16 via the second expansion valve 17, absorbs the heat of the electronic device 20 in the second heat exchanger 16 to increase the enthalpy of the refrigerant at the inlet of the compressor 1, and the other stream flows into the outdoor heat exchanger 3 via the first throttling flow path 11, absorbs the heat of the external atmosphere in the outdoor heat exchanger 3 and realizes the enthalpy increase of the refrigerant.

[0133] like Figure 35 As shown, the vehicle thermal management system provided by the present disclosure may also have a third heat pump and heat recovery mode, in which the first flow path 8 is connected, the second flow path 9 is blocked, the third flow path 13 is blocked, the fourth flow path 14 is blocked, the first throttling flow path 11 is connected, the first flow path 12 is blocked, the first expansion valve 4 is closed, the second expansion valve 17 is turned on, the third water pump 21 is turned on, and the coolant outlet of the first heat exchanger 2 is connected to the indoor heater core 10, so that the compressor 1, the first heat exchanger 2, the first flow path 8, the first throttling flow path 11, the outdoor heat exchanger 3, the second expansion valve 17, and the second heat exchanger 16 are connected in series in sequence to form a refrigerant circuit, the first water pump 6, the indoor heater core 10, and the first heat exchanger 2 are connected in series in sequence to form a coolant circuit, and the third water pump 21, the electronic device 20 and the second heat exchanger 16 are connected in series to form another coolant circuit, and the coolant in the two coolant circuits exchanges heat with the refrigerant in the refrigerant circuit through the first heat exchanger 2 and the second heat exchanger 16. In this mode, the refrigerant flowing out from the outlet of the outdoor heat exchanger 3 does not directly return to the compressor 1, but first flows through the second heat exchanger 16, absorbs the heat of the coolant after absorbing heat from the electronic device 20 in the second heat exchanger 16, and then returns to the compressor 1 after increasing enthalpy and replenishing air. This is beneficial to improving the heating capacity of the passenger compartment in a low temperature environment (when the heat absorbed by the refrigerant from the external environment at the outdoor heat exchanger 3 is limited).

[0134] For the embodiment provided with a second heat exchanger 16 and a first gas-liquid separation device 22, the outlet of the fourth flow path 14 is connected to the inlet of the first gas-liquid separation device 22, and the inlet of the compressor 1 is connected to the gas outlet of the first gas-liquid separation device 22, the outlet of the third flow path 13 and the refrigerant outlet of the second heat exchanger 16. In this way, the refrigerant flowing out of the refrigerant outlet of the second heat exchanger 16 can also directly return to the compressor 1 without passing through the first gas-liquid separation device 22, thereby eliminating the need to control the superheat of the refrigerant flowing out of the refrigerant outlet of the second heat exchanger 16, which is beneficial to reducing the control complexity of the vehicle thermal management system.

[0135] For the above-mentioned embodiment in which the second heat exchanger 16 is provided, the vehicle thermal management system further includes a third heat exchanger 23, the outlet of the second flow path 9 and the outlet of the outdoor heat exchanger 3 are both connected to the first refrigerant inlet of the third heat exchanger 23, the first refrigerant outlet of the third heat exchanger 23 is connected to the inlet of the indoor heat exchanger 5 through the first expansion valve 4, and is connected to the refrigerant inlet of the second heat exchanger 16 through the second expansion valve 17, the outlet of the third flow path 13 and the refrigerant outlet of the second heat exchanger 16 are both connected to the second refrigerant outlet of the third heat exchanger 23 The inlet is connected, and the second refrigerant outlet of the third heat exchanger 23 is connected to the inlet of the compressor 1; or, the outlet of the outdoor heat exchanger 3 is connected to the first refrigerant inlet of the third heat exchanger 23, the inlet of the first expansion valve 4 and the inlet of the second expansion valve 17 are both connected to the first refrigerant outlet of the third heat exchanger 23 and the outlet of the second flow path 9, the outlet of the third flow path 13 and the refrigerant outlet of the second heat exchanger 16 are both connected to the second refrigerant inlet of the third heat exchanger 23, and the second refrigerant outlet of the third heat exchanger 23 is connected to the inlet of the compressor 1. In this way, in at least one of the above-mentioned first battery pack 18 cooling mode, second battery pack 18 cooling mode, first passenger compartment cooling and battery pack 18 cooling mode, second passenger compartment cooling and battery pack 18 cooling mode, heat recovery mode, first heat pump and heat recovery mode, second heat pump and heat recovery mode, and third heat pump and heat recovery mode, the refrigerant about to flow into the indoor heat exchanger 5 and / or the third heat exchanger 23 can exchange heat with the refrigerant flowing out of the indoor heat exchanger 5 and / or the third heat exchanger 23 in the third heat exchanger 23, and the refrigerant flowing out of the indoor heat exchanger 5 and / or the third heat exchanger 23 absorbs the heat of the refrigerant about to flow into the indoor heat exchanger 5 and / or the third heat exchanger 23, so that the refrigerant flowing out of the indoor heat exchanger 5 and / or the third heat exchanger 23 can be replenished with air to increase enthalpy before returning to the compressor 1.

[0136] For the embodiment provided with the third heat exchanger 23, the inlet of the compressor 1 is connected to the gas outlet of the first gas-liquid separation device 22 and the second refrigerant outlet of the third heat exchanger 23. In other words, the refrigerant flowing out of the second refrigerant outlet of the third heat exchanger 23 directly returns to the compressor 1 without passing through the first gas-liquid separation device 22.

[0137] Optionally, the vehicle thermal management system further includes a second one-way valve 24. In one embodiment provided by the present disclosure, the outlet of the outdoor heat exchanger 3 is connected to the first refrigerant inlet of the third heat exchanger 23 through the second one-way valve 24. In another embodiment provided by the present disclosure, the second one-way valve 24 is disposed at the first refrigerant outlet of the third heat exchanger 23. Here, the second one-way valve 24 is disposed to prevent the refrigerant from flowing back into the outdoor heat exchanger 3.

[0138] The following will Figure 1 As an example, combined with Figures 5 to 36 To describe the cycle process and principle of the main working mode of the vehicle thermal management system provided by the present disclosure. Other embodiments (for example, Figures 2 to 4 ) system cycle process and principle and Figure 1 They are similar and will not be described in detail here.

[0139] For ease of understanding, before describing the main working modes of the vehicle thermal management system provided by the present disclosure, the pressure-enthalpy diagram shown in, for example, Figure 6 is first described. In the pressure-enthalpy diagram, the horizontal axis is the enthalpy of the refrigerant, and the enthalpy gradually increases from the left end to the right end of the horizontal axis, and the vertical axis is the pressure of the refrigerant, and the pressure gradually increases from the lower end to the upper end of the vertical axis. The pressure-enthalpy diagram has a saturated liquid line and a saturated vapor line. The left side of the saturated liquid line is the liquid area, and the refrigerant in this area is in a liquid state; the right side of the saturated vapor line is the superheated vapor area, and the refrigerant in this area is in a gaseous state; the area between the saturated liquid line and the saturated vapor line is the wet vapor area, that is, the gas-liquid coexistence area, and the refrigerant in this area is in a gas-liquid two-phase mixed state.

[0140] Mode 1: The first cooling mode. In this mode, Figure 5 As shown, the first stop valve 26 is open, the second stop valve 27 is closed, the expansion switch valve 33 is in a flow state (i.e., the flow passage inside the expansion switch valve 33 is open, and the throttling passage is closed), the third stop valve 29 is open, the fourth stop valve 30 is closed, the first expansion valve 4 is open, the second expansion valve 17 is closed, the first water pump 6 is open, the A port and the B port of the second three-way valve are connected, the second water pump 19 is closed, and the third water pump 21 is closed. Figure 5 and Figure 6 As shown, the refrigerant entering the compressor 1 is a gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges a high-temperature and high-pressure gaseous refrigerant (such as Figure 6 As shown by arrow 100 in FIG. 1 , the high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2, and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as shown in FIG. 1 ). Figure 6As shown by arrow 200, high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2. This high-temperature coolant is pumped by the first water pump 6 into the outdoor radiator 7, and dissipates heat to the external atmosphere in the outdoor radiator 7. The low-temperature coolant flowing out of the outlet of the outdoor radiator 7 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant flowing out of the refrigerant outlet of the first heat exchanger 2 is the refrigerant that has released heat and lost enthalpy to the coolant. This refrigerant undergoes gas-liquid separation through the second gas-liquid separation device 25, and the liquid refrigerant flows out of the outlet of the second gas-liquid separation device 25 (as shown by point 250 in Figure 6 ). This liquid refrigerant dissipates heat to the external atmosphere and loses enthalpy in the outdoor heat exchanger 3 (as shown by arrow 300 in Figure 6 ). The liquid refrigerant flowing out of the outlet of the outdoor heat exchanger 3 enters the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (as shown by arrow 230a in Figure 6 ). The liquid refrigerant flowing out of the first refrigerant outlet of the third heat exchanger 23 is throttled and depressurized by the first expansion valve 4. The liquid refrigerant undergoes isenthalpic pressure drop in the first expansion valve 4 and crosses the saturated liquid line (as shown by arrow 400 in Figure 6 ). The low-temperature and low-pressure gas-liquid two-phase refrigerant flows out of the outlet of the first expansion valve 4. This low-temperature and low-pressure gas-liquid two-phase refrigerant absorbs the heat of the passenger compartment and gains enthalpy in the indoor heat exchanger 5 (as shown by arrow 500 in Figure 6 ) to reduce the temperature of the passenger compartment. The refrigerant flowing out of the outlet of the indoor heat exchanger 5 enters the third heat exchanger 23 and gains the enthalpy lost by the liquid refrigerant flowing out of the outlet of the outdoor heat exchanger 3 in the third heat exchanger 23 (as shown by arrow 230b in Figure 6 ) and crosses the saturated vapor line. The gaseous refrigerant flows out of the second refrigerant outlet of the third heat exchanger 23 and returns to the compressor 1. In the above first refrigeration mode, the refrigerant first passes through the first heat exchanger 2 and loses enthalpy using the outdoor radiator 7, and then loses enthalpy again through the outdoor heat exchanger 3. This first refrigeration mode can have better refrigeration effect and refrigeration efficiency in high-temperature environments.

