Thermal management system for a vehicle and vehicle having the same

Abstract

This invention discloses a vehicle thermal management system and a vehicle having the same. The vehicle includes a battery, a motor, and air duct components that blow air into the vehicle interior. The thermal management system includes: a refrigerant circuit comprising a compressor, a first heat exchanger, a second heat exchanger, an evaporator, a first throttling element, and a second throttling element; the first heat exchanger includes a first refrigerant flow path and a first coolant flow path that exchange heat with each other; the second heat exchanger includes a second refrigerant flow path and a second coolant flow path that exchange heat with each other; a heating core, the two ends of which are respectively connected to the first coolant flow path to form a first coolant circuit; and a first flow path and a second flow path, wherein the first flow path exchanges heat with the battery, and the second flow path exchanges heat with the motor. The vehicle thermal management system of this invention can improve the heat exchange efficiency of the thermal management system and improve heat utilization, thereby reducing energy loss.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a thermal management system for a vehicle and a vehicle having the same. Background Technology

[0002] The development of electric vehicles is currently very rapid. Among them, the driving range of electric vehicles is an extremely important indicator for evaluating electric vehicles. Especially when the vehicle is in a low-temperature environment, it is necessary to heat the battery and passenger compartment. However, in related technologies, most vehicle thermal management systems use a single heating method, such as using PTC (electric heating element) heating alone. However, in this method, the heat output of PTC is inevitably less than its input electrical energy, resulting in low heating efficiency and high power consumption. Alternatively, a thermal management system using carbon dioxide as a refrigerant can only heat / cool the passenger compartment, and it can only absorb heat from the outside air, resulting in low heat utilization of other components. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a vehicle thermal management system that can improve heat exchange efficiency, reduce electrical energy loss, and recover heat from the battery and motor, thereby improving heat utilization and reducing the operating cost of the vehicle's thermal management system.

[0004] According to an embodiment of the present invention, a vehicle thermal management system includes a battery, a motor, and an air duct component for blowing air into the vehicle interior. The thermal management system includes a refrigerant circuit comprising a compressor, a first heat exchanger, a second heat exchanger, an evaporator, a first throttling element, and a second throttling element. The first heat exchanger includes a first refrigerant flow path and a first coolant flow path that exchange heat with each other. The second heat exchanger includes a second refrigerant flow path and a second coolant flow path that exchange heat with each other. The two ends of the first refrigerant flow path are respectively connected to the exhaust port of the compressor and the first throttling element. The two ends of the second refrigerant flow path are respectively connected to the return port of the compressor and the first throttling element. The two ends of the evaporator are respectively connected to the exhaust port of the compressor and the first throttling element. The second throttling element is connected to the return port of the compressor, and the second throttling element is connected to the first refrigerant flow path. The evaporator is disposed within the air duct component. A heating core is provided, with both ends connected to the first coolant flow path to form a first coolant circuit. The first coolant circuit is provided with a first control module for opening or closing it. The heating core is disposed within the air duct component. A first flow path and a second flow path are provided, with the first flow path exchanging heat with the battery and the second flow path exchanging heat with the motor. The first flow path, the second flow path, and the second coolant flow path are connected to form a second coolant circuit. The second coolant circuit is provided with a second control module for opening or closing it.

[0005] According to an embodiment of the present invention, the vehicle thermal management system, by providing a first refrigerant flow path and a first coolant flow path in the first heat exchanger, can utilize the coolant to absorb heat from the refrigerant to heat the passenger compartment through mutual heat exchange between the two, thereby improving the heat exchange efficiency of the thermal management system and reducing power consumption. At the same time, the first and second flow paths can exchange heat with the battery and motor, and can recover heat from the battery and motor, thereby achieving the purpose of cooling the battery and motor while improving heat utilization and reducing the operating cost of the vehicle's thermal management system.

[0006] According to some embodiments of the vehicle thermal management system of the present invention, the evaporator and the heating core are arranged side by side in the direction of air flow.

[0007] According to some embodiments of the present invention, the vehicle thermal management system further includes a gas-liquid separator, the inlet of which is connected to the second refrigerant flow path and the evaporator respectively, and the outlet of which is connected to the return port of the compressor.

[0008] According to some embodiments of the vehicle thermal management system of the present invention, the second control module includes a first switching valve, which is connected to a first flow path, a second flow path and a second coolant flow path respectively. The first switching valve has a first mode and a second mode. In the first mode, a third coolant circuit is formed between the first flow path and the second coolant flow path to cool the battery. In the second mode, the second coolant circuit is in a conductive state.

[0009] According to some embodiments of the vehicle thermal management system of the present invention, the thermal management system further includes a radiator, a first switching valve having a first valve port to a fourth valve port, the first valve port communicating with one of a second valve port and a third valve port and the fourth valve port communicating with the other of the second valve port and the third valve port, the first valve port being connected to a first end of a first flow path, the second valve port being connected to a first end of a second flow path, the third valve port being connected to a first end of a second coolant flow path, and the fourth valve port being connected to the outlet of the radiator; the second control module further includes a second switching valve having a first port to a fourth port, the first port communicating with one of a second port and a third port and the fourth port communicating with the other of the second port and the third port, the first port being connected to the inlet of the radiator, the second port being connected to a second end of the second flow path, the third port being connected to a second end of the second coolant flow path, and the fourth port being connected to a second end of the first flow path.

[0010] According to some embodiments of the vehicle thermal management system of the present invention, the thermal management system further includes a third switching valve and a fourth switching valve. The third switching valve is connected between the first port and the inlet of the radiator, and is also connected to a first end of the first coolant flow path. The third switching valve switches to switch the first port to be connected to the radiator and the first coolant flow path. The fourth switching valve is connected between a second end of the first coolant flow path and the heating core, and is connected to the inlet of the radiator. The fourth switching valve switches to switch the first coolant flow path to be connected to the radiator and the heating core.

[0011] According to some embodiments of the vehicle thermal management system of the present invention, the first switching valve and the second switching valve are both four-way valves, and the third switching valve and the fourth switching valve are both three-way valves.

[0012] According to some embodiments of the vehicle thermal management system of the present invention, the refrigerant circulating in the refrigerant circuit is carbon dioxide.

