Thermal management device and vehicle

Abstract

The application discloses a heat management device and a vehicle. The heat management device comprises a compressor, a condenser, a gas-liquid separator assembly and a first expansion valve. The compressor comprises a first output part and a first input part. The condenser comprises a first refrigerant input end and a first refrigerant output end, and the first refrigerant input end is communicated with the first output part. The gas-liquid separator assembly comprises a first heat exchange pipeline and a second heat exchange pipeline in heat exchange cooperation with the first heat exchange pipeline. The first heat exchange pipeline comprises a first heat exchange output end and a first heat exchange input end, the second heat exchange pipeline comprises a second heat exchange output end and a second heat exchange input end, and the second heat exchange output end is communicated with the first input part. The first expansion valve comprises a first inlet and a first outlet, the first inlet is communicated with the first heat exchange output end, and the first outlet can be communicated with the second heat exchange input end. The application is beneficial to reducing the cost.

Description

Technical Field

[0001] This application relates to the field of mobility technology, and in particular to a thermal management device and a vehicle. Background Technology

[0002] Currently, cars, SUVs, multi-purpose vehicles, off-road vehicles, buses, and motorhomes bring numerous conveniences to people's lives, work, and studies, occupying an important position in people's travel. To improve driving and riding comfort, vehicles use thermal management devices to regulate the temperature of the passenger compartment.

[0003] In related technologies, under ultra-low temperature conditions below -15°C, traditional thermal management devices cannot meet the heating needs of the passenger compartment or battery pack, requiring the use of high-performance PCTs (Positive Temperature Coefficients, vehicle heaters) for heating. Higher performance PCTs are more expensive, leading to higher costs for thermal management devices and hindering efforts to reduce vehicle manufacturing costs. Summary of the Invention

[0004] This application provides a thermal management device and a vehicle. The thermal management device can provide heating in low-temperature operating environments (e.g., -15°C) without relying on a high-performance PCT, which helps reduce costs. Applying this thermal management device to a vehicle helps reduce vehicle manufacturing costs.

[0005] The technical solution is as follows:

[0006] According to an embodiment of this application, a thermal management device is provided, including a compressor, a condenser, a gas-liquid separator assembly, and a first expansion valve. The compressor includes a first output section and a first input section. The condenser includes a first refrigerant input terminal and a first refrigerant output terminal, with the first refrigerant input terminal communicating with the first output section. The gas-liquid separator assembly includes a first heat exchange pipe and a second heat exchange pipe that cooperates with the first heat exchange pipe for heat exchange. The first heat exchange pipe includes a first heat exchange output terminal and a first heat exchange input terminal, and the second heat exchange pipe includes a second heat exchange output terminal and a second heat exchange input terminal, with the second heat exchange output terminal communicating with the first input section. The first expansion valve includes a first inlet and a first outlet, with the first inlet communicating with the first heat exchange output terminal and the first outlet communicating with the second heat exchange input terminal. The first refrigerant input terminal is connected to the first output section, the first heat exchange input terminal is connected to the first refrigerant output terminal, the first heat exchange output terminal is connected to the first inlet, the first outlet is communicating with the second heat exchange input terminal, and the second heat exchange output terminal is connected to the first input section, thus forming a first refrigerant circuit.

[0007] The technical solutions provided by the embodiments of this application may include the following beneficial effects:

[0008] When this thermal management device is applied to a vehicle, in a low-temperature operating environment, the compressor operates, delivering high-temperature, high-pressure refrigerant to the first refrigerant input terminal via the first output terminal. After being condensed into medium-temperature, high-pressure refrigerant by the condenser, the cooled refrigerant is then delivered from the first refrigerant output terminal to the first heat exchange input terminal. After heat exchange in the gas-liquid separator assembly, the refrigerant is delivered from the first heat exchange output terminal to the first inlet. Through the expansion and throttling action of the first expansion valve, the pressure and temperature of the refrigerant are further reduced, and low-temperature, low-pressure refrigerant flows out from the first outlet. The low-temperature, low-pressure refrigerant flows from the first outlet to the second heat exchange input terminal. Here, the low-temperature, low-pressure refrigerant entering the gas-liquid separator assembly from the second heat exchange input terminal cools the medium-temperature, high-pressure refrigerant input from the first heat exchange input terminal. The refrigerant, after further heat exchange, is delivered from the second heat exchange output terminal to the first input terminal, and under the action of the compressor, is output from the first output terminal. In this way, by using the gas-liquid separator assembly for heat exchange of the high and low pressure refrigerant, the compressor can be replenished with enthalpy, enabling the refrigerant to operate stably in the first refrigerant circuit and heat the condenser. This eliminates the need for a high-performance PTC under low-temperature conditions, and even completely eliminates the need for a PTC under ultra-low temperature conditions, thus saving costs.

[0009] According to an embodiment of this application, a vehicle is also provided, including a vehicle body and a thermal management device as described in any of the above embodiments, wherein the thermal management device is disposed on the vehicle body.