[0141] Mode Two: Second Refrigeration Mode. In this mode, as shown in Figure 7 , the first shut-off valve 26 is closed, the second shut-off valve 27 is opened, the expansion switch valve 33 is closed, the third shut-off valve 29 is opened, the fourth shut-off valve 30 is closed, the first expansion valve 4 is opened, the second expansion valve 17 is closed, the first water pump 6 is opened, the A port and the B port of the second three-way valve are conducted, the second water pump 19 is closed, and the third water pump 21 is closed. As shown in Figure 7 and Figure 8 , the refrigerant entering the compressor 1 is gaseous refrigerant. The compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges high-temperature and high-pressure gaseous refrigerant (as shown by Figure 8As shown by arrow 100 in FIG. 1 , the high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2, and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as shown in FIG. 1 ). Figure 8 As shown by the arrow 200 in the figure, the high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2. The high-temperature coolant flows into the outdoor radiator 7 under the pumping of the first water pump 6, and dissipates heat to the outside atmosphere in the outdoor radiator 7. The low-temperature coolant flowing out of the outlet of the outdoor radiator 7 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2, and continues to absorb the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant after releasing heat and losing enthalpy to the coolant. The refrigerant passes through the second gas-liquid separation device 25 for gas-liquid separation, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (as shown in the figure). Figure 8 The liquid refrigerant flows into the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (as shown in point 250 in FIG. 1 ). Figure 8 As shown by the arrow 230a in the figure, the liquid refrigerant flowing out of the first refrigerant outlet of the third heat exchanger 23 is throttled and depressurized by the first expansion valve 4. The liquid refrigerant drops in equal enthalpy pressure in the first expansion valve 4 and passes through the saturated liquid line (as shown in the figure). Figure 8 As shown by the arrow 400 in the figure, the outlet of the first expansion valve 4 flows out a low-temperature and low-pressure gas-liquid two-phase refrigerant, which absorbs the heat of the passenger compartment in the indoor heat exchanger 5 and obtains enthalpy (as shown in FIG. Figure 8 As shown by the arrow 500 in the figure, in order to reduce the temperature of the passenger compartment, the refrigerant flowing out of the outlet of the indoor heat exchanger 5 enters the third heat exchanger 23, and obtains the enthalpy lost by the liquid refrigerant flowing out of the outlet of the second gas-liquid splitting device in the third heat exchanger 23 (as shown in FIG. Figure 8 The gaseous refrigerant flows out of the second refrigerant outlet of the third heat exchanger 23 as shown by the arrow 230b in the figure and passes through the saturated steam line. The gaseous refrigerant returns to the compressor 1. In the above-mentioned second cooling mode, the refrigerant passes through the first heat exchanger 2 and loses enthalpy using the outdoor radiator 7, and the refrigerant does not flow through the outdoor heat exchanger 3. The ambient temperature when the second cooling mode is applied can be lower than the ambient temperature when the first cooling mode is applied.

[0142] Mode 3: First heat pump heating mode. In this mode, if Figure 9 As shown, the first stop valve 26 is closed, the second stop valve 27 is open, the expansion switch valve 33 is in a throttling state (i.e., the throttling flow channel inside the expansion switch valve 33 is open, and the flow channel is closed), the third stop valve 29 is closed, the fourth stop valve 30 is open, the first expansion valve 4 is open, the second expansion valve 17 is closed, the first water pump 6 is opened, the A port and the C port of the second three-way valve are connected, the second water pump 19 is closed, and the third water pump 21 is closed. Figure 9 and Figure 10As shown, the refrigerant entering the compressor 1 is gaseous refrigerant. The compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges high-temperature and high-pressure gaseous refrigerant (as shown by the arrow 100 in Figure 10 ). This high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2 and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as shown by the arrow 200 in Figure 10 ). The high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2. This high-temperature coolant is pumped by the first water pump 6 into the in-vehicle heater core 10 and dissipates heat to the passenger compartment in the in-vehicle heater core 10, raising the temperature of the passenger compartment. The low-temperature coolant flowing out of the outlet of the in-vehicle heater core 10 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant after releasing heat and losing enthalpy to the coolant. This refrigerant is subjected to gas-liquid separation by the second gas-liquid separation device 25. The liquid refrigerant flows out of the outlet of the second gas-liquid separation device 25 (as shown by the point 250 in Figure 10 ). This liquid refrigerant flows into the third heat exchanger 23. In the third heat exchanger 23, this liquid refrigerant neither gains enthalpy nor loses enthalpy. That is, at this time, the third heat exchanger 23 serves as a flow-through channel. The liquid refrigerant flowing out of the first refrigerant outlet of the third heat exchanger 23 undergoes an isenthalpic pressure drop in the first expansion valve 4 (as shown by the arrow 400 in Figure 10 ). The gas-liquid two-phase refrigerant flowing out of the outlet of the first expansion valve 4 releases heat to the passenger compartment and loses enthalpy in the in-vehicle heat exchanger 5 (as shown by the arrow 500 in Figure 10 ) to preheat the air about to flow through the in-vehicle heater core 10. The gaseous refrigerant flowing out of the outlet of the in-vehicle heat exchanger 5 undergoes an isenthalpic pressure drop and crosses the saturated liquid line in the expansion switch valve 33 (as shown by the arrow 330 in Figure 10 ). The low-temperature and low-pressure gas-liquid two-phase mixed refrigerant flowing out of the outlet of the expansion switch valve 33 absorbs the heat of the outside atmosphere and gains enthalpy in the outdoor heat exchanger 3 (as shown by the arrow 300 in Figure 10 ). The gas-liquid two-phase mixed refrigerant flowing out of the outlet of the outdoor heat exchanger 3 is separated into gas and liquid in the first gas-liquid separation device 22. The gaseous refrigerant flows out of the gas outlet of the first gas-liquid separation device 22 (as shown by the point 220 in Figure 10 ). This gaseous refrigerant returns to the compressor 1. In this mode, both the in-vehicle heat exchanger 5 and the in-vehicle heater core 10 release heat to the passenger compartment, and the in-vehicle heat exchanger 5 can preheat the air about to flow through the in-vehicle heater core 10, so that rapid heating of the passenger compartment can be achieved. It should be noted that in this mode, the superheat of the gaseous refrigerant entering the compressor 1 needs to be controlled. The superheat of the refrigerant at the inlet of the compressor 1 needs to be controlled to be equal to 0, that is, the pressure and enthalpy value of the refrigerant entering the compressor 1 are on the saturated vapor line.

[0143] Mode 4: Second heat pump heating mode. In this mode, if Figure 11 As shown, the first stop valve 26 is open, the second stop valve 27 is closed, the expansion switch valve 33 is in a throttling state (i.e., the throttling flow channel inside the expansion switch valve 33 is connected, and the flow channel is closed), the third stop valve 29 is closed, the fourth stop valve 30 is open, the first expansion valve 4 is closed, the second expansion valve 17 is closed, the first water pump 6 is opened, the A port and the C port of the second three-way valve are connected, the second water pump 19 is closed, and the third water pump 21 is closed. Figure 11 and Figure 12 As shown, the refrigerant entering the compressor 1 is a gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges a high-temperature and high-pressure gaseous refrigerant (such as Figure 12 As shown by arrow 100 in FIG. 1 , the high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2, and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as shown in FIG. 1 ). Figure 12 The high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2, and the high-temperature coolant flows into the indoor heater core 10 under the pumping of the first water pump 6, and dissipates heat to the passenger compartment in the indoor heater core 10, thereby increasing the temperature of the passenger compartment. The low-temperature coolant flowing out of the outlet of the indoor heater core 10 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2, and continues to absorb the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant that has released heat and lost enthalpy to the coolant. The refrigerant passes through the second gas-liquid separation device 25 for gas-liquid separation, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (as shown in FIG. 2 ). Figure 12 The liquid refrigerant drops in equal enthalpy pressure in the expansion switch valve 33 and passes through the saturated liquid line (as shown in point 250 in FIG. 1 ). Figure 12 As shown by the arrow 330 in the figure, the outlet of the expansion switch valve 33 flows out a low-temperature and low-pressure gas-liquid two-phase mixed refrigerant, and the low-temperature and low-pressure gas-liquid two-phase mixed refrigerant absorbs the heat of the external atmosphere in the outdoor heat exchanger 3 and obtains enthalpy (as shown in FIG. Figure 12 As shown by the arrow 300 in the figure, the gas-liquid two-phase mixed refrigerant flowing out of the outlet of the outdoor heat exchanger 3 is separated into gas and liquid in the first gas-liquid separation device 22, and the gas outlet of the first gas-liquid separation device 22 flows out the gaseous refrigerant (as shown in FIG. Figure 12 ), the gaseous refrigerant eventually returns to the compressor 1. In this mode, the indoor heater core 10 releases heat to the passenger compartment, and the refrigerant does not flow through the indoor heat exchanger 5. It should be noted that in this mode, the gaseous refrigerant entering the compressor 1 needs to be superheated, and the superheat of the refrigerant at the inlet of the compressor 1 needs to be controlled to be equal to 0, that is, the pressure and enthalpy of the refrigerant entering the compressor 1 are located on the saturated steam line. The ambient temperature when the second heat pump heating mode is applied can be higher than the ambient temperature when the first heat pump heating mode is applied.