[0013] According to some embodiments of the vehicle thermal management system of the present invention, the first control module includes a fifth switching valve, the fifth switching valve being connected between the second end of the first coolant flow path and the heating core, the fifth switching valve being connected to the second end of the first flow path, the first end of the first flow path being connected to the first end of the first coolant flow path, and the fifth switching valve switching causing the second end of the first coolant flow path to be connected to the heating core and the first flow path.

[0014] The present invention also proposes a vehicle.

[0015] According to an embodiment of the present invention, a vehicle includes: a body, the body being provided with an air duct for blowing air into the vehicle interior; a battery and a motor, the battery and the motor being disposed on the vehicle body; and a thermal management system, the thermal management system being the thermal management system described in any of the above embodiments, wherein a first flow path exchanges heat with the battery, a second flow path exchanges heat with the motor, and a heating core and an evaporator are respectively disposed within the air duct.

[0016] According to some embodiments of the present invention, the vehicle body is provided with an operation module, which is operated to select the operating mode of the thermal management system.

[0017] The thermal management system of the vehicle described above has the same advantages over the prior art, and will not be repeated here.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0020] Figure 1 This is a schematic diagram of the structure of a vehicle thermal management system according to an embodiment of the present invention.

[0021] Figure label:

[0022] Thermal Management System 100

[0023] Compressor 11, first heat exchanger 12, second heat exchanger 13, evaporator 14, first throttling element 15, second throttling element 16, heater 17, heating core 2, first control module 21, first circulation pump 22, water supply device 23, battery 3, battery water pump 31, second kettle 32, motor 4, motor water pump 41, third kettle 42, first switching valve 51, second switching valve 52, gas-liquid separator 6, cooling water tank 7, third switching valve 8, fourth switching valve 9. Detailed Implementation

[0024] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0025] The following is for reference. Figure 1 A thermal management system 100 for a vehicle according to an embodiment of the present invention is described. The thermal management system 100 is applied in a vehicle, which may be an electric vehicle or a hybrid vehicle, etc. The vehicle includes a battery 3, a motor 4, and an air duct component that blows air into the vehicle interior. The air duct component has an air outlet located on the vehicle body, and air within the air duct component is delivered through the air outlet to blow air into the passenger compartment. It is understood that the air outlet can be located at any position on the vehicle body as needed, such as on the dashboard, A-pillar, etc.

[0026] The vehicle thermal management system 100 according to an embodiment of the present invention includes: a refrigerant circuit, a heating core 2, a first flow path, and a second flow path.

[0027] like Figure 1 As shown, the refrigerant circuit includes a compressor 11, a first heat exchanger 12, a second heat exchanger 13, an evaporator 14, a first throttling element 15, and a second throttling element 16.

[0028] Specifically, the first heat exchanger 12 includes a first refrigerant flow path and a first coolant flow path, and the first refrigerant flow path and the first coolant flow path can exchange heat with each other. The second heat exchanger 13 includes a second refrigerant flow path and a second coolant flow path, and the second refrigerant flow path and the second coolant flow path can exchange heat with each other. The two ends of the first refrigerant flow path can be connected to the exhaust port of the compressor 11 and the first throttling element 15, respectively. The two ends of the second refrigerant flow path can be connected to the return port of the compressor 11 and the first throttling element 15, respectively. The two ends of the evaporator 14 are connected to the second throttling element 16 and the return port of the compressor 11, respectively.

[0029] The second throttling element 16 is connected to the first refrigerant flow path, and the evaporator 14 is disposed in the air duct component. In other words, the second throttling element 16 is disposed between the first heat exchanger 12 and the evaporator 14, and the two ends of the first refrigerant flow path are connected to the evaporator 14 to form the first refrigerant circuit.

[0030] When the compressor is running, the refrigerant becomes a high-temperature, high-pressure gas after being compressed by the compressor 11 and is discharged from the exhaust port of the compressor 11. At this time, the high-temperature, high-pressure gas enters the first refrigerant flow path of the first heat exchanger 12. Then, through the condensation effect of the first heat exchanger 12 and the heat exchange between the first refrigerant flow path and the first coolant flow path, the high-temperature, high-pressure refrigerant gas becomes a high-pressure, low-temperature gas / liquid. When the first throttling element 15 is in the open state, the refrigerant flowing out of the outlet of the first refrigerant flow path flows to the first throttling element 15. After the refrigerant is throttled and depressurized by the first throttling element 15, it becomes a low-temperature, low-pressure gas-liquid two-phase flow. The gas-liquid two-phase refrigerant enters the second refrigerant flow path of the second heat exchanger 13 for evaporation and heat absorption. The refrigerant flow discharged from the second refrigerant flow path of the second heat exchanger 13 returns to the compressor 11 for further compression.

[0031] When the vehicle interior needs to be cooled, the second throttling element 16 is in the open state. The refrigerant flowing out of the outlet of the first refrigerant flow path becomes a low-temperature, low-pressure gas-liquid two-phase flow after being throttled by the second throttling element 16. This gas-liquid two-phase flow flows into the evaporator 14.

[0032] Therefore, after the gas-liquid two-phase flow flows into the evaporator 14, the temperature of the evaporator 14 decreases, and heat is exchanged with the air around the evaporator 14, which in turn lowers the temperature of the air around the evaporator 14. Then, the fan assembly in the air duct blows air from the evaporator 14 toward the passenger compartment to form cold air, thereby lowering the temperature of the passenger compartment. At the same time, the gas-liquid two-phase flow that has undergone heat exchange in the evaporator 14 flows back into the compressor 11 through the return air port of the compressor 11 for further compression, thereby achieving cooling of the passenger compartment.

[0033] Furthermore, both ends of the heating core 2 are connected to the first coolant flow path to form a first coolant circuit. The first coolant circuit is equipped with a first control module 21 for opening or closing it, so as to control the on / off state of the first coolant circuit through the first control module 21. The heating core 2 is disposed within the air duct component. It can be understood that the heating core 2 and the first coolant flow path form the first coolant circuit, thereby facilitating heating of the heating core 2 through the first coolant circuit. In some examples of the present invention, to ensure reliable circulation of coolant in the first coolant circuit, a first circulation pump 22 is also provided in the first coolant circuit. When the first circulation pump 22 is running and the first coolant circuit is open, the coolant circulates in the first coolant circuit.