[0010] The technical solutions provided by the embodiments of this application may include the following beneficial effects:

[0011] The vehicle operates in an ultra-low temperature environment (e.g., -15°C). It uses a gas-liquid separator assembly to exchange heat between the high and low pressure refrigerants, which can replenish the enthalpy of the compressor. This allows the refrigerant to operate stably in the first refrigerant circuit and heat the condenser, eliminating the need for a high-performance PTC under low-temperature conditions, or even completely eliminating the need for a PTC under low-temperature conditions. This can save costs and reduce the manufacturing cost of the vehicle.

[0012] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the vehicle structure shown in one embodiment.

[0014] Figure 2 This is a schematic diagram of a thermal management device shown in one embodiment.

[0015] Figure 3 This is a schematic diagram of a thermal management device shown in another embodiment.

[0016] Figure 4This is a schematic diagram of the thermal management device shown in another embodiment (crew cabin heating mode).

[0017] Figure 5 for Figure 4 The diagram shown illustrates the thermal management device in crew cabin cooling mode.

[0018] Figure 6 for Figure 4 The diagram shown illustrates the thermal management device in battery heating mode.

[0019] Figure 7 for Figure 4 The diagram shows the thermal management device in both crew cabin heating mode and external heat absorption mode.

[0020] Figure 8 for Figure 4 The diagram shows the thermal management device in both crew cabin heating mode and battery heating mode.

[0021] Figure 9 For another Figure 4 The diagram shows the thermal management device in both crew cabin heating mode and battery heating mode.

[0022] Figure 10 for Figure 4 The diagram shows the thermal management device in crew compartment heating mode, battery heating mode, and electric drive heating mode.

[0023] Figure 11 for Figure 4 The diagram shows the thermal management device in both crew cabin heating mode and electric drive heating mode.

[0024] Figure 12 for Figure 4 The diagram shows the thermal management device in both crew cabin cooling mode and battery cooling mode.

[0025] Figure 13 for Figure 4 The diagram shows the thermal management device in crew cabin cooling mode, electric drive cooling mode, and battery cooling mode.

[0026] Figure 14 for Figure 4 The diagram shown illustrates the thermal management device in battery cooling mode.

[0027] Figure 15 for Figure 4 The diagram shows the thermal management device in both electric drive cooling mode and battery cooling mode.

[0028] Figure 16 This is a schematic diagram of a thermal management device shown in another embodiment. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description, in conjunction with the accompanying drawings and specific embodiments, further illustrates this application. It should be understood that the specific embodiments described herein are merely illustrative and do not limit the scope of protection of this application.

[0030] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application.

[0031] like Figure 1 As shown, according to an embodiment of this application, a vehicle 10 is provided, including a body 11 and a thermal management device 12, the thermal management device 12 being disposed on the body 11.

[0032] Among them, reference Figures 2 to 4 As shown, the thermal management device 12 includes a compressor 110, a condenser 120, a gas-liquid separator assembly, and a first expansion valve 140. The compressor includes a first output section 111 and a first input section 112. The condenser 120 includes a first refrigerant input terminal 121 and a first refrigerant output terminal 122, with the first refrigerant input terminal 121 communicating with the first output section 111. The gas-liquid separator assembly includes a first heat exchange pipe 131 and a second heat exchange pipe 132 that cooperates with the first heat exchange pipe 131 for heat exchange. The first heat exchange pipe 131 includes a first heat exchange input terminal 101 and a first heat exchange output terminal 102, and the second heat exchange pipe 132 includes a second heat exchange input terminal 103 and a second heat exchange output terminal 104, with the second heat exchange output terminal 104 communicating with the first input section 112. The first expansion valve 140 includes a first inlet 141 and a first outlet 142. The first inlet 141 is connected to the first heat exchange output terminal 102, and the first outlet 142 is connected to the second heat exchange input terminal 103. The first refrigerant input terminal 121 is connected to the first output section 111, the first heat exchange input terminal 101 is connected to the first refrigerant output terminal 122, the first heat exchange output terminal 102 is connected to the first inlet 141, the first outlet 142 is connected to the second heat exchange input terminal 103, and the second heat exchange output terminal 104 is connected to the first input section 112, thus forming a first refrigerant circuit.