[0144] Mode Five: The first dehumidification mode. In this mode, as Figure 13 shown, the first shut-off valve 26 is closed, the second shut-off valve 27 is opened, the expansion switch valve 33 is closed, the third shut-off valve 29 is opened, the fourth shut-off valve 30 is closed, the first expansion valve 4 is opened, the second expansion valve 17 is closed, the first water pump 6 is opened, the A port and the C port of the second three-way valve are conducted, the second water pump 19 is closed, and the third water pump 21 is closed. As Figure 13 and Figure 14 shown, in this mode, the refrigerant entering the compressor 1 is gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges high-temperature and high-pressure gaseous refrigerant (as Figure 14 shown by the arrow 100 in Figure 14 ), and this high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2 and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as Figure 14 shown by the arrow 200 in Figure 14 ), the coolant outlet of the first heat exchanger 2 flows out high-temperature coolant, and this high-temperature coolant flows into the in-vehicle heater core 10 under the pumping of the first water pump 6 and dissipates heat to the passenger compartment in the in-vehicle heater core 10 to maintain the temperature in the passenger compartment. The low-temperature coolant flowing out of the outlet of the in-vehicle heater core 10 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant after releasing heat and losing enthalpy to the coolant. This refrigerant undergoes gas-liquid separation through the second gas-liquid separation device 25, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (as Figure 14 shown by the point 250 in Figure 14 ), and this liquid refrigerant flows into the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (as Figure 14 shown by the arrow 230a in Figure 14 ), the liquid refrigerant flowing out from the first refrigerant outlet of the third heat exchanger 23 is throttled and depressurized by the first expansion valve 4, and the liquid refrigerant undergoes isenthalpic pressure drop in the first expansion valve 4 and crosses the saturated liquid line (as Figure 14 shown by the arrow 400 in Figure 14 ), the low-temperature and low-pressure gas-liquid two-phase refrigerant flows out from the outlet of the first expansion valve 4, and this low-temperature and low-pressure gas-liquid two-phase refrigerant absorbs the heat of the passenger compartment and obtains enthalpy in the in-vehicle heat exchanger 5 (as Figure 14 shown by the arrow 500 in Figure 14 ), so that the moist air in the passenger compartment can condense into water droplets on the surface of the in-vehicle heat exchanger 5, thereby reducing the humidity of the air in the passenger compartment. The refrigerant flowing out from the outlet of the in-vehicle heat exchanger 5 enters the third heat exchanger 23 and obtains the enthalpy lost by the liquid refrigerant flowing out from the outlet of the second gas-liquid shunt device in the third heat exchanger 23 (as Figure 14 shown by the arrow 230b) and crosses the saturated vapor line, and the gaseous refrigerant flows out from the second refrigerant outlet of the third heat exchanger 23, and this gaseous refrigerant returns to the compressor 1. The above first dehumidification mode can be applied to dehumidify the passenger compartment when the ambient temperature is 10°C - 15°C.

[0145] Mode 6: Second dehumidification mode. In this mode, Figure 15 As shown, the first stop valve 26 is open, the second stop valve 27 is open, the expansion switch valve 33 is in a throttling state (i.e., the throttling flow channel inside the expansion switch valve 33 is open, and the flow channel is closed), the third stop valve 29 is open, the fourth stop valve 30 is open, the first expansion valve 4 is open, the second expansion valve 17 is closed, the first water pump 6 is open, the A port and the C port of the second three-way valve are connected, the second water pump 19 is closed, and the third water pump 21 is closed. In this mode, Figure 15 and Figure 16 As shown, the refrigerant entering the compressor 1 is a gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges a high-temperature and high-pressure gaseous refrigerant (such as Figure 16 As shown by arrow 100 in FIG. 1 , the high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2, and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as shown in FIG. 1 ). Figure 16 As shown by the arrow 200 in the figure, high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2. The high-temperature coolant flows into the indoor heater core 10 under the pumping of the first water pump 6, and dissipates heat to the passenger compartment in the indoor heater core 10 to maintain the temperature in the passenger compartment. The low-temperature coolant flowing out of the outlet of the indoor heater core 10 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2, and continues to absorb the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant that has released heat and lost enthalpy to the coolant. The refrigerant passes through the second gas-liquid separation device 25 for gas-liquid separation, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (as shown in the figure). Figure 16 The liquid refrigerant is divided into two streams, one of which flows into the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (as shown in point 250 in FIG. 1 ). Figure 16 As shown by the arrow 230a in the figure, the liquid refrigerant flowing out of the first refrigerant outlet of the third heat exchanger 23 is throttled and depressurized by the first expansion valve 4. The liquid refrigerant drops in equal enthalpy pressure in the first expansion valve 4 and passes through the saturated liquid line (as shown in the figure). Figure 16 As shown by the arrow 400 in the figure, the outlet of the first expansion valve 4 flows out a low-temperature and low-pressure gas-liquid two-phase refrigerant, which absorbs the heat of the passenger compartment in the indoor heat exchanger 5 and obtains enthalpy (as shown in FIG. Figure 16 As shown by the arrow 500 in the figure, the humid air in the passenger compartment can be condensed into water droplets on the surface of the indoor heat exchanger 5, thereby reducing the humidity of the air in the passenger compartment. The other liquid refrigerant decreases in equal enthalpy pressure in the expansion switch valve 33 and enters the wet steam area (as shown in the figure). Figure 16 As shown by the arrow 330 in the figure, the outlet of the expansion switch valve 33 flows out a gas-liquid two-phase mixed refrigerant, which absorbs the heat of the external atmosphere in the outdoor heat exchanger 3 and obtains enthalpy (as shown in FIG. Figure 16The refrigerant flowing out of the outlet of the indoor heat exchanger 5 enters the third heat exchanger 23, and obtains the enthalpy lost by the liquid refrigerant flowing out of the outlet of the second gas-liquid flow dividing device in the third heat exchanger 23 (as shown by the arrow 300 in FIG. 1 ). Figure 16 The gas-liquid two-phase mixed refrigerant flowing out of the outlet of the outdoor heat exchanger 3 is separated into gas and liquid in the first gas-liquid separation device 22, and the gas outlet of the first gas-liquid separation device 22 flows out the gaseous refrigerant (such as Figure 16 The gaseous refrigerant merges with the gaseous refrigerant flowing out of the second refrigerant outlet of the third heat exchanger 23 and then returns to the compressor 1.

[0146] The second dehumidification mode can be applied to dehumidify the passenger compartment when the ambient temperature is 5°C-10°C. It should be noted that in the second dehumidification mode, the gaseous refrigerant entering the compressor 1 needs to be superheated, and the superheat of the refrigerant at the inlet of the compressor 1 needs to be controlled to be equal to 0, that is, the pressure and enthalpy of the refrigerant entering the compressor 1 are located on the saturated steam line, such as Figure 16 As shown, the starting end of arrow 100 is located on the saturated steam line.