[0034] Specifically, after being compressed by the compressor 11, the refrigerant becomes a high-temperature and high-pressure gas and is discharged from the exhaust port of the compressor 11. At this time, the high-temperature and high-pressure gas enters the first refrigerant flow path of the first heat exchanger 12. The refrigerant in the first refrigerant flow path exchanges heat with the coolant in the first coolant flow path to heat the coolant. When it is necessary to heat the interior environment, the first control module 21 controls the first coolant circuit to be open and the second throttling element 16 to be closed. The heated coolant enters the heating core 2 and exchanges heat with the air in the air duct to heat the air. The heated air is sent into the passenger compartment to heat the passenger compartment.

[0035] Therefore, the first coolant circuit can be used to raise the temperature of the crew compartment, making full use of the refrigerant's energy and thus improving energy efficiency.

[0036] The second coolant flow path is connected to the first flow path and the second flow path to form a second coolant circuit. The first flow path exchanges heat with the battery 3, and the second flow path exchanges heat with the motor 4. The second coolant circuit is provided with a second control module for turning on or off, so as to control the on and off of the second coolant circuit through the second control module.

[0037] Specifically, the refrigerant entering the second refrigerant flow path is a low-temperature, low-pressure gas-liquid two-phase refrigerant. The refrigerant enters the second refrigerant flow path of the second heat exchanger 13 for evaporation and heat absorption. During vehicle operation, the motor 4 and battery 3 generate heat. When heat dissipation is required for the motor 4 and battery 3, the second control module controls the second coolant circuit to open. Therefore, the coolant circulates in the second coolant circuit (i.e., flows in the first and second flow paths). The circulating coolant exchanges heat with the low-temperature, low-pressure refrigerant and is cooled. Thus, the circulating coolant can exchange heat with the motor 4 and battery 3 and remove the heat from the motor 4 and battery 3, thereby achieving the cooling effect for the motor 4 and battery 3.

[0038] Therefore, the battery 3 and motor 4 are cooled through the second coolant circuit, and the heat of the battery 3 and motor 4 can be recovered through heat exchange between the second coolant flow path and the second refrigerant flow path. The second refrigerant flow path can circulate this part of the heat to the compressor 11, thereby reducing the work done by the compressor 11, reducing the power consumption of the compressor 11, and thus improving the heat utilization rate, which helps to reduce the operating cost of the vehicle's thermal management system 100.

[0039] In some examples of the present invention, the first throttling element 15 and the second throttling element 16 can both be configured as electronic expansion valves, which facilitates ensuring that the refrigerant can only flow in the refrigerant circuit in a specified direction. The electronic expansion valve has advantages such as energy saving, low applicable temperature, high accuracy, and fast response speed. It can also function as a safety protector, which helps to ensure the safety performance of the vehicle's thermal management system 100. At the same time, the electronic expansion valve can also control the exhaust temperature of the compressor 11 to prevent the exhaust temperature of the compressor 11 from being too high, and it helps to reduce the heat loss caused by the start-up and shutdown of the compressor 11.

[0040] According to an embodiment of the present invention, the vehicle thermal management system 100, by providing a first refrigerant flow path and a first coolant flow path in the first heat exchanger 12, can use the coolant to absorb the heat of the refrigerant to heat the passenger compartment through mutual heat exchange between the two, thereby improving the heat exchange efficiency of the thermal management system 100 and reducing power consumption. At the same time, the first flow path and the second flow path can exchange heat between the battery 3 and the motor 4, and can recover the heat of the battery 3 and the motor 4. While achieving the purpose of cooling the battery 3 and the motor 4, the heat utilization rate is improved, which helps to reduce the operating cost of the vehicle thermal management system 100.

[0041] In some embodiments, the refrigerant circulating in the refrigerant circuit is carbon dioxide.

[0042] It should be noted that carbon dioxide, as a refrigerant, has advantages such as high density, low viscosity, low flow loss, and good heat transfer effect. At the same time, carbon dioxide has excellent environmental performance, low cost and easy availability, good stability, and is conducive to reducing the volume of the thermal management system 100, realizing the miniaturization design of the thermal management system 100. In addition, carbon dioxide still has high pressure at low temperatures (-20℃ and below), which can reduce the impact of external ambient temperature on the refrigerant and improve the operating efficiency of the thermal management system 100.

[0043] In some examples of this invention, the coolant can be water, thereby reducing costs. It is understood, of course, that the coolant can also be a liquid of other materials, as long as it can flow for heat exchange.

[0044] In some examples of the present invention, at the first end of the heating core 2 (e.g. Figure 1 A heater 17 is also provided between the upper end shown in the diagram and the first heat exchanger 12, and the first circulation pump 22 is located at the second end of the heating core 2 (as shown in the diagram). Figure 1Between the lower end shown in the diagram and the first heat exchanger 12, a water supply device 23 is connected to the first coolant circuit. In other words, the heater 17 is located between the outlet of the first coolant flow path and the heating core 2 to heat the coolant flowing out of the first coolant flow path, and the first circulation pump 22 is located between the inlet of the first coolant flow path and the heating core 2 to pump the coolant into the first heat exchanger 12, ensuring the circulation of the coolant in the first coolant circuit. The water supply device 23 is used to inject coolant into the first coolant circuit to prevent the coolant used for circulation in the first coolant circuit from evaporating and decreasing, and to avoid the heater 17 or the heating core 2 from dry burning. That is, the water supply device 23 has the function of adding liquid to the water circulation, and since the volume of liquid in the pipeline changes with temperature, the water supply device 23 is also used to recover / replenish and regulate the liquid in the pipeline.

[0045] Preferably, the heater 17 can be configured as a PTC heater, and the water supply device 23 can be configured as a first water tank containing coolant.

[0046] In some embodiments, the fan assembly, evaporator 14, and heating core 2 are all disposed within the air duct and arranged side by side in the direction of airflow. In other words, the fan assembly, evaporator 14, and heating core 2 are arranged side by side and spaced apart in the direction of the air duct toward the passenger compartment, and the heating core 2 is disposed between the fan assembly and the evaporator 14.