[0033] When vehicle 10 is in a low-temperature operating environment, compressor 110 operates, delivering high-temperature, high-pressure refrigerant to first refrigerant input 121 via first output 111. After being condensed into medium-temperature, high-pressure refrigerant by condenser 120, the cooled refrigerant is then delivered from first refrigerant output 122 to first heat exchange input 101. After heat exchange in the gas-liquid separator assembly, the refrigerant is delivered from first heat exchange output 102 to first inlet 141. Through the expansion and throttling effect of first expansion valve 140, the pressure and temperature of the refrigerant are further reduced, and low-temperature, low-pressure refrigerant flows out from first outlet 142. The low-temperature, low-pressure refrigerant flows from first outlet 142 to second heat exchange input 103. At this time, first heat exchange pipe 131 and second heat exchange pipe 132 cooperate in heat exchange, allowing the low-temperature, low-pressure refrigerant entering the gas-liquid separator assembly 130 from second heat exchange input 103 to cool the medium-temperature, high-pressure refrigerant input from first heat exchange input 101. After the refrigerant undergoes heat exchange again, it is transported from the second heat exchange output 104 to the first input 112. Under the action of the compressor 110, it is output from the first output 111. Thus, by utilizing the gas-liquid separator assembly for heat exchange between the high and low-pressure refrigerant sides, the compressor 110 can be replenished with enthalpy, allowing the refrigerant to operate stably in the first refrigerant circuit. This heats the condenser 120, eliminating the need for a high-performance PTC under low-temperature conditions, or even completely eliminating the need for a PTC under low-temperature conditions. This saves costs and helps reduce the manufacturing cost of the vehicle 10.

[0034] Furthermore, if the need for PTC in low-temperature (including low and ultra-low temperature) conditions is completely eliminated, the use of energy-intensive PCT for heating will also help improve the vehicle's range in low-temperature environments, especially in ultra-low temperature environments (e.g., below -15°C).

[0035] Furthermore, traditional PCT (Preheater Transmission Control) systems have high operational requirements and are prone to performance degradation due to damage or performance decline of key components, resulting in high after-sales maintenance costs. In contrast, the thermal management system of this application fully utilizes the existing gas-liquid separation assembly 130 in the vehicle 10 to achieve heat exchange between high-pressure and low-pressure refrigerants, improving the energy efficiency of the thermal management system and reducing after-sales maintenance costs.

[0036] Understandably, the gas-liquid separation assembly 130 enables heat exchange between high-pressure and low-pressure refrigerants, eliminating the need for an external heat exchanger. This avoids refrigerant accumulation in the external heat exchanger under ultra-low temperature conditions, which could lead to system performance degradation and help ensure the thermal management system's performance under ultra-low temperature conditions.

[0037] In other embodiments, vehicle 10 may integrate a low-cost PCT.

[0038] In some embodiments, the vehicle body 11 includes a passenger compartment 11a for the convenience of passengers.

[0039] like Figure 2 , Figure 3 or Figure 4 As shown, in some embodiments, the condenser 120 further includes a first coolant inlet 123 and a first coolant outlet 124. The thermal management device 12 also includes a first water pump 150 and a heater core 160 for heating the passenger compartment 11a of the vehicle 10. The heater core 160 includes a second input 161 and a second output 162. The first water pump 150 is disposed between the first coolant outlet 124 and the second input 161; or, the first water pump 150 is disposed between the first coolant inlet 123 and the second output 162. When the first expansion valve 140 is open, the second input 161 is connected to the first coolant outlet 124, and the second output 162 is connected to the first coolant inlet 123, forming a first coolant circuit. Thus, when the vehicle 10 operates in an ultra-low temperature environment (e.g., below -15°C), the first water pump 150 pumps coolant through the first coolant inlet 123 into the condenser 120 to exchange heat with the high-temperature, high-pressure refrigerant. At this time, after being heated by the condenser 120 (which cools the refrigerant but heats the coolant), the coolant is delivered from the first coolant outlet 124 to the second inlet 161, raising the temperature of the heater core 160 and providing heating to the passenger compartment 11a of the vehicle 10. The coolant, having completed heat transfer in the heater core 160, is then delivered through the second outlet 162 to the first coolant inlet 123 for recirculation, continuously heating the heater core 160 and providing heating to the passenger compartment 11a.

[0040] Furthermore, in some embodiments, the thermal management device 12 also includes a blower for blowing air toward the heater core 160, and then delivering the heated air to the passenger compartment 11a. Thus, the blower and heater core 160 work together to facilitate the delivery of heated air to the passenger compartment 11a, achieving heating for the passenger compartment 11a. The air's ease of diffusion also results in a small temperature difference within the passenger compartment 11a, improving the uniformity of heating in the passenger compartment 11a.

[0041] There are several ways to implement the heater core, including using a winding and circuitous duct. Heat is transferred to the outer wall of the duct by coolant to heat the air, and the heated air is then delivered to the passenger compartment by a blower to heat the passenger compartment.