[0147] Mode 7: The third dehumidification mode. In this mode, Figure 17 As shown, the first stop valve 26 is closed, the second stop valve 27 is open, the expansion switch valve 33 is in a throttling state (i.e., the throttling flow channel inside the expansion switch valve 33 is connected, and the flow channel is closed), the third stop valve 29 is closed, the fourth stop valve 30 is open, the first expansion valve 4 is open, the second expansion valve 17 is closed, the first water pump 6 is turned on, the A port and the C port of the second three-way valve are connected, the second water pump 19 is turned off, and the third water pump 21 is turned off. In this mode, Figure 17 and Figure 18 As shown, the refrigerant entering the compressor 1 is a gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges a high-temperature and high-pressure gaseous refrigerant (such as Figure 18 As shown by arrow 100 in FIG. 1 , the high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2, and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as shown in FIG. 1 ). Figure 18 The high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2, and the high-temperature coolant flows into the indoor heater core 10 under the pumping of the first water pump 6, and dissipates heat to the passenger compartment in the indoor heater core 10 to maintain the temperature of the passenger compartment. The low-temperature coolant flowing out of the outlet of the indoor heater core 10 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2, and continues to absorb the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant that has released heat and lost enthalpy to the coolant. The refrigerant passes through the second gas-liquid separation device 25 for gas-liquid separation, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (as shown in FIG. 2 ).Figure 18 The liquid refrigerant flows into the third heat exchanger 23, and the liquid refrigerant neither gains nor loses enthalpy in the third heat exchanger 23. That is, the third heat exchanger 23 is used as a flow passage at this time, and the liquid refrigerant flowing out of the first refrigerant outlet of the third heat exchanger 23 has an equal enthalpy pressure drop in the first expansion valve 4 (as shown in FIG. Figure 18 As shown by the arrow 400 in FIG. 1 , the outlet of the first expansion valve 4 flows out a gas-liquid two-phase refrigerant, which absorbs heat from the passenger compartment in the indoor heat exchanger 5 and obtains enthalpy (as shown in FIG. 1 ). Figure 18 As shown by the arrow 500 in the figure, the humid air in the passenger compartment is condensed into water droplets on the surface of the indoor heat exchanger 5, thereby reducing the air humidity in the passenger compartment. The gaseous refrigerant flowing out of the outlet of the indoor heat exchanger 5 decreases in the expansion switch valve 33 with equal enthalpy pressure (as shown in the figure). Figure 18 As shown by the arrow 330 in the figure, the outlet of the expansion switch valve 33 flows out a gas-liquid two-phase mixed refrigerant, which absorbs the heat of the external atmosphere in the outdoor heat exchanger 3 and obtains enthalpy (as shown in FIG. Figure 18 As shown by the arrow 300 in the figure, the low-pressure gas-liquid two-phase mixed refrigerant flowing out of the outlet of the outdoor heat exchanger 3 is separated into gas and liquid in the first gas-liquid separation device 22, and the gas outlet of the first gas-liquid separation device 22 flows out the gaseous refrigerant (as shown in FIG. Figure 18 The gaseous refrigerant eventually returns to the compressor 1 (as shown at point 220 in FIG. 1 ).

[0148] The third dehumidification mode can be used to dehumidify the passenger compartment when the ambient temperature is less than 5°C. It should be noted that in the third dehumidification mode, the gaseous refrigerant entering the compressor 1 needs to be superheated, and the superheat of the refrigerant at the inlet of the compressor 1 needs to be controlled to be equal to 0, that is, the pressure and enthalpy of the refrigerant entering the compressor 1 are located on the saturated steam line, such as Figure 18 As shown, the starting end of arrow 100 is located on the saturated steam line.

[0149] Mode 8: The fourth dehumidification mode. Figure 19 As shown, the first stop valve 26 is open, the second stop valve 27 is closed, the expansion switch valve 33 is in a throttling state (i.e., the throttling flow channel inside the expansion switch valve 33 is connected, and the flow channel is closed), the third stop valve 29 is open, the fourth stop valve 30 is closed, the first expansion valve 4 is open, the second expansion valve 17 is closed, the first water pump 6 is open, the A port and the C port of the second three-way valve are connected, the second water pump 19 is closed, and the third water pump 21 is closed. Figure 19 and Figure 20 As shown, the refrigerant entering the compressor 1 is a gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges a high-temperature and high-pressure gaseous refrigerant (such as Figure 20as indicated by arrow 100 therein), this high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2 and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as Figure 20 indicated by arrow 200 therein), high-temperature coolant flows out from the coolant outlet of the first heat exchanger 2. This high-temperature coolant flows into the interior heater core 10 under the pumping of the first water pump 6, and dissipates heat to the passenger compartment in the interior heater core 10 to maintain the temperature of the passenger compartment. The low-temperature coolant flowing out from the outlet of the interior heater core 10 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant after releasing heat and losing enthalpy to the coolant. This refrigerant undergoes gas-liquid separation through the second gas-liquid separation device 25, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (as Figure 20 indicated by point 250 therein). This liquid refrigerant undergoes an isenthalpic pressure drop in the expansion switch valve 33 and crosses the saturated liquid line (as Figure 20 indicated by arrow 330 therein). The gas-liquid two-phase mixed refrigerant flows out from the outlet of the expansion switch valve 33. This gas-liquid two-phase mixed refrigerant absorbs the heat of the external atmosphere and obtains enthalpy in the outdoor heat exchanger 3 (as Figure 20 indicated by arrow 300 therein). The liquid refrigerant flowing out from the outlet of the outdoor heat exchanger 3 enters the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (as Figure 20 indicated by arrow 230a therein). The liquid refrigerant flowing out from the first refrigerant outlet of the third heat exchanger 23 is throttled and depressurized by the first expansion valve 4. The liquid refrigerant undergoes an isenthalpic pressure drop in the first expansion valve 4 (as Figure 20 indicated by arrow 400 therein). The gas-liquid two-phase refrigerant flowing out from the outlet of the first expansion valve 4 absorbs the heat of the passenger compartment and obtains enthalpy in the interior heat exchanger 5 (as Figure 20 indicated by arrow 500 therein), so that the moist air in the passenger compartment condenses into water droplets on the surface of the interior heat exchanger 5, reducing the air humidity in the passenger compartment. The refrigerant flowing out from the outlet of the interior heat exchanger 5 enters the third heat exchanger 23 and obtains the enthalpy lost by the liquid refrigerant flowing out from the outlet of the outdoor heat exchanger 3 in the third heat exchanger 23 (as Figure 20 indicated by arrow 230b) and crosses the saturated vapor line. The gaseous refrigerant flows out from the second refrigerant outlet of the third heat exchanger 23 and finally returns to the compressor 1.

[0150] The above-mentioned fourth dehumidification mode can be applied to dehumidify the passenger compartment when the ambient temperature is less than 5°C. It should be noted that in the fourth dehumidification mode, there is no need to control the superheat of the gaseous refrigerant entering the compressor 1, that is, the superheat of the refrigerant at the inlet of the compressor 1 can be greater than 0, as Figure 20 shown, the starting end of arrow 100 can be located on the right side of the saturated vapor line.

[0151] Mode 9: First battery pack 18 cooling mode. Figure 21 As shown, in this mode, the first stop valve 26 is open, the second stop valve 27 is closed, the expansion switch valve 33 is in a flow state (i.e., the flow passage inside the expansion switch valve 33 is open, and the throttling passage is closed), the third stop valve 29 is closed, the fourth stop valve 30 is closed, the first expansion valve 4 is closed, the second expansion valve 17 is open, the first water pump 6 is open, the A port and the B port of the second three-way valve are connected, the second water pump 19 is open, and the third water pump 21 is closed. Figure 21 and Figure 22 As shown, the refrigerant entering the compressor 1 is a gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges a high-temperature and high-pressure gaseous refrigerant (such as Figure 22 As shown by arrow 100 in FIG. 1 , the high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2, and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as shown in FIG. 1 ). Figure 22 The high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2, and the high-temperature coolant flows into the outdoor radiator 7 under the pumping of the first water pump 6, and dissipates heat to the outside atmosphere in the outdoor radiator 7. The low-temperature coolant flowing out of the outlet of the outdoor radiator 7 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2, and continues to absorb the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant after the heat release and enthalpy loss to the coolant. The refrigerant passes through the second gas-liquid separation device 25 for gas-liquid separation, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (as shown in FIG. 2 ). Figure 22 The liquid refrigerant is directly conducted in the expansion switch valve 33 without being throttled and depressurized. The outlet of the expansion switch valve 33 still flows out the liquid refrigerant. The liquid refrigerant releases heat to the outside atmosphere in the outdoor heat exchanger 3 and loses enthalpy (as shown in FIG. Figure 22 As shown by the arrow 300 in FIG. 1 , the liquid refrigerant with reduced enthalpy flowing out of the outlet of the outdoor heat exchanger 3 enters the third heat exchanger 23 and continues to lose enthalpy in the third heat exchanger 23 (as shown by the arrow 300 in FIG. 1 ). Figure 22 As shown by arrow 230a in the figure, the liquid refrigerant flowing out of the first refrigerant outlet of the third heat exchanger 23 is throttled and depressurized by the second expansion valve 17, and the liquid refrigerant is subjected to an isotropic pressure drop in the second expansion valve 17 (as shown by arrow 230a in the figure). Figure 22 As shown by the arrow 170 in the figure, the low-temperature and low-pressure gas-liquid two-phase refrigerant flowing out of the outlet of the second expansion valve 17 absorbs the heat of the high-temperature coolant after absorbing heat at the battery pack 18 in the second heat exchanger 16 and obtains enthalpy (as shown in FIG. Figure 22 As shown by the arrow 160 in the figure, the first coolant outlet of the second heat exchanger 16 flows out a low-temperature coolant, which can cool the battery pack 18. The refrigerant flowing out of the refrigerant outlet of the second heat exchanger 16 obtains the enthalpy lost by the liquid refrigerant flowing out of the outlet of the outdoor heat exchanger 3 in the third heat exchanger 23 (as shown in FIG.Figure 22 In the arrow 230b) in [description], gaseous refrigerant flows out from the second refrigerant outlet of the third heat exchanger 23, and this gaseous refrigerant finally returns to the compressor 1. In the above first battery pack 18 cooling mode, the refrigerant first passes through the first heat exchanger 2 and loses enthalpy by using the outdoor radiator 7, and then passes through the outdoor heat exchanger 3 to lose enthalpy again. This first battery pack 18 cooling mode can achieve rapid cooling of the battery pack 18 in a high-temperature environment.