[0047] This allows for the fan assembly to blow air towards the evaporator 14 or heating core 2, thereby cooling or heating the occupant compartment.

[0048] In some embodiments, such as Figure 1 As shown, the vehicle's thermal management system 100 also includes a gas-liquid separator 6.

[0049] The inlet of the gas-liquid separator 6 is connected to the second refrigerant flow path and the evaporator 14, respectively, and the outlet of the gas-liquid separator 6 is connected to the return port of the compressor 11.

[0050] Therefore, when the refrigerant discharged from the second refrigerant flow path or the refrigerant discharged from the evaporator 14 circulates back to the compressor 11, the liquid part of the refrigerant can be separated from the gas part by the separation action of the gas-liquid separator 6. This prevents the liquid part of the refrigerant from entering the compressor 11 and causing liquid slugging. In turn, the gas-liquid separator 6 can protect the compressor 11, prevent the compressor 11 from being damaged, and help extend the service life of the compressor 11.

[0051] In some embodiments, the second control module includes a first switching valve 51.

[0052] The first switching valve 51 is connected to the first flow path, the second flow path, and the second coolant flow path, respectively. The first switching valve 51 has a first mode and a second mode. When the first switching valve 51 is in the first mode, a third coolant circuit is formed between the first flow path and the second coolant flow path to cool the battery 3. When the first switching valve 51 is in the second mode, the second coolant circuit is in a conducting state.

[0053] It is understood that the first switching valve 51 is located between the first flow path, the second flow path, and the second coolant flow path, and the first switching valve 51 can be used to control the flow direction of the coolant discharged from the second coolant flow path, thereby controlling the coolant in the second coolant flow path to flow into the first flow path or the second flow path. When the first switching valve 51 is controlled in the first mode, the second coolant flow path is connected to the first flow path, and at this time the second coolant flow path is disconnected from the second flow path.

[0054] Therefore, when the first switching valve 51 is controlled in the first mode, the second coolant flow path is connected to the first flow path to form a third coolant circuit. Thus, the coolant in the second heat exchanger 13 enters the first flow path through the second coolant flow path, and the coolant flowing through the first flow path is used to cool the battery 3, thereby reducing the temperature of the battery 3, preventing the temperature of the battery 3 from becoming too high, and recovering the heat of the battery 3.

[0055] When the first switching valve 51 is in the second mode, the second coolant flow path is connected to both the first and second flow paths to form a second coolant circuit. At this time, the battery 3 and motor 4 can be cooled through the second coolant circuit, and the heat of the battery 3 and motor 4 can be recovered through the heat exchange between the second coolant flow path and the second refrigerant flow path, thereby improving the heat utilization rate and reducing the operating cost of the vehicle's thermal management system 100.

[0056] In a further embodiment of the present invention, such as Figure 1 As shown, the thermal management system 100 also includes a heat dissipation tank 7.

[0057] Specifically, the first switching valve 51 is provided with a first valve port to a fourth valve port. The first valve port is connected to one of the second valve port and the third valve port, and the fourth valve port is connected to the other of the second valve port and the third valve port. The first valve port is connected to the first end of the first flow path, the second valve port is connected to the first end of the second flow path, the third valve port is connected to the first end of the second coolant flow path, and the fourth valve port is connected to the outlet of the radiator 7.

[0058] The second control module also includes a second switching valve 52, which has a first port to a fourth port. The first port is connected to one of the second port and the third port, and the fourth port is connected to the other of the second port and the third port. The first port is connected to the inlet of the radiator 7, the second port is connected to the second end of the second flow path, the third port is connected to the second end of the second coolant flow path, and the fourth port is connected to the second end of the first flow path.

[0059] Understandably, the first valve port can be selectively connected to one of the second and third valve ports, and the fourth valve port can be selectively connected to the other of the second and third valve ports. Thus, by controlling the connection of the first and fourth valve ports to different valve ports, the flow direction of the coolant within the thermal management system 100 can be changed.

[0060] The first port can be selectively connected to one of the second and third ports, and the fourth port can be selectively connected to the other of the second and third ports. Therefore, by controlling the connection of the first and fourth ports to different ports, the flow direction of the coolant within the thermal management system 100 can be changed, thereby achieving different operating modes of the thermal management system 100. Of course, different operating modes of the thermal management system 100 can also be achieved through different combinations of the first switching valve 51 and the second switching valve 52. Furthermore, to ensure reliable refrigerant flow, the thermal management system 100 also includes a battery-powered water pump 31 and a motor-driven water pump 41. The battery-powered water pump 31 is connected to a first flow path, which is connected to a second water tank 32. The motor-driven water pump 41 is connected to a second flow path, which is connected to a third water tank 42.

[0061] For example, when the thermal management system 100 is running the cooling mode of the battery 3 and the motor 4, the first valve port is connected to the second valve port, the fourth valve port is connected to the third valve port, and the first port is connected to the second port, and the fourth port is connected to the third port.

[0062] At this time, the coolant in the second heat exchanger 13 enters the first flow path through the second coolant flow path, passing through the third and fourth ports in sequence, to exchange heat with the battery 3 and reduce its temperature. Then, under the action of the battery water pump 31, it enters the second flow path through the first and second valve ports in sequence to exchange heat with the motor 4 and reduce its temperature. Then, it flows back to the heat dissipation tank 7 through the second and first ports in sequence, and under the action of the motor water pump 41. Finally, it flows back to the second heat exchanger 13 through the fourth and third valve ports in sequence, thereby achieving cooling of the battery 3 and the motor 4.

[0063] When the thermal management system 100 is running the battery 3 cooling mode, the first valve port is connected to the third valve port, the fourth valve port is connected to the second valve port, and the first port is connected to the second port, and the fourth port is connected to the third port.

[0064] At this time, the coolant in the second heat exchanger 13 enters the first flow path through the second coolant flow path, passing through the third port and the fourth port in sequence, to exchange heat with the battery 3 and reduce the temperature of the battery 3. Then, under the action of the battery water pump 31, it flows back to the second heat exchanger 13 through the first valve port and the third valve port in sequence, thereby achieving cooling of the battery 3.