[0042] like Figure 3 or Figure 6As shown, in some embodiments, the thermal management device 12 further includes a second water pump 170 and a battery water cooler 180 for cooling or heating the battery assembly 13. The inlet of the battery water cooler 180 is connected in series with the second water pump 170. When the first expansion valve 140 is open, the inlet of the battery water cooler 180 is connected in series with the second water pump 170, the second water pump 170 is connected to the first coolant input terminal 123, and the outlet of the battery water cooler 180 is connected to the first coolant output terminal 124, forming a second coolant circuit. Thus, when the vehicle 10 is operating in an ultra-low temperature environment (e.g., -15°C), the coolant is pumped through the first coolant input terminal 123 into the condenser 120 to exchange heat with the high-temperature, high-pressure refrigerant. At this time, the coolant, after being heated by the condenser 120 (which cools the refrigerant but heats the coolant), is delivered from the first coolant output terminal 124 to the second water pump 170. The second water pump 170 then delivers the heated coolant to the battery water cooler 180, which heats the battery assembly 13 to increase its charging speed. The cooling water used to heat the battery assembly 13 flows from the outlet of the battery water cooler 180 back into the first coolant input terminal 123 for further circulation, thus continuously heating the battery assembly 13.

[0043] Specifically, when the battery assembly 13 is detected to be in the initial charging state and the external environment of the vehicle 10 is relatively cold, the coolant is pumped into the condenser 120 through the first coolant inlet 123 to exchange heat with the high-temperature and high-pressure refrigerant. At this time, after being heated by the condenser 120 (which cools the refrigerant but heats the coolant), the coolant is delivered from the first coolant outlet 124 to the second water pump 170, and the heated coolant is delivered to the battery water cooler 180 by the second water pump 170. The battery water cooler 180 is used to heat the battery assembly 13 to improve the charging speed of the battery assembly 13.

[0044] Combination Figure 3 As shown, the heater core 160 and the battery water cooler 180 are connected in parallel with the first coolant output terminal 124, so that the high-pressure, high-temperature refrigerant from the compressor 110 passes through the condenser 120 and then heats the coolant entering the condenser 120. The heated coolant can enter the heater core 160 and / or the battery water cooler 180, and can be flexibly configured according to the heat required by the passenger compartment 11a and the heat required by the battery assembly.

[0045] It should be noted that there are various ways to implement a condenser, including a heat exchanger, as long as it can cool the refrigerant. In some embodiments, the coolant is water, and the condenser is a water-cooled condenser.

[0046] Based on any of the above embodiments, such as Figure 5As shown, in some embodiments, the thermal management device 12 further includes a second expansion valve 190 and an evaporator 200 for cooling the passenger compartment 11a. The second expansion valve 190 and the first expansion valve 140 are respectively connected to the first heat exchange output terminal 102. The second expansion valve 190 includes a second inlet 191 and a second outlet 192, and the evaporator 200 includes a third input section 201 and a third output section 202. When the first expansion valve 140 is in the open state and the second expansion valve 190 is in the closed state, a first refrigerant circuit is formed. When the first expansion valve 140 is closed and the second expansion valve 190 is open, the first inlet 141 is closed to the first heat exchange output 102, while the first refrigerant input 121 is connected to the first output 111, the first heat exchange input 101 is connected to the first refrigerant output 122, the first heat exchange output 102 is connected to the second inlet 191, the second outlet 192 is connected to the third input 201, the third output 202 is connected to the second heat exchange input 103, and the second heat exchange output 104 is connected to the first input 112, thus forming a second refrigerant circuit. Therefore, when cooling is required for the passenger compartment 11a, the first expansion valve 140 is closed and the second expansion valve 190 is open. The compressor 110 operates, delivering high-temperature, high-pressure refrigerant to the first refrigerant input 121 through the first output 111. The refrigerant is condensed into a medium-temperature, high-pressure medium in the condenser 120, and then transported from the first refrigerant output 122 to the first heat exchange input 101. After heat exchange in the gas-liquid separator assembly, the refrigerant is transported from the first heat exchange output 102 to the first inlet 141. Through the expansion and throttling effect of the second expansion valve 190, the pressure and temperature of the refrigerant are further reduced, and low-temperature, low-pressure refrigerant flows out from the first outlet 142. The low-temperature, low-pressure refrigerant flows from the first outlet 142 into the third input section 201. At this time, the refrigerant entering the evaporator 200 absorbs heat and becomes a low-temperature, low-pressure liquid fluid, flowing from the third output section 202 into the second heat exchange input 103. During this process, the refrigerant absorbs heat from the passenger compartment 11a, cooling the passenger compartment 11a. The low-temperature, low-pressure refrigerant entering the gas-liquid separator assembly 130 can cool the medium-temperature, high-pressure refrigerant input from the first heat exchange input 101. After the refrigerant undergoes heat exchange again, it is transported from the second heat exchange output 104 to the first input 112, and then output from the first output 111 under the action of the compressor 110. In this way, by using the gas-liquid separator assembly for heat exchange of the high and low pressure refrigerant, energy efficiency can be improved, which is beneficial to improving the driving range of the vehicle 10 in high-temperature weather.