[0152] Mode ten: Second battery pack 18 cooling mode. As Figure 23 shown, in this mode, the first shut-off valve 26 is closed, the second shut-off valve 27 is opened, the expansion switch valve 33 is closed, the third shut-off valve 29 is closed, the fourth shut-off valve 30 is closed, the first expansion valve 4 is closed, the second expansion valve 17 is opened, the first water pump 6 is opened, the A port and the B port of the second three-way valve are conducted, the second water pump 19 is opened, and the third water pump 21 is closed. As Figure 23 and Figure 24 shown, the refrigerant entering the compressor 1 is gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges high-temperature and high-pressure gaseous refrigerant (such as Figure 24 the arrow 100 in [description]), and this high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2 and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (such as Figure 24 the arrow 200 in [description]), the coolant outlet of the first heat exchanger 2 flows out high-temperature coolant, and this high-temperature coolant flows into the outdoor radiator 7 under the pumping of the first water pump 6 and dissipates heat to the external atmosphere in the outdoor radiator 7, and the low-temperature coolant flowing out of the outlet of the outdoor radiator 7 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant after releasing heat and losing enthalpy to the coolant, and this refrigerant passes through the second gas-liquid separation device 25 for gas-liquid separation, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (such as Figure 24 the point 250 in [description]), and this liquid refrigerant flows into the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (such as Figure 24 the arrow 230a in [description]), the liquid refrigerant flowing out from the first refrigerant outlet of the third heat exchanger 23 is throttled and depressurized by the second expansion valve 17, and the liquid refrigerant undergoes an isenthalpic pressure drop in the second expansion valve 17 and crosses the saturated liquid line (such as Figure 24 the arrow 170 in [description]), the low-temperature and low-pressure gas-liquid two-phase refrigerant flows out from the outlet of the second expansion valve 17, and this low-temperature and low-pressure gas-liquid two-phase refrigerant absorbs the heat of the high-temperature coolant after absorbing heat at the battery pack 18 in the second heat exchanger 16 and obtains enthalpy (such as Figure 24As shown by arrow 160 in [FIGURE], low-temperature coolant flows out from the first coolant outlet of the second heat exchanger 16, and this low-temperature coolant can cool the battery pack 18. The refrigerant flowing out from the refrigerant outlet of the second heat exchanger 16 obtains the enthalpy lost by the liquid refrigerant flowing out from the outlet of the third heat exchanger 23 in the third heat exchanger 23 (such as Figure 24 as shown by arrow 230b in [FIGURE]), and gaseous refrigerant flows out from the second refrigerant outlet of the third heat exchanger 23, and this gaseous refrigerant finally returns to the compressor 1.

[0153] In the above-mentioned first battery pack 18 cooling mode and second battery pack 18 cooling mode, the refrigerant does not flow through the first gas-liquid separation device 22 before entering the compressor 1, and there is no need to control the superheat of the gaseous refrigerant entering the compressor 1, that is, the superheat of the refrigerant at the inlet of the compressor 1 can be greater than 0, such as Figure 22 and Figure 24 shown, the starting end of arrow 100 can be located on the right side of the saturated vapor line.

[0154] Mode Eleven: First passenger compartment refrigeration and battery pack 18 cooling mode. As Figure 25 shown, in this mode, the first cut-off valve 26 is opened, the second cut-off valve 27 is closed, the expansion switch valve 33 is in the flow-through state (that is, the flow-through channel inside the expansion switch valve 33 is conducted and the throttling channel is cut off), the third cut-off valve 29 is opened, the fourth cut-off valve 30 is closed, the first expansion valve 4 is opened, the second expansion valve 17 is opened, the first water pump 6 is opened, the A port and the B port of the second three-way valve are conducted, the second water pump 19 is opened, and the third water pump 21 is closed. As Figure 25 and Figure 26 shown, the refrigerant entering the compressor 1 is gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that high-temperature and high-pressure gaseous refrigerant is discharged from the outlet of the compressor 1 (such as Figure 26 shown by arrow 100 in [FIGURE]), and this high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2 and releases heat and loses enthalpy to the low-temperature coolant in the first heat exchanger 2 (such as Figure 26 shown by arrow 200 in [FIGURE]), high-temperature coolant flows out from the coolant outlet of the first heat exchanger 2, and this high-temperature coolant flows into the outdoor radiator 7 under the pumping of the first water pump 6 and dissipates heat to the outside atmosphere in the outdoor radiator 7, and the low-temperature coolant flowing out from the outlet of the outdoor radiator 7 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant flowing into the refrigerant outlet of the first heat exchanger 2 after releasing heat and losing enthalpy to the coolant undergoes gas-liquid separation through the second gas-liquid separation device 25, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (such as Figure 26 shown by point 250 in [FIGURE]), and this liquid refrigerant releases heat and loses enthalpy to the outside atmosphere in the outdoor heat exchanger 3 (such as Figure 26As shown by arrow 300 in FIG. 1 , the liquid refrigerant flowing out of the outlet of the outdoor heat exchanger 3 enters the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (as shown by arrow 300 in FIG. 1 ). Figure 26 As shown by arrow 230a in the figure, the liquid refrigerant flowing out of the first refrigerant outlet of the third heat exchanger 23 is divided into two streams, one of which is throttled and depressurized at the first expansion valve 4. The liquid refrigerant drops in equal enthalpy pressure at the first expansion valve 4 and passes through the saturated liquid line (as shown in FIG. Figure 26 As shown by the arrow 400 in FIG. 1 , the outlet of the first expansion valve 4 flows out a gas-liquid two-phase refrigerant, which absorbs heat from the passenger compartment in the indoor heat exchanger 5 and obtains enthalpy (as shown in FIG. 1 ). Figure 26 The other stream is throttled and depressurized in the second expansion valve 17, and the liquid refrigerant is subjected to an equal enthalpy pressure drop in the second expansion valve 17 and passes through the saturated liquid line (as shown by the arrow 500 in FIG. Figure 26 The outlet of the second expansion valve 17 flows out a low-temperature and low-pressure gas-liquid two-phase refrigerant, which absorbs the heat of the high-temperature coolant after absorbing heat at the battery pack 18 in the second heat exchanger 16 and obtains enthalpy (as shown in FIG. Figure 26 As shown by the arrow 160 in the figure, the first coolant outlet of the second heat exchanger 16 flows out a low-temperature coolant, which can cool the battery pack 18. The refrigerant flowing out of the refrigerant outlet of the second heat exchanger 16 merges with the refrigerant flowing out of the outlet of the indoor heat exchanger 5 and enters the third heat exchanger 23, and obtains the enthalpy lost by the liquid refrigerant flowing out of the outlet of the outdoor heat exchanger 3 in the third heat exchanger 23 (as shown in the arrow 160 in the figure). Figure 26 As shown by arrow 230b in the figure, the gaseous refrigerant flows out of the second refrigerant outlet of the third heat exchanger 23, and the gaseous refrigerant returns to the compressor 1.