[0065] When the thermal management system 100 operates in motor 4 cooling mode, the coolant in the third water tank flows out from the outlet, and then flows into the second flow path through the fourth valve port and the second valve port in sequence to exchange heat with the motor 4 and reduce the temperature of the motor 4. Then, it flows back to the heat dissipation tank 7 through the second port and the first port in sequence, and under the action of the motor water pump 41, it flows back to the second heat exchanger 13 through the fourth valve port and the third valve port in sequence, thereby achieving the cooling of the motor 4.

[0066] When the thermal management system 100 is in the mode of absorbing heat from the air, the first valve port is connected to the second valve port, the fourth valve port is connected to the third valve port, and the first port is connected to the third port, while the fourth port is connected to the second port.

[0067] At this time, the coolant in the second heat exchanger 13 flows out through the second coolant flow path and passes through the third port and the first port in sequence. Then, under the action of the motor water pump 41, it enters the heat dissipation tank 7 and then flows back to the second heat exchanger 13 through the fourth valve port and the third valve port in sequence, so as to facilitate the absorption of heat from the air.

[0068] When the thermal management system 100 operates in the mode of heating the battery 3 by the motor 4, specifically, the first flow path and the second flow path are connected and form a circulating loop, and the coolant in the first flow path passes through the first valve port and the second valve port in sequence under the action of the battery water pump 31, and flows through the motor 4 to cool the motor 4, and then flows through the second port and the fourth port in sequence, and then flows through the battery 3 to heat the battery 3.

[0069] This enables the recovery of heat from the motor 4, and the recovered heat from the motor 4 is used to heat the battery 3, thereby improving heat utilization and reducing the operating cost of the vehicle's thermal management system 100.

[0070] Therefore, in this invention, by setting a first switching valve 51 and a second switching valve 52, and by controlling the connection between different valve ports or different terminals, the operating mode of the thermal management system 100 can be changed. Thus, when the thermal management system 100 has different mode requirements, the refrigerant circuit does not need to be adjusted; only the first switching valve 51 and the second switching valve 52 need to be controlled to switch the flow direction of the coolant circuit. This greatly improves the reliability of the thermal management system 100 and reduces the control difficulty of the thermal management system 100. Furthermore, the thermal management system 100 has fewer component connections and fewer joints, which helps reduce the probability of refrigerant leakage and reduces the difficulty of achieving a tight seal.

[0071] Furthermore, such as Figure 1 As shown, the thermal management system 100 also includes a third switching valve 8 and a fourth switching valve 9.

[0072] The third switching valve 8 is connected between the first port and the inlet of the radiator 7. The third switching valve 8 is also connected to the first end of the first coolant flow path. The switching of the third switching valve 8 enables the first port to switch and connect with the radiator 7 and the first coolant flow path.

[0073] It is understandable that the third switching valve 8 is connected to the first port, the inlet of the radiator 7, and the first coolant flow path, so that the first port can be connected to the radiator 7 or the first coolant flow path by switching the third switching valve 8.

[0074] For example, when the first port is connected to the heat exchange tank 7, the coolant after heat exchange with the battery 3 via the first flow path and / or the coolant after heat exchange with the motor 4 via the second flow path can flow back to the heat exchange tank 7 through the inlet of the heat exchange tank 7. In some examples of the present invention, a fan is provided on one side of the heat exchange tank 7, and the fan rotation can dissipate heat from the coolant in the heat exchange tank 7.

[0075] Therefore, by connecting the first port to the heat dissipation tank 7, a circulation is formed between the first flow path, the second flow path, and the second coolant flow path, which is beneficial for cooling the battery 3 and the motor 4.

[0076] When the first port is connected to the first coolant flow path, the coolant that has exchanged heat with the battery 3 through the first flow path and / or the coolant that has exchanged heat with the motor 4 through the second flow path flows directly into the first coolant flow path, and then flows through the first coolant flow path and the heating core 2 in sequence, and then flows back to the compressor 11 through the first circulation pump 22.

[0077] Therefore, by connecting the first port to the first coolant flow path, the coolant that exchanges heat with the battery 3 via the first flow path and the coolant that exchanges heat with the motor 4 via the second flow path can transfer the heat from the battery 3 and the motor 4 to the first coolant flow path, thereby raising the temperature of the coolant in the first coolant flow path. This reduces the work done by the heater 17 and facilitates the recovery and utilization of the heat from the battery 3 and the motor 4. When the thermal management system 100 also includes the heater 17, the actual output heat during heating via the first coolant circuit includes at least the heating amount of the heater 17, the heat from the battery 3, the heat from the motor 4, and the heat from the refrigerant absorbed by the coolant. This ensures that the actual output heat is greater than the power consumed by the heater 17, thereby improving energy utilization and saving energy.

[0078] The fourth switching valve 9 is connected between the second end of the first coolant flow path and the heating core 2. The fourth switching valve 9 is connected to the inlet of the radiator 7. Switching the fourth switching valve 9 allows the first coolant flow path to switch between the radiator 7 and the heating core 2.

[0079] It is understandable that the fourth switching valve 9 is connected to the second end of the first coolant flow path, the inlet of the heating core 2 and the radiator 7, so that the first coolant flow path can be connected to the radiator 7 or the first coolant flow path can be connected to the heating core 2 by switching the fourth switching valve 9.

[0080] For example, when the first coolant flow path is connected to the radiator tank 7, the coolant flowing out of the first heat exchanger 12 enters the radiator tank 7 through the fourth switching valve 9, then flows out of the radiator tank 7, and flows into the second flow path through the first switching valve 51, where heat exchange is performed on the motor 4, thereby completing the cooling of the motor 4.

[0081] Alternatively, when the first coolant flow path is connected to the heating core 2, the first coolant circuit is open. Specifically, after the refrigerant is compressed by the compressor 11, it becomes a high-temperature and high-pressure gas and is discharged from the exhaust port of the compressor 11. At this time, the high-temperature and high-pressure gas enters the first refrigerant flow path of the first heat exchanger 12. The refrigerant in the first refrigerant flow path exchanges heat with the coolant in the first coolant flow path to heat the coolant. When it is necessary to heat the vehicle interior, the first control module 21 controls the first coolant circuit to be open and the second throttling element 16 to be closed. The heated coolant enters the heating core 2 and exchanges heat with the air in the air duct to heat the air. The heated air is then sent into the passenger compartment to heat the passenger compartment.