[0047] Furthermore, in some embodiments, the condenser 120 further includes a first coolant inlet 123 and a first coolant outlet 124. The thermal management device 12 also includes a coolant delivery component, which includes a supply end 231, a return end 221, and a radiator 210 for exchanging heat with the coolant in the coolant delivery component. The radiator 210 is disposed between the supply end 231 and the return end 221. When the first expansion valve 140 is closed and the second expansion valve 190 is open, the supply end 231 is connected to the first coolant inlet 123, and the return end 221 is connected to the first coolant outlet 124. Thus, during the cooling process of the passenger compartment 11a, the heat absorbed by the thermal management device 12 from the passenger compartment 11a is cooled by the coolant in the condenser 120. After being heated by the condenser 120, the coolant is delivered from the first coolant output terminal 124 to the return terminal 221, where it is cooled by the radiator 210. After being cooled by the radiator 210, the coolant is delivered from the return terminal 221 to the first coolant input terminal 123 to continue cooling the refrigerant. This continuous cooling of the refrigerant facilitates the use of the refrigerant to refrigerate the crew compartment 11a.

[0048] like Figure 5 As shown, in some embodiments, the radiator 210 includes an inlet section and an outlet section 2112; the coolant delivery component also includes a first pipe 220 communicating with the return end 221 and a second pipe 230 communicating with the supply end 231. The return end 221 is connected to the inlet section via the first pipe 220, and the supply end 231 is connected to the outlet section 2112 via the second pipe 230. Thus, when the radiator 210 is used for heat dissipation, the coolant is delivered to the inlet section through the first pipe 220, facilitating the cooling of the coolant by the radiator 210. The coolant cooled by the radiator 210 flows into the second pipe 230 through the outlet section 2112, and is then delivered back to the condenser 120 through the second pipe 230.

[0049] It should be noted that the specific structure of the heat sink 210 can be implemented in various types using conventional technology.

[0050] like Figure 5As shown, in one example, the radiator 210 includes a heat dissipation pipe 211, heat dissipation fins 212 disposed outside the heat dissipation pipe 211, and a fan 213 for air cooling the heat dissipation fins 212. The heat dissipation pipe 211 has an inlet and an outlet 2112. Thus, the coolant flowing into the heat dissipation pipe 211 from the inlet transfers heat to the heat dissipation pipe 211, and then to the heat dissipation fins 212 for heat dissipation. By using the heat dissipation fins 212 to increase the heat dissipation area, and using the fan 213 to air cool the heat dissipation fins 212, the heat dissipation efficiency of the radiator 210 is improved, the coolant is cooled rapidly, and the refrigerant is cooled in time to cool the passenger compartment 11a.

[0051] In some embodiments, the coolant delivery component further includes a first water pump 150, which is disposed at least one of the second pipe 230 and the first coolant inlet 123. The first water pump 150 can accelerate the flow rate of the coolant in the cooling circuit, replenish the coolant to the condenser 120 in a timely manner, and facilitate heat exchange with the refrigerant.

[0052] In conjunction with the aforementioned embodiments, the first water pump 150 can also increase the speed at which coolant circulates into the heater core 160 while heating the crew compartment 11a, so as to continuously heat the crew compartment 11a.

[0053] like Figure 5 As shown, in some embodiments, the coolant delivery component further includes a third water pump 240 and a third pipe 250. The third water pump 240 is disposed in the third pipe 250, one end of the third pipe 250 is connected to the first pipe 220, and the other end of the third pipe 250 is connected to the liquid inlet. Thus, by utilizing the cooperation of the third water pump 240 and the first water pump 150, the flow rate of the coolant in the cooling circuit can be adjusted, facilitating flexible adjustment according to the power of the compressor 110, timely replenishment of coolant to the condenser 120, and timely heat exchange with the refrigerant.

[0054] Furthermore, such as Figure 4 as well as Figure 5As shown, in some embodiments, the thermal management device 12 further includes a control valve assembly 260 and a heater core 160 for heating the passenger compartment 11a. The heater core 160 includes a second input section 161 and a second output section 162. The second output section 162 is connected to the second pipe 230 via the control valve assembly 260. When the first expansion valve 140 is open and the second expansion valve 190 is closed, the control valve assembly 260 controls the disconnection of the first pipe 220 from the inlet, controls the connection of the second pipe 230 to the outlet section 2112, and controls the connection of the second output section 162 to the second pipe 230. This disconnects the first pipe 220 from the inlet, connects the return end 221 to the second input section 161, and connects the second output section 162 to the second pipe 230 and the outlet section 2112 via the control valve assembly 260, forming a first coolant circuit. Thus, by cooperating with the control valve assembly 260, the heater core 160, and the radiator 210, the coolant flows to different areas to work in conjunction with the refrigerant. When the passenger compartment 11a requires heating, the first expansion valve 140 is open and the second expansion valve 190 is closed. The control valve assembly 260 controls the disconnection of the first pipe 220 from the inlet, the connection between the second pipe 230 and the outlet 2112, and the connection between the second output 162 and the second pipe 230. This disconnects the first pipe 220 from the inlet, connects the return end 221 to the second input 161, and connects the second output 162 to the second pipe 230 and the outlet 2112 via the control valve assembly 260, forming a first coolant circuit. This facilitates the use of the first coolant circuit to deliver the coolant heated by the condenser 120 to the heater core 160, heating the heater core 160 and using it to heat the passenger compartment 11a.