[0155] Mode 12: Second passenger compartment cooling and battery pack 18 cooling mode. Figure 27 As shown, in this mode, the first stop valve 26 is closed, the second stop valve 27 is opened, the expansion switch valve 33 is closed, the third stop valve 29 is opened, the fourth stop valve 30 is closed, the first expansion valve 4 is opened, the second expansion valve 17 is opened, the first water pump 6 is opened, the A port and the B port of the second three-way valve are connected, the second water pump 19 is opened, and the third water pump 21 is closed. Figure 27 and Figure 28 As shown, the refrigerant entering the compressor 1 is a gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges a high-temperature and high-pressure gaseous refrigerant (such as Figure 28 As shown by arrow 100 in FIG. 1 , the high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2, and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as shown in FIG. 1 ). Figure 28As shown by the arrow 200 in [reference], high-temperature coolant flows out from the coolant outlet of the first heat exchanger 2. This high-temperature coolant flows into the outdoor radiator 7 under the pumping of the first water pump 6, and dissipates heat to the external atmosphere in the outdoor radiator 7. The low-temperature coolant flowing out from the outlet of the outdoor radiator 7 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant flowing into the refrigerant outlet of the first heat exchanger 2 is the refrigerant that has released heat and lost enthalpy to the coolant. This refrigerant undergoes gas-liquid separation in the second gas-liquid separation device 25, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (as shown by the dot 250 in [reference]), and this liquid refrigerant flows into the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (as shown by the arrow 230a in [reference]). The liquid refrigerant flowing out from the first refrigerant outlet of the third heat exchanger 23 is divided into two streams. One stream undergoes throttling and pressure reduction in the first expansion valve 4. The liquid refrigerant undergoes isenthalpic pressure drop in the first expansion valve 4 and crosses the saturated liquid line (as shown by the arrow 400 in [reference]). The gas-liquid two-phase refrigerant flowing out from the outlet of the first expansion valve 4 absorbs the heat of the passenger compartment in the indoor heat exchanger 5 and gains enthalpy (as shown by the arrow 500 in [reference]) to reduce the temperature of the passenger compartment. The other stream undergoes throttling and pressure reduction in the second expansion valve 17. The liquid refrigerant undergoes isenthalpic pressure drop in the second expansion valve 17 and crosses the saturated liquid line (as shown by the arrow 170 in [reference]). The low-temperature and low-pressure gas-liquid two-phase refrigerant flowing out from the outlet of the second expansion valve 17 absorbs the heat of the high-temperature coolant that has absorbed heat at the battery pack 18 in the second heat exchanger 16 and gains enthalpy (as shown by the arrow 160 in [reference]). The low-temperature coolant flowing out from the first coolant outlet of the second heat exchanger 16 can cool the battery pack 18. The refrigerant flowing out from the refrigerant outlet of the second heat exchanger 16 converges with the refrigerant flowing out from the outlet of the indoor heat exchanger 5 and then enters the third heat exchanger 23, and gains the enthalpy lost by the liquid refrigerant flowing out from the outlet of the second gas-liquid separation device 25 in the third heat exchanger 23 (as shown by the arrow 230b in [reference]). The gaseous refrigerant flowing out from the second refrigerant outlet of the third heat exchanger 23 returns to the compressor 1. Figure 28 as shown by the dot 250 in [reference], and this liquid refrigerant flows into the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (as shown by the arrow 230a in [reference]). Figure 28 The liquid refrigerant flowing out from the first refrigerant outlet of the third heat exchanger 23 is divided into two streams. One stream undergoes throttling and pressure reduction in the first expansion valve 4. The liquid refrigerant undergoes isenthalpic pressure drop in the first expansion valve 4 and crosses the saturated liquid line (as shown by the arrow 400 in [reference]). Figure 28 The gas-liquid two-phase refrigerant flowing out from the outlet of the first expansion valve 4 absorbs the heat of the passenger compartment in the indoor heat exchanger 5 and gains enthalpy (as shown by the arrow 500 in [reference]) to reduce the temperature of the passenger compartment. Figure 28 The other stream undergoes throttling and pressure reduction in the second expansion valve 17. The liquid refrigerant undergoes isenthalpic pressure drop in the second expansion valve 17 and crosses the saturated liquid line (as shown by the arrow 170 in [reference]). Figure 28 The low-temperature and low-pressure gas-liquid two-phase refrigerant flowing out from the outlet of the second expansion valve 17 absorbs the heat of the high-temperature coolant that has absorbed heat at the battery pack 18 in the second heat exchanger 16 and gains enthalpy (as shown by the arrow 160 in [reference]). Figure 28 The low-temperature coolant flowing out from the first coolant outlet of the second heat exchanger 16 can cool the battery pack 18. The refrigerant flowing out from the refrigerant outlet of the second heat exchanger 16 converges with the refrigerant flowing out from the outlet of the indoor heat exchanger 5 and then enters the third heat exchanger 23, and gains the enthalpy lost by the liquid refrigerant flowing out from the outlet of the second gas-liquid separation device 25 in the third heat exchanger 23 (as shown by the arrow 230b in [reference]). Figure 28 The gaseous refrigerant flowing out from the second refrigerant outlet of the third heat exchanger 23 returns to the compressor 1.

[0156] In the above first passenger compartment refrigeration and battery pack 18 cooling mode and the second passenger compartment refrigeration and battery pack 18 cooling mode, the refrigerant does not flow through the first gas-liquid separation device 22 before entering the compressor 1, and there is no need to control the superheat of the gaseous refrigerant entering the compressor 1, that is, the superheat of the refrigerant at the inlet of the compressor 1 can be greater than 0, as shown by the starting end of the arrow 100 in [reference] and [reference] can be located on the right side of the saturated vapor line. Figure 26 and Figure 28 as shown, the starting end of the arrow 100 can be located on the right side of the saturated vapor line.

[0157] Mode Thirteen: Heat Recovery Mode. In this mode, as Figure 29 shown, the first shut-off valve 26 is closed, the second shut-off valve 27 is opened, the expansion switch valve 33 is closed, the third shut-off valve 29 is closed, the fourth shut-off valve 30 is closed, the first expansion valve 4 is closed, the second expansion valve 17 is opened, the first water pump 6 is opened, the A port and the C port of the second three-way valve are conducted, the second water pump 19 is closed, and the third water pump 21 is opened. As Figure 29 and Figure 30 shown, the refrigerant entering the compressor 1 is gaseous refrigerant. The compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges high-temperature and high-pressure gaseous refrigerant (as Figure 30 shown by the arrow 100 in Figure 30 ). This high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2 and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as Figure 30 shown by the arrow 200 in Figure 30 ). The coolant outlet of the first heat exchanger 2 flows out high-temperature coolant. This high-temperature coolant is pumped by the first water pump 6 into the in-vehicle heater core 10 and dissipates heat to the passenger compartment in the in-vehicle heater core 10, raising the temperature of the passenger compartment. The low-temperature coolant flowing out of the outlet of the in-vehicle heater core 10 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant that has released heat and lost enthalpy to the coolant. This refrigerant undergoes gas-liquid separation in the second gas-liquid separation device 25, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (as Figure 30 shown by the dot 250 in Figure 30 ). This liquid refrigerant flows into the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (as Figure 30 shown by the arrow 230a in Figure 30 ). The liquid refrigerant flowing out from the first refrigerant outlet of the third heat exchanger 23 undergoes an isenthalpic pressure drop in the second expansion valve 17 and crosses the saturated liquid line (as Figure 30 shown by the arrow 170 in Figure 30 ). The low-temperature and low-pressure gas-liquid two-phase refrigerant flowing out of the outlet of the second expansion valve 17 absorbs the heat of the high-temperature coolant that has absorbed heat at the electronic device 20 in the second heat exchanger 16 and gains enthalpy (as Figure 30 shown by the arrow 160 in Figure 30 ). Thus, the waste heat of the electronic device 20 is recovered into the refrigerant circuit to supplement the refrigerant with enthalpy. The refrigerant flowing out from the refrigerant outlet of the second heat exchanger 16 gains the enthalpy lost by the liquid refrigerant flowing out from the outlet of the second gas-liquid separation device 25 in the third heat exchanger 23 (as Figure 30 shown by the arrow 230b in

[0158] Mode Fourteen: First Heat Pump and Heat Recovery Mode. In this mode, as Figure 31As shown, the first stop valve 26 is closed, the second stop valve 27 is open, the expansion switch valve 33 is in the throttling state (i.e., the throttling flow path inside the expansion switch valve 33 is conducting and the through-flow path is cut off), the third stop valve 29 is closed, the fourth stop valve 30 is open, the first expansion valve 4 is open, the second expansion valve 17 is open, the first water pump 6 is open, the A port and the C port of the second three-way valve are conducting, the second water pump 19 is closed, and the third water pump 21 is open. In this mode, as Figure 31 and Figure 32 shown, the refrigerant entering the compressor 1 is gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges high-temperature and high-pressure gaseous refrigerant (as shown by the arrow 100 in Figure 32 ), and this high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2 and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as shown by the arrow 200 in Figure 32 ), the high-temperature coolant flows out from the coolant outlet of the first heat exchanger 2, and this high-temperature coolant flows into the in-vehicle heater core 10 under the pumping of the first water pump 6 and dissipates heat to the passenger compartment in the in-vehicle heater core 10 to increase the temperature of the passenger compartment, and the low-temperature coolant flowing out from the outlet of the in-vehicle heater core 10 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant after releasing heat and losing enthalpy to the coolant, and this refrigerant undergoes gas-liquid separation in the second gas-liquid separation device 25, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (as shown by the point 250 in Figure 32 ), and this liquid refrigerant flows into the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (as shown by the arrow 230a in Figure 32 ), the liquid refrigerant flowing out from the first refrigerant outlet of the third heat exchanger 23 is divided into two streams, one stream undergoes an isenthalpic pressure drop in the first expansion valve 4 but does not cross the saturated liquid line (as shown by the arrow 400 in Figure 32 ), the liquid refrigerant flowing out from the outlet of the first expansion valve 4 discharges the liquid refrigerant after pressure reduction, and this liquid refrigerant releases heat to the passenger compartment and loses enthalpy in the in-vehicle heat exchanger 5 (as shown by the arrow 500 in Figure 32 ) to preheat the air about to flow through the in-vehicle heater core 10, and the liquid refrigerant flowing out from the outlet of the in-vehicle heat exchanger 5 undergoes throttling and pressure reduction through the expansion switch valve 33 (as shown by the arrow 330 in Figure 32 ) and then flows into the outdoor heat exchanger 3 and absorbs the heat of the outside atmosphere in the outdoor heat exchanger 3 to obtain enthalpy (as shown by the arrow 300 in Figure 32 ), the gas-liquid two-phase mixed refrigerant flowing out from the outlet of the outdoor heat exchanger 3 is separated into gas and liquid in the first gas-liquid separation device 22, and the gaseous refrigerant flows out from the gas outlet of the first gas-liquid separation device 22 (as shown by the arrow in Figure 32Another liquid refrigerant flowing out of the first refrigerant outlet of the third heat exchanger 23 drops in equal enthalpy pressure in the second expansion valve 17 and passes through the saturated liquid line (as shown in FIG. Figure 32 As shown by the arrow 170 in the figure, the outlet of the second expansion valve 17 flows out a gas-liquid two-phase mixed refrigerant, which absorbs the heat of the high-temperature coolant after absorbing heat at the electronic device 20 in the second heat exchanger 16 and obtains enthalpy (as shown in FIG. Figure 32 As shown by the arrow 160 in the figure, the waste heat of the electronic device 20 is recovered into the refrigerant circuit, and the refrigerant is supplemented with gas to increase enthalpy. The refrigerant flowing out of the refrigerant outlet of the second heat exchanger 16 obtains the enthalpy lost by the liquid refrigerant flowing out of the outlet of the second gas-liquid separation device 25 in the third heat exchanger 23 (as shown in the figure). Figure 32 As shown by arrow 230b in the figure, the gaseous refrigerant flowing out of the second refrigerant outlet of the third heat exchanger 23 is mixed with the gaseous refrigerant flowing out of the outlet of the first gas-liquid separation device 22 and then returns to the compressor 1.