[0082] At this time, the high-pressure, high-temperature gas / liquid inside the heating core 2 exchanges heat with the air around the heating core 2, causing the temperature of the air around the heating core 2 to rise. Then, the fan assembly in the air duct blows hot air towards the crew compartment from the heating core 2 to form hot air. At the same time, the coolant after heat exchange inside the heating core 2 flows back into the first heat exchanger 12 under the action of the first circulation pump 22.

[0083] Therefore, the crew compartment can be heated through the first coolant circuit. In the actual heating process, due to the heat exchange between the first refrigerant flow path and the first coolant flow path, the actual heating amount is greater than the electrical energy lost, thereby improving energy utilization efficiency and saving electrical energy.

[0084] Therefore, in this invention, by setting the third switching valve 8 and the fourth switching valve 9, and by controlling the connection between the first coolant flow path and different components, the operating mode of the thermal management system 100 can be changed. Thus, when the thermal management system 100 has different mode requirements, the refrigerant circuit does not need to be adjusted; only the flow direction of the coolant circuit needs to be switched by controlling the third switching valve 8 and the fourth switching valve 9. This greatly improves the reliability of the thermal management system 100 and reduces its control difficulty. Furthermore, the thermal management system 100 has fewer component connections and fewer joints, which helps reduce the probability of refrigerant leakage and simplifies the sealing requirements of the thermal management system 100.

[0085] Preferably, the first switching valve 51 and the second switching valve 52 are both four-way valves, and the third switching valve 8 and the fourth switching valve 9 are both three-way valves. This simplifies the structure of the first switching valve 51, the second switching valve 52, the third switching valve 8, and the fourth switching valve 9, thereby reducing costs.

[0086] In some embodiments, the first control module 21 includes a fifth switching valve.

[0087] Specifically, the fifth switching valve is connected between the second end of the first coolant flow path and the heating core 2. The fifth switching valve is connected to the second end of the first flow path, and the first end of the first flow path is connected to the first end of the first coolant flow path. The switching of the fifth switching valve enables the second end of the first coolant flow path to switch communication with the heating core 2 and the first flow path.

[0088] It is understood that the fifth switching valve is simultaneously connected between the second end of the first coolant flow path, the heating core 2, and the second end of the first flow path, thereby facilitating the connection between the second end of the first coolant flow path and the heating core 2, or between the second end of the first coolant flow path and the first flow path, by switching the fifth switching valve.

[0089] For example, when the second end of the first coolant flow path is connected to the heating core 2, the first coolant circuit is open. Specifically, after the refrigerant is compressed by the compressor 11, it becomes a high-temperature and high-pressure gas and is discharged from the exhaust port of the compressor 11. At this time, the high-temperature and high-pressure gas enters the first refrigerant flow path of the first heat exchanger 12. The refrigerant in the first refrigerant flow path exchanges heat with the coolant in the first coolant flow path to heat the coolant. When it is necessary to heat the vehicle interior, the first control module 21 controls the first coolant circuit to be open and the second throttling element 16 to be closed. The heated coolant enters the heating core 2 and exchanges heat with the air in the air duct to heat the air. The heated air is sent into the passenger compartment to heat the passenger compartment.

[0090] Alternatively, when the second end of the first coolant flow path is connected to the first flow path, the coolant in the first coolant flow path after heat exchange flows into the first flow path, thereby heating the battery 3, and then flowing back into the first heat exchanger 12 under the action of the first circulation pump 22.

[0091] Therefore, the heating effect of battery 3 can be achieved by switching the fifth switching valve, thereby avoiding the impact of excessively low external ambient temperature on battery 3, which facilitates the extension of battery 3's service life and driving range, and also facilitates vehicle starting.

[0092] The present invention also proposes a vehicle.

[0093] The vehicle according to an embodiment of the present invention includes: a body, a battery 3, a motor 4, and a management system.

[0094] Preferably, the vehicle is an electric vehicle, and the vehicle body is provided with a duct component that blows air into the vehicle body. The battery 3 and the motor 4 are located on the vehicle body. The thermal management system 100 is the thermal management system 100 of any of the above embodiments, wherein the first flow path exchanges heat with the battery 3, the second flow path exchanges heat with the motor 4, and the heating core 2 and the evaporator 14 are respectively located in the duct component.

[0095] According to an embodiment of the present invention, the thermal management system 100 of the vehicle is provided with a first refrigerant flow path and a first coolant flow path in the first heat exchanger 12. Through mutual heat exchange between the two, the coolant can absorb the heat of the refrigerant to heat the passenger compartment, thereby improving the heat exchange efficiency of the thermal management system 100 and reducing power consumption. At the same time, the first flow path and the second flow path can exchange heat with the battery 3 and the motor 4, and can recover the heat of the battery 3 and the motor 4. While achieving the purpose of cooling the battery 3 and the motor 4, the heat utilization rate is improved, which helps to reduce the operating cost of the vehicle's thermal management system 100.

[0096] In some embodiments, the vehicle body is provided with an operation module, which is operated to select the operating mode of the thermal management system 100.

[0097] Preferably, the operation module can be located at the center console of the vehicle so that the user can control it directly, reducing the difficulty of control for the user. The operation module is used to switch the flow direction of the coolant, thereby changing the operating mode of the thermal management system 100 and thus meeting the thermal management needs of different components within the thermal management system 100.

[0098] Therefore, the operating mode can be switched by changing the flow direction of the coolant through the control module, thus eliminating the need to switch the refrigerant circuit and reducing the control difficulty of the thermal management system 100.

[0099] For example, the operating modes may include: passenger cabin heating mode, passenger cabin cooling mode, passenger cabin dehumidification mode, battery 3 cooling mode, battery 3 heating mode, motor 4 heating battery 3 mode, motor 4 cooling mode, air heat absorption mode, heat recovery mode. Of course, the operating modes may also include other modes, which are not limited here.

[0100] The following is in conjunction with the appendix Figure 1 Describe the various operating modes of the thermal management system 100.

[0101] In the crew cabin heating mode, both the fourth switching valve 9 and the fifth switching valve control the connection between the first coolant flow path and the heating core 2. At this time, the first coolant circuit is open, and the coolant circulation path is: compressor 11, first heat exchanger 12, fourth switching valve 9, heater 17, fifth switching valve, heating core 2, first circulation pump 22, and first heat exchanger 12. The specific heating principle is the same as the crew cabin heating process described above.