[0055] Furthermore, such as Figure 5As shown, in some embodiments, one end of the third pipe 250 is connected to the first pipe 220 via the control valve assembly 260, and the other end of the third pipe 250 is connected to the liquid inlet via the control valve assembly 260. When the first expansion valve 140 is closed and the second expansion valve 190 is open, the control valve assembly 260 controls the connection between the first pipe 220 and one end of the third pipe 250, controls the connection between the second pipe 230 and the liquid outlet 2112, controls the disconnection between the second output 162 and the second pipe 230, and controls the disconnection between the second input 161 and the return end 221. This causes the return end 221 to pass through the first pipe 220, the control valve assembly 260, and the third pipe 250, and to connect with the liquid inlet. The liquid outlet 2112 passes through the second pipe 230 and the control valve assembly 260, and to connect with the liquid supply end 231, thereby forming a third coolant circuit. When the crew compartment 11a requires heating, the first expansion valve 140 is closed and the second expansion valve 190 is open. The control valve assembly 260 controls the connection between one end of the first pipe 220 and the third pipe 250, the connection between the second pipe 230 and the outlet 2112, the disconnection between the second output 162 and the second pipe 230, and the disconnection between the second input 161 and the return end 221. This allows the return end 221 to connect to the inlet via the first pipe 220, the control valve assembly 260, and the third pipe 250, while the outlet 2112 connects to the supply end 231 via the second pipe 230 and the control valve assembly 260, forming a third coolant circuit. This facilitates the use of the third coolant circuit to deliver the heated coolant to the radiator 210 for heat dissipation, replenishes the coolant in the condenser 120 in a timely manner, and allows for timely heat exchange with the refrigerant.

[0056] like Figure 6As shown, in some embodiments, the thermal management device 12 further includes a battery water cooler 180 and a second water pump 170 for cooling or heating the battery assembly 13. The inlet end of the battery water cooler 180 is connected in series with the second water pump 170, and the second water pump 170 is connected to the first pipe 220 through the control valve assembly 260. The outlet end of the battery water cooler 180 is connected to the second pipe 230 through the control valve assembly 260. When the first expansion valve 140 is open and the second expansion valve 190 is closed, the control valve assembly 260 controls the second output section 162 to disconnect from the second pipeline 230, and controls the second water pump 170 to connect to the first pipeline 220. The outlet of the battery water cooler 180 is connected to the second pipeline 230, so that the first pipeline 220 is connected to the second water pump 170 and the battery water cooler 180 via the control valve assembly 260, and the battery water cooler 180 is connected to the second pipeline 230 and the outlet section 2112 via the control valve assembly 260, thus forming a second coolant circuit. When the first expansion valve 140 is closed and the second expansion valve 190 is open, the control valve assembly 260 controls the second water pump 170 to disconnect from the first pipeline 220, and the outlet of the battery water cooler 180 is disconnected from the second pipeline 230. When the battery assembly 13 needs to be heated to increase the charging speed, the first expansion valve 140 is opened and the second expansion valve 190 is closed. The control valve assembly 260 disconnects the second output section 162 from the second pipe 230, while the second water pump 170 is connected to the first pipe 220. The outlet of the battery cooler 180 is connected to the second pipe 230. This connects the first pipe 220 to the second water pump 170 and the battery cooler 180 via the control valve assembly 260, and the battery cooler 180 to the second pipe 230 and the outlet section 2112 via the control valve assembly 260, forming a second coolant circuit. This second coolant circuit facilitates the delivery of heated coolant to the battery cooler 180 to heat the battery assembly 13, thereby increasing the charging speed of the battery assembly 13.

[0057] In addition, the control valve assembly 260 enables the coolant to flow to at least one of the heater core 160, radiator 210 or battery water cooler 180, which helps to simplify the piping of the thermal management device 12 and reduce the difficulty of switching the thermal management device 12.