[0159] Mode 15: Second heat pump and heat recovery mode. In this mode, if Figure 33 As shown, the first stop valve 26 is open, the second stop valve 27 is open, the expansion switch valve 33 is in a throttling state (i.e., the throttling flow channel inside the expansion switch valve 33 is connected, and the flow channel is closed), the third stop valve 29 is closed, the fourth stop valve 30 is open, the first expansion valve 4 is closed, the second expansion valve 17 is closed, the first water pump 6 is turned on, the A port and the C port of the second three-way valve are connected, the second water pump 19 is turned off, and the third water pump 21 is turned on. In this mode, Figure 33 and Figure 34 As shown, the refrigerant entering the compressor 1 is a gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges a high-temperature and high-pressure gaseous refrigerant (such as Figure 34 As shown by arrow 100 in the figure, the high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2, and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as shown in FIG. Figure 34 As shown by the arrow 200 in the figure, high-temperature coolant flows out of the coolant outlet of the first heat exchanger 2. The high-temperature coolant flows into the indoor heater core 10 under the pumping of the first water pump 6, and dissipates heat to the passenger compartment in the indoor heater core 10, thereby increasing the temperature in the passenger compartment. The low-temperature coolant flowing out of the outlet of the indoor heater core 10 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2, and continues to absorb the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant outlet of the first heat exchanger 2 flows into the refrigerant that has released heat and lost enthalpy to the coolant. The refrigerant passes through the second gas-liquid separation device 25 for gas-liquid separation, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (as shown in the figure). Figure 34 The liquid refrigerant is divided into two streams, one of which flows into the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (as shown in point 250 in FIG. 1 ).Figure 34 As shown by the arrow 230a in the figure, the liquid refrigerant flowing out of the first refrigerant outlet of the third heat exchanger 23 is throttled and depressurized by the second expansion valve 17. The liquid refrigerant drops in equal enthalpy pressure in the second expansion valve 17 and passes through the saturated liquid line (as shown in the figure). Figure 34 As shown by the arrow 170 in the figure, the outlet of the second expansion valve 17 flows out a gas-liquid two-phase mixed refrigerant, which absorbs the heat of the high-temperature coolant after absorbing heat at the electronic device 20 in the second heat exchanger 16 and obtains enthalpy (as shown in FIG. Figure 34 As shown by the arrow 160 in the figure, the waste heat of the electronic device 20 is recovered into the refrigerant circuit, and the refrigerant is supplemented with gas to increase enthalpy. The refrigerant flowing out of the refrigerant outlet of the second heat exchanger 16 obtains the enthalpy lost by the liquid refrigerant flowing out of the outlet of the second gas-liquid separation device 25 in the third heat exchanger 23 (as shown in the figure). Figure 34 As shown by the arrow 230b in the figure, the gaseous refrigerant flows out of the second refrigerant outlet of the third heat exchanger 23; the other liquid refrigerant drops in equal enthalpy pressure in the expansion switch valve 33 and enters the wet steam zone (as shown in the figure). Figure 34 As shown by the arrow 330 in the figure, the outlet of the expansion switch valve 33 flows out a gas-liquid two-phase mixed refrigerant, which absorbs the heat of the external atmosphere in the outdoor heat exchanger 3 and obtains enthalpy (as shown in FIG. Figure 34 As shown by the arrow 300 in the figure, the gas-liquid two-phase mixed refrigerant flowing out from the outlet of the outdoor heat exchanger 3 is separated into gas and liquid in the first gas-liquid separation device 22, and the gas outlet of the first gas-liquid separation device 22 flows out the gaseous refrigerant (as shown in FIG. Figure 34 The gaseous refrigerant merges with the gaseous refrigerant flowing out of the second refrigerant outlet of the third heat exchanger 23 and then returns to the compressor 1.

[0160] Mode 16: The third heat pump and heat recovery mode. In this mode, if Figure 35 As shown, the first stop valve 26 is open, the second stop valve 27 is closed, the expansion switch valve 33 is in a throttling state (i.e., the throttling flow channel inside the expansion switch valve 33 is connected, and the flow channel is closed), the third stop valve 29 is closed, the fourth stop valve 30 is closed, the first expansion valve 4 is closed, the second expansion valve 17 is open, the first water pump 6 is turned on, the A port and the C port of the second three-way valve are connected, the second water pump 19 is turned off, and the third water pump 21 is turned on. Figure 35 and Figure 36 As shown, the refrigerant entering the compressor 1 is a gaseous refrigerant, and the compressor 1 compresses the gaseous refrigerant so that the outlet of the compressor 1 discharges a high-temperature and high-pressure gaseous refrigerant (such as Figure 36 As shown by arrow 100 in the figure, the high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 2, and releases heat to the low-temperature coolant in the first heat exchanger 2 and loses enthalpy (as shown in FIG. [[ID=28As shown by arrow 200, high-temperature coolant flows out from the coolant outlet of the first heat exchanger 2. The high-temperature coolant is pumped by the first water pump 6 into the in-vehicle heater core 10, where it dissipates heat to the passenger compartment, raising the temperature inside the passenger compartment. The low-temperature coolant flowing out from the outlet of the in-vehicle heater core 10 returns to the first heat exchanger 2 through the coolant inlet of the first heat exchanger 2 to continue absorbing the heat of the high-temperature and high-pressure gaseous refrigerant. The refrigerant flowing into the refrigerant outlet of the first heat exchanger 2 is the refrigerant that has released heat and lost enthalpy to the coolant. This refrigerant undergoes gas-liquid separation in the second gas-liquid separation device 25, and the liquid refrigerant flows out from the outlet of the second gas-liquid separation device 25 (as shown by point 250 in ​ ). The liquid refrigerant undergoes an isenthalpic pressure drop in the expansion switch valve 33 and enters the wet steam region (as shown by arrow 330 in ​ ). The gas-liquid two-phase mixed refrigerant flowing out from the outlet of the expansion switch valve 33 absorbs heat from the outside atmosphere in the outdoor heat exchanger 3 and gains enthalpy (as shown by arrow 300 in ​ ). The gas-liquid two-phase mixed refrigerant flowing out from the outlet of the outdoor heat exchanger 3 flows into the third heat exchanger 23 and loses enthalpy in the third heat exchanger 23 (as shown by arrow 230a in ​ ). The liquid refrigerant flowing out from the first refrigerant outlet of the third heat exchanger 23 is throttled and depressurized by the second expansion valve 17, and the liquid refrigerant undergoes an isenthalpic pressure drop in the second expansion valve 17 (as shown by arrow 170 in ​ ). The refrigerant flowing out from the outlet of the second expansion valve 17 absorbs the heat of the high-temperature coolant that has absorbed heat at the electronic device 20 in the second heat exchanger 16 and gains enthalpy (as shown by arrow 160 in ​ ), so as to recover the waste heat of the electronic device 20 into the refrigerant circuit and supplement the refrigerant with enthalpy. The refrigerant flowing out from the refrigerant outlet of the second heat exchanger 16 gains the enthalpy lost by the liquid refrigerant flowing out from the outlet of the outdoor heat exchanger 3 in the third heat exchanger 23 in the third heat exchanger 23 (as shown by arrow 230b in ​ ). The gaseous refrigerant flowing out from the outlet of the third heat exchanger 23 returns to the compressor 1.

[0161] It should be noted that the above mode is the main working mode of the vehicle thermal management system provided by the present disclosure. For the working modes not mentioned in the present disclosure but that can be achieved by the vehicle thermal management system provided by the present disclosure, they also fall within the protection scope of the present disclosure.

[0162] According to another aspect of the present disclosure, a vehicle is further provided, including the above vehicle thermal management system.

[0163] The preferred embodiments of the present disclosure have been described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0164] In addition, it should be noted that, in the above specific embodiments, the various specific technical features described can be combined in any appropriate manner without conflict. To avoid unnecessary repetition, the present disclosure will not separately describe various possible combination manners.

[0165] Furthermore, any combination can be made between various different embodiments of the present disclosure as long as it does not violate the idea of the present disclosure, and it should also be regarded as the content disclosed by the present disclosure.