[0102] In the refrigeration mode of the crew cabin, the refrigerant circulation path is: compressor 11, first heat exchanger 12, second throttling element 16, evaporator 14, gas-liquid separator 6, compressor 11.

[0103] In the dehumidification mode of the passenger compartment, the passenger compartment cooling mode is first activated, causing the moisture in the air inside the passenger compartment to condense and distribute on the evaporator 14. Then, the passenger compartment heating mode is activated for dehumidification. Specifically, the refrigerant circulation path is as follows: compressor 11, first heat exchanger 12, second throttling element 16, evaporator 14, gas-liquid separator 6, compressor 11. The coolant circulation path is as follows: second heat exchanger 13, fourth switching valve 9, fifth switching valve, heating core 2, first circulation pump 22, first heat exchanger 12.

[0104] In the cooling mode of battery 3, the first valve port is connected to the third valve port, the fourth valve port is connected to the second valve port, and the first port is connected to the second port, and the fourth port is connected to the third port. The circulation path of the coolant is: second heat exchanger 13, second switching valve 52, battery 3, first switching valve 51, second heat exchanger 13.

[0105] In the battery 3 heating mode, the fifth control valve controls the second end of the first coolant flow path to connect with the first flow path. At this time, the circulation path of the coolant is: compressor 11, first heat exchanger 12, fourth switching valve 9, heater 17, fifth switching valve, heating core 2, battery 3, first circulation pump 22, and first heat exchanger 12.

[0106] When motor 4 heats battery 3, the first valve port is connected to the second valve port, the fourth valve port is connected to the third valve port, the first port is connected to the third port, and the fourth port is connected to the second port. The circulation path of the coolant is: battery 3, battery water pump 31, first switching valve 51, motor 4, second switching valve 52, battery 3.

[0107] In the cooling mode of motor 4, the first valve port is connected to the third valve port, the fourth valve port is connected to the second valve port, and the first port is connected to the second port, and the fourth port is connected to the third port. The circulation path of the coolant is: radiator 7, first switching valve 51, motor 4, second switching valve 52, radiator 7, first switching valve 51, second heat exchanger 13.

[0108] In the mode of absorbing air heat, the circulation path of the coolant is: second heat exchanger 13, second switching valve 52, third switching valve 8, motor water pump 41, radiator 7, first switching valve 51, second heat exchanger 13.

[0109] In heat recovery mode, the circulation path of the coolant is as follows: second heat exchanger 13, second switching valve 52, battery 3, battery water pump 31, first switching valve 51, motor 4, second switching valve 52, third switching valve 8, motor water pump 41, first switching valve 51, and second heat exchanger 13.

[0110] The operating loops differ depending on the requirements of different operating modes:

[0111] (I) Passenger compartment cooling / Battery 3 cooling / Motor 4 cooling:

[0112] Refrigerant circuit 1: Compressor 11 - First heat exchanger 12 - Second heat exchanger 13 - Gas-liquid separator 6 - Compressor 11.

[0113] Refrigerant Circuit 2: Compressor 11 - First Heat Exchanger 12 - Evaporator 14 - Gas-Liquid Separator 6 - Compressor 11. (Crew compartment cooling)

[0114] Coolant circuit 1: Battery 3 - Battery water pump 31 - First switching valve 51 - Second heat exchanger 13 - Second switching valve 52 - Battery 3. (Battery 3 cooling)

[0115] Coolant Circuit 2: Motor 4 - Second Switching Valve 52 - Third Switching Valve 8 - First Heat Exchanger 12 - Fourth Switching Valve 9 - Motor Water Pump 41 - Radiator 7 - First Switching Valve 51 - Motor 4. (Motor 4 cooling)

[0116] (II) Crew compartment heating / Battery 3 heating / Motor 4 heating Battery 3:

[0117] Refrigerant circuit: Compressor 11 - First heat exchanger 12 - Second heat exchanger 13 - Gas-liquid separator 6 - Compressor 11.

[0118] Coolant circuit 1: Battery 3 - Battery water pump 31 - First switching valve 51 - Motor 4 - Second switching valve 52 - Battery 3.

[0119] (Motor 4, Heating Battery 3)

[0120] Coolant circuit 2: First heat exchanger 12 - Fourth switching valve 9 - Fifth switching valve - Heating core 2 - First circulation pump 22 - First heat exchanger 12. Crew compartment heating.

[0121] Coolant circuit 3: First heat exchanger 12 - Fourth switching valve 9 - Fifth switching valve - Battery 3 - First circulation pump 22 - First heat exchanger 12. (Battery 3 is heated)

[0122] Coolant circuit 4: Second heat exchanger 13 - Second switching valve 52 - Third switching valve 8 - Motor / water pump 41 - Radiator tank 7 - First switching valve 51 - Second heat exchanger 13. (Absorbs heat from the air)

[0123] (III) Crew compartment heating / battery 3 cooling / second heat exchanger 13 recovers heat from battery 3 and motor 4:

[0124] Refrigerant circuit: Compressor 11 - First heat exchanger 12 - Second heat exchanger 13 - Gas-liquid separator 6 - Compressor 11.

[0125] Coolant Circuit 1: First Heat Exchanger 12 - Fourth Switching Valve 9 - Fifth Switching Valve - Heating Core 2 - First Circulation Pump 22 - First Heat Exchanger 12. (Crew Cabin Heating)

[0126] Coolant Circuit 2: Second heat exchanger 13 - Second switching valve 52 - Battery 3 - Battery water pump 31 - First switching valve 51 - Motor 4 - Second switching valve 52 - Third switching valve 8 - Motor water pump 41 - First switching valve 51 - Second heat exchanger 13. (Battery 3 is cooled / Second heat exchanger 13 recovers heat from battery 3 and motor 4)

[0127] (iv) Dehumidification of the passenger compartment / Heating of battery 3 / Heating of battery 3 by motor 4:

[0128] Refrigerant circuit 1: Compressor 11 - First heat exchanger 12 - Second heat exchanger 13 - Gas-liquid separator 6 - Compressor 11.