[0058] In conjunction with any of the aforementioned embodiments of the warm air core 160, such as Figure 7As shown, in some embodiments, the thermal management device 12 further includes a first heat exchanger 270, which includes a second refrigerant inlet 271, a second refrigerant outlet 272, a second coolant inlet 273, and a second coolant outlet 274. The second refrigerant inlet 271 is connected to the first outlet 142, and the second refrigerant outlet 272 is connected to the second heat exchange inlet 103. When the first expansion valve 140 is in the open state and the second expansion valve 190 is in the closed state, so that the heater core 160 is in the working state, the second coolant inlet 273 is connected to the outlet 2112 through the control valve assembly 260, and the second coolant inlet 273 is connected to the inlet through the control valve assembly 260. When the passenger compartment 11a requires heating, the first expansion valve 140 is open and the second expansion valve 190 is closed, facilitating the delivery of the coolant heated by the condenser 120 to the heater core 160 via the first coolant circuit, thus heating the heater core 160 and providing heating to the passenger compartment 11a. The expansion and throttling effect of the first expansion valve 140 further reduces the pressure and temperature of the refrigerant, causing low-temperature, low-pressure refrigerant to flow out from the first outlet 142. This low-temperature, low-pressure refrigerant flows from the first outlet 142 to the second refrigerant inlet 271, absorbs heat from the first heat exchanger 270, and then flows from the second refrigerant outlet 272 to the second heat exchange inlet 103. At this time, the low-temperature, low-pressure refrigerant entering the gas-liquid separation assembly 130 from the second heat exchange inlet 103 cools the medium-temperature, high-pressure refrigerant input from the first heat exchange inlet 101. After the refrigerant undergoes a second heat exchange, it is transported from the second heat exchange output 104 to the first input 112, and then output from the first output 111 under the action of the compressor 110. Thus, the gas-liquid separator assembly facilitates heat exchange between the high and low pressure sides of the refrigerant, while the first heat exchanger 270 performs heat exchange on the refrigerant. This eliminates the need for energy-intensive PCT heating, providing warmth to the passenger compartment 11a and further improving the vehicle 10's range in low-temperature environments.

[0059] Furthermore, in conjunction with any embodiment of the aforementioned radiator 210 and control valve assembly 260, such as Figure 7As shown, in some embodiments, one end of the third pipe 250 is connected to the first pipe 220 and the coolant output end via a control valve assembly 260, and the other end of the third pipe 250 is connected to the inlet via the control valve assembly 260. When the first expansion valve 140 is in the open state and the second expansion valve 190 is in the closed state, so that the heater core 160 is in the working state, the control valve assembly 260 connects the second coolant output end 274 to one end of the third pipe 250, the other end of the third pipe 250 to the inlet, and controls the connection between the second coolant input end 273 and the outlet 2112. Thus, when the passenger compartment 11a needs heating, the refrigerant absorbs heat in the first heat exchanger 270. During this process, after the coolant absorbs heat and cools down in the first heat exchanger 270, it is transported from the second coolant output end 274 to the third pipe 250, and then transported to the radiator 210 through the third pipe 250 for heat absorption. The coolant, heated by absorbing heat from the outside air through the radiator 210, is transported through the return end 221 to the second coolant inlet 273 to continue heating the refrigerant, thus facilitating the heating of the crew compartment 11a using the refrigerant.

[0060] It should be noted that the specific embodiment of radiator 210 can refer to the radiator 210 in the foregoing embodiments. The radiator 210 of this application has different functions in different application scenarios. When the passenger compartment 11a needs to be cooled in hot weather, this radiator 210 is used for heat dissipation. When the passenger compartment 11a needs to be heated in cold weather, this radiator 210 can absorb heat from the outside of the vehicle 10 to heat the refrigerant.

[0061] In other embodiments, such as Figure 8 As shown, the second water pump 170 is connected to the third pipe 250 via the control valve assembly 260, and the outlet of the battery water cooler 180 is connected to the second coolant inlet 273 via the control valve assembly 260. When the first expansion valve 140 is open and the second expansion valve 190 is closed, so that the heater core 160 is in working condition, the control valve assembly 260 disconnects the other end of the third pipe 250 from the inlet, thereby connecting the outlet of the battery water cooler 180 to the second coolant inlet 273, connecting the second water pump 170 to the other end of the third pipe 250, and connecting one end of the third pipe 250 to the second coolant outlet 274. Alternatively, as... Figure 9As shown, the second water pump 170 is connected to the second coolant output terminal 274 via the control valve assembly 260. When the passenger compartment 11a requires heating, and the battery pack 13 generates residual heat during vehicle 10 startup, the first expansion valve 140 is open while the second expansion valve 190 is closed. This allows the coolant heated by the condenser 120 to be transported to the heater core 160 via the first coolant circuit, heating the heater core 160 and providing heating to the passenger compartment 11a. The expansion and throttling effect of the first expansion valve 140 further reduces the pressure and temperature of the refrigerant, causing low-temperature, low-pressure refrigerant to flow out from the first outlet 142. This low-temperature, low-pressure refrigerant then flows from the first outlet 142 into the second refrigerant input terminal 271. The outlet of the battery water cooler 180 is connected to the second coolant inlet 273, the second water pump 170 is connected to the other end of the third pipe 250, and one end of the third pipe 250 is connected to the second coolant outlet 274; alternatively, the second water pump 170 is connected to the second coolant outlet 274 via the control valve assembly 260. This allows the coolant in the battery water cooler 180 to be connected to the first heat exchanger 270, enabling the coolant heated by the battery assembly 13 to heat the refrigerant. Furthermore, the low-temperature, low-pressure refrigerant entering the gas-liquid separation assembly 130 from the second heat exchange inlet 103 can cool the medium-temperature, high-pressure refrigerant entering from the first heat exchange inlet 101. The refrigerant, after further heat exchange, is transported from the second heat exchange outlet 104 to the first inlet 112, and under the action of the compressor 110, is output from the first outlet 111. In this way, the waste heat generated by the battery pack 13 is fully utilized to heat the passenger compartment 11a, improving energy efficiency and further enhancing the range of the vehicle 10 in low-temperature environments.