Claims

1. A vehicle thermal management system, characterized in that, It includes a compressor (1), a first heat exchanger (2), an outdoor heat exchanger (3), a first expansion valve (4), an indoor heat exchanger (5), a first water pump (6), and an outdoor radiator (7); The outlet of the compressor (1) is connected to the refrigerant inlet of the first heat exchanger (2), the refrigerant outlet of the first heat exchanger (2) is connected to the inlet of the outdoor heat exchanger (3), the outlet of the outdoor heat exchanger (3) is connected to the inlet of the indoor heat exchanger (5) through the first expansion valve (4), the outlet of the indoor heat exchanger (5) is connected to the inlet of the compressor (1), the coolant outlet of the first heat exchanger (2) is connected to the inlet of the outdoor radiator (7), the outlet of the outdoor radiator (7) is connected to the coolant inlet of the first heat exchanger (2), the first water pump (6) is arranged on the flow path between the coolant outlet of the first heat exchanger (2) and the inlet of the outdoor radiator (7), or the first water pump (6) is arranged on the flow path between the outlet of the outdoor radiator (7) and the coolant inlet of the first heat exchanger (2); The vehicle thermal management system further includes a first flow path (8) that can be selectively opened or closed and a second flow path (9) that can be selectively opened or closed. The refrigerant outlet of the first heat exchanger (2) is connected to the inlet of the outdoor heat exchanger (3) via the first flow path (8) and is connected to the inlet of the first expansion valve (4) via the second flow path (9); The vehicle thermal management system further includes an indoor heater core (10), a first throttling flow path (11), a first through-flow path (12), a third flow path (13) that can be selectively opened or closed, a fourth flow path (14) that can be selectively opened or closed, and a first check valve (15); The coolant outlet of the first heat exchanger (2) is connected to the inlet of the outdoor radiator (7) and the inlet of the indoor heater core (10) through the first water pump (6), and the coolant outlet of the first heat exchanger (2) is selectively connected to the inlet of the outdoor radiator (7) and the inlet of the indoor heater core (10). The outlet of the indoor heater core (10) is connected to the coolant inlet of the first heat exchanger (2); The outlet of the indoor heat exchanger (5) is connected to the inlet of the first check valve (15) and is connected to the inlet of the compressor (1) via the third flow path (13). The outlets of the first flow path (8) and the first check valve (15) are both selectively connected to the inlet of the outdoor heat exchanger (3) via the first throttling flow path (11) or the first through-flow path (12). The outlet of the outdoor heat exchanger (3) is also connected to the inlet of the compressor (1) via the fourth flow path (14); The vehicle thermal management system further includes a third heat exchanger (23); The outlet of the second flow path (9) and the outlet of the outdoor heat exchanger (3) are both connected to the first refrigerant inlet of the third heat exchanger (23). The first refrigerant outlet of the third heat exchanger (23) is connected to the inlet of the indoor heat exchanger (5) through the first expansion valve (4). The outlet of the third flow path (13) is connected to the second refrigerant inlet of the third heat exchanger (23). The second refrigerant outlet of the third heat exchanger (23) is connected to the inlet of the compressor (1); or, The outlet of the outdoor heat exchanger (3) is connected to the first refrigerant inlet of the third heat exchanger (23). The inlet of the first expansion valve (4) is connected to the first refrigerant outlet of the third heat exchanger (23) and the outlet of the second flow path (9). The outlet of the third flow path (13) is connected to the second refrigerant inlet of the third heat exchanger (23). The second refrigerant outlet of the third heat exchanger (23) is connected to the inlet of the compressor (1); A third stop valve (29) is provided on the third flow path (13), and a fourth stop valve (30) is provided on the fourth flow path (14).

2. The vehicle thermal management system according to claim 1, wherein The vehicle thermal management system further includes a second heat exchanger (16), a second expansion valve (17), a battery pack (18), and a second water pump (19). The outlet of the outdoor heat exchanger (3) and the outlet of the second flow path (9) are both connected to the refrigerant inlet of the second heat exchanger (16) through the second expansion valve (17). The refrigerant outlet of the second heat exchanger (16) is connected to the inlet of the compressor (1); The first coolant outlet of the second heat exchanger (16) is connected to the inlet of the battery pack (18). The outlet of the battery pack (18) is connected to the first coolant inlet of the second heat exchanger (16). The second water pump (19) is provided on the flow path between the first coolant outlet of the second heat exchanger (16) and the inlet of the battery pack (18), or the second water pump (19) is provided on the flow path between the outlet of the battery pack (18) and the first coolant inlet of the second heat exchanger (16).

3. The vehicle thermal management system according to claim 2, characterized in that, The vehicle thermal management system further includes an electronic device (20) and a third water pump (21). The second coolant outlet of the second heat exchanger (16) is connected to the inlet of the electronic device (20). The outlet of the electronic device (20) is connected to the second coolant inlet of the second heat exchanger (16). The third water pump (21) is provided on the flow path between the second coolant outlet of the second heat exchanger (16) and the inlet of the electronic device (20), or the third water pump (21) is provided on the flow path between the outlet of the electronic device (20) and the second coolant inlet of the second heat exchanger (16).

4. The vehicle thermal management system according to claim 3, wherein, The electronic device (20) includes at least one of a motor, a charger, a motor controller, and a DC-DC converter.

5. The vehicle thermal management system according to claim 1, characterized in that, The vehicle thermal management system further includes a first gas-liquid separator (22). The outlet of the fourth flow path (14) is connected to the inlet of the first gas-liquid separator (22), and the inlet of the compressor (1) is connected to the gas outlet of the first gas-liquid separator (22) and the outlet of the third flow path (13).

6. The vehicle thermal management system according to any one of claims 2-4, characterized in that, The vehicle thermal management system further includes a first gas-liquid separator (22). The outlet of the fourth flow path (14) is connected to the inlet of the first gas-liquid separator (22), and the inlet of the compressor (1) is connected to the gas outlet of the first gas-liquid separator (22), the outlet of the third flow path (13), and the refrigerant outlet of the second heat exchanger (16).

7. The vehicle thermal management system according to any one of claims 2-4, characterized in that, The vehicle thermal management system further includes a third heat exchanger (23). The outlets of the second flow path (9) and the outdoor heat exchanger (3) are both connected to the first refrigerant inlet of the third heat exchanger (23). The first refrigerant outlet of the third heat exchanger (23) is connected to the inlet of the indoor heat exchanger (5) through the first expansion valve (4) and to the refrigerant inlet of the second heat exchanger (16) through the second expansion valve (17). The outlets of the third flow path (13) and the refrigerant outlet of the second heat exchanger (16) are both connected to the second refrigerant inlet of the third heat exchanger (23), and the second refrigerant outlet of the third heat exchanger (23) is connected to the inlet of the compressor (1); or, The outlet of the outdoor heat exchanger (3) is connected to the first refrigerant inlet of the third heat exchanger (23). The inlets of the first expansion valve (4) and the second expansion valve (17) are both connected to the first refrigerant outlet of the third heat exchanger (23) and the outlet of the second flow path (9). The outlets of the third flow path (13) and the refrigerant outlet of the second heat exchanger (16) are both connected to the second refrigerant inlet of the third heat exchanger (23), and the second refrigerant outlet of the third heat exchanger (23) is connected to the inlet of the compressor (1).

8. The vehicle thermal management system according to claim 1, characterized in that The vehicle thermal management system further includes a second check valve (24). The outlet of the outdoor heat exchanger (3) is connected to the first refrigerant inlet of the third heat exchanger (23) through the second check valve (24); or, The second check valve (24) is provided at the first refrigerant outlet of the third heat exchanger (23).

9. The vehicle thermal management system according to any one of claims 1-5, characterized in that, The vehicle thermal management system further includes a second gas-liquid separator (25). The refrigerant outlet of the first heat exchanger (2) is connected to the inlet of the second gas-liquid separator (25), and the liquid outlet of the second gas-liquid separator (25) is connected to the inlets of the first flow path (8) and the second flow path (9).

10. The vehicle thermal management system according to any one of claims 1-5, characterized in that, A first stop valve (26) is provided on the first flow path (8), and a second stop valve (27) is provided on the second flow path (9), or; The vehicle thermal management system further includes a first three-way valve (28), the first three-way valve (28) being located on both the first flow path (8) and the second flow path (9) simultaneously. The A port of the first three-way valve (28) is connected to the refrigerant outlet of the first heat exchanger (2), the B port of the first three-way valve (28) is connected to the inlet of the outdoor heat exchanger (3), and the C port of the first three-way valve (28) is connected to the inlet of the first expansion valve (4).

11. The vehicle thermal management system according to any one of claims 1-5, characterized in that, A third expansion valve (31) is provided on the first throttling flow path (11), and a fifth stop valve (32) is provided on the first through-flow path (12); or, The vehicle thermal management system further includes an expansion switch valve (33). The outlet of the first flow path (8) and the outlet of the first check valve (15) are both connected to the inlet of the expansion switch valve (33). The outlet of the expansion switch valve (33) is connected to the inlet of the outdoor heat exchanger (3). The first throttling flow path (11) is the throttling flow channel of the expansion switch valve (33), and the first through-flow path (12) is the through-flow channel of the expansion switch valve (33).

12. The vehicle thermal management system according to any one of claims 1-5, characterized in that, The vehicle thermal management system further includes a second three-way valve (34). The A port of the second three-way valve (34) is connected to the outlet of the first water pump (6), the B port of the second three-way valve (34) is connected to the inlet of the outdoor radiator (7), and the C port of the second three-way valve (34) is connected to the inlet of the in-vehicle heater core (10); or, The vehicle thermal management system further includes a sixth stop valve (35) and a seventh stop valve (36). The outlet of the first water pump (6) is connected to the inlet of the outdoor radiator (7) via the sixth stop valve (35) and is connected to the inlet of the in-vehicle heater core (10) via the seventh stop valve (36).

13. A vehicle, characterized in that, Comprising the vehicle thermal management system according to any one of claims 1-12.

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