[0129] Refrigerant Circuit 2: Compressor 11 - First Heat Exchanger 12 - Evaporator 14 - Gas-Liquid Separator 6 - Compressor 11. (Refrigeration section in the crew compartment dehumidification process)

[0130] Coolant circuit 1: Battery 3 - Battery water pump 31 - First switching valve 51 - Motor 4 - Second switching valve 52 - Battery 3.

[0131] (Motor 4, Heating Battery 3)

[0132] Coolant Circuit 2: First Heat Exchanger 12 - Fourth Switching Valve 9 - Fifth Switching Valve - Heating Core 2 - First Circulation Pump 22 - First Heat Exchanger 12. (Heating and dehumidification section in crew compartment dehumidification)

[0133] Coolant circuit 3: First heat exchanger 12 - Fourth switching valve 9 - Fifth switching valve - Battery 3 - First circulation pump 22 - First heat exchanger 12. (Battery 3 is heated)

[0134] Coolant circuit 4: Second heat exchanger 13 - Second switching valve 52 - Third switching valve 8 - Motor / water pump 41 - Radiator tank - First switching valve 51 - Second heat exchanger 13. (Absorbs heat from the air)

[0135] It should be noted that the thermal management system 100 in this invention is not limited to the four operating modes mentioned above, but also has other operating modes. Other operating modes can be achieved by switching the refrigerant circuit and the coolant circuit as needed.

[0136] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0137] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0138] In the description of this invention, "a plurality of" means two or more.

[0139] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0140] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0141] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0142] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, characterized in that, The vehicle includes a battery, a motor, and air ducts that direct airflow into the vehicle interior; the thermal management system includes: A refrigerant circuit includes a compressor, a first heat exchanger, a second heat exchanger, an evaporator, a first throttling element, and a second throttling element. The first heat exchanger includes a first refrigerant flow path and a first coolant flow path that exchange heat with each other. The second heat exchanger includes a second refrigerant flow path and a second coolant flow path that exchange heat with each other. The two ends of the first refrigerant flow path are respectively connected to the exhaust port of the compressor and the first throttling element. The two ends of the second refrigerant flow path are respectively connected to the return port of the compressor and the first throttling element. The two ends of the evaporator are respectively connected to the second throttling element and the return port of the compressor. The second throttling element is connected to the first refrigerant flow path. The evaporator is disposed within the air duct component. A heating core is provided, with its two ends connected to the first coolant flow path to form a first coolant circuit. The first coolant circuit is provided with a first control module for opening or closing it. The heating core is disposed inside the air duct component. A first flow path and a second flow path, wherein the first flow path exchanges heat with the battery and the second flow path exchanges heat with the motor, and the first flow path, the second flow path and the second coolant flow path are connected to form a second coolant circuit, and a second control module for turning on or off the second coolant circuit is provided.

2. The vehicle thermal management system according to claim 1, characterized in that, The evaporator and the heating core are arranged side by side in the direction of air flow.

3. The vehicle thermal management system according to claim 1, characterized in that, It also includes a gas-liquid separator, the inlet of which is connected to the second refrigerant flow path and the evaporator respectively, and the outlet of which is connected to the return port of the compressor.

4. The vehicle thermal management system according to claim 1, characterized in that, The second control module includes a first switching valve, which is connected to the first flow path, the second flow path and the second coolant flow path respectively. The first switching valve has a first mode and a second mode. In the first mode, a third coolant circuit is formed between the first flow path and the second coolant flow path to cool the battery. In the second mode, the second coolant circuit is in a conductive state.

5. The vehicle thermal management system according to claim 4, characterized in that, The thermal management system further includes a heat dissipation tank. The first switching valve has a first valve port to a fourth valve port. The first valve port is connected to one of the second valve port and the third valve port, and the fourth valve port is connected to the other of the second valve port and the third valve port. The first valve port is connected to the first end of the first flow path, the second valve port is connected to the first end of the second flow path, the third valve port is connected to the first end of the second coolant flow path, and the fourth valve port is connected to the outlet of the heat dissipation tank. The second control module further includes a second switching valve, which has a first port to a fourth port. The first port is connected to one of the second port and the third port, and the fourth port is connected to the other of the second port and the third port. The first port is connected to the inlet of the radiator, the second port is connected to the second end of the second flow path, the third port is connected to the second end of the second coolant flow path, and the fourth port is connected to the second end of the first flow path.

6. The vehicle thermal management system according to claim 5, characterized in that, The thermal management system further includes a third switching valve and a fourth switching valve. The third switching valve is connected between the first port and the inlet of the radiator. The third switching valve is also connected to the first end of the first coolant flow path. The switching of the third switching valve causes the first port to switch to be connected to the radiator and the first coolant flow path. The fourth switching valve is connected between the second end of the first coolant flow path and the heating core. The fourth switching valve is connected to the inlet of the heat dissipation tank. Switching the fourth switching valve allows the first coolant flow path to switch communication with the heat dissipation tank and the heating core.

7. The vehicle thermal management system according to claim 6, characterized in that, The first switching valve and the second switching valve are both four-way valves, and the third switching valve and the fourth switching valve are both three-way valves.

8. The vehicle thermal management system according to claim 1, characterized in that, The refrigerant circulating in the refrigerant circuit is carbon dioxide.

9. The vehicle thermal management system according to any one of claims 1-8, characterized in that, The first control module includes a fifth switching valve, which is connected between the second end of the first coolant flow path and the heating core. The fifth switching valve is connected to the second end of the first flow path, and the first end of the first flow path is connected to the first end of the first coolant flow path. The fifth switching valve switches to connect the second end of the first coolant flow path with the heating core and the first flow path.

10. A vehicle, characterized in that, include: The vehicle body is equipped with air ducts that blow air into the vehicle interior; A battery and a motor, wherein the battery and the motor are mounted on the vehicle body; A thermal management system, wherein the thermal management system is as described in any one of claims 1-9, wherein the first flow path exchanges heat with the battery, the second flow path exchanges heat with the motor, and the heating core and the evaporator are respectively disposed within the air duct component.

11. The vehicle according to claim 10, characterized in that, The vehicle body is equipped with an operation module, which is operated to select the operating mode of the thermal management system.

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