[0062] like Figure 10As shown, in some embodiments, the thermal management device 12 further includes an electric water cooler 280. The inlet of the electric water cooler 280 is connected to the second coolant outlet 274 via a control valve assembly 260, and the outlet of the electric water cooler 280 is connected to one end of the third pipe 250 via the control valve assembly 260. When the first expansion valve 140 is in the open state and the second expansion valve 190 is in the closed state, so that the heater core 160 is in the working state, the control valve assembly 260 connects the second coolant outlet 274 to the input of the electric water cooler 280, the outlet of the electric water cooler 280 is connected to one end of the third pipe 250, the other end of the third pipe 250 is connected to the second water pump 170, and the outlet of the battery water cooler 180 is connected to the input of the second coolant. When the passenger compartment 11a requires heating, and the battery pack 13 generates residual heat during vehicle startup and operation, the first expansion valve 140 is open while the second expansion valve 190 is closed. This allows the coolant heated by the condenser 120 to be delivered to the heater core 160 via the first coolant circuit, heating the heater core 160 and thus heating the passenger compartment 11a. The expansion and throttling effect of the first expansion valve 140 further reduces the pressure and temperature of the refrigerant, causing low-temperature, low-pressure refrigerant to flow out from the first outlet 142. This low-temperature, low-pressure refrigerant then flows from the first outlet 142 into the second refrigerant inlet 271. The control valve assembly 260 connects the second coolant output terminal 274 to the input terminal of the electric-driven water cooler 280. The outlet terminal of the electric-driven water cooler 280 is connected to one end of the third pipe 250, and the other end of the third pipe 250 is connected to the second water pump 170. The outlet terminal of the battery water cooler 180 is connected to the input terminal of the second coolant. This allows the coolant from both the electric-driven and battery water coolers to be connected to the first heat exchanger 270, enabling the refrigerant to be heated using the coolant heated by the electric drive and the coolant heated by the battery assembly 13. Furthermore, the low-temperature, low-pressure refrigerant entering the gas-liquid separation assembly 130 from the second heat exchange input terminal 103 cools the medium-temperature, high-pressure refrigerant entering from the first heat exchange input terminal 101. The refrigerant, after further heat exchange, is transported from the second heat exchange output terminal 104 to the first input terminal 112, and then output from the first output terminal 111 under the action of the compressor 110. In this way, the waste heat from the electric drive and the waste heat generated by the battery pack 13 can be fully utilized to heat the passenger compartment 11a, thereby improving energy efficiency and further enhancing the range of the vehicle 10 in low-temperature environments.

[0063] like Figures 4 to 15As shown, in some embodiments, the control valve assembly 260 includes a first docking portion 261 that docks with the first pipe 220, a second docking portion 262 that docks with the second output portion 162, a third docking portion 263 that docks with the second pipe 230, a fourth docking portion 264 that docks with the outlet end of the battery water cooler 180, a fifth docking portion 265 that docks with the second water pump 170, a sixth docking portion 266 that docks with the outlet portion 2112, a seventh docking portion 267 that docks with the inlet portion, an eighth docking portion 268 that docks with the other end of the third pipe 250, a ninth docking portion 269 that docks with one end of the third pipe 250, a tenth docking portion 2610 that docks with the outlet end of the electric water cooler 280, an eleventh docking portion 2611 that docks with the inlet end of the electric water cooler 280, a twelfth docking portion 2612 that docks with the second coolant output end, and a thirteenth docking portion 2613 that docks with the second coolant input end. Thus, the 13 docking parts and the thermal management device 12 can be flexibly switched between the condenser 120 and radiator 210, the third water pump 240, the warm air core 160, and the battery water cooler 180, as well as between the first heat exchanger 270 and the radiator 210, the third water pump 240, the battery water cooler 180, and the electric water cooler 280.

[0064] Among them, reference Figure 5 As shown, when the thermal management device 12 is in the cooling mode of the crew compartment 11a, the first expansion valve 140 is closed and the second expansion valve 190 is open. The first docking part 261 is connected to the ninth docking part 269, the eighth docking part 268 is connected to the seventh docking part 267, the sixth docking part 266 is connected to the third docking part 263, and the remaining docking parts are disconnected. In this way, the crew compartment 11a is cooled, and the radiator 210 dissipates heat from the coolant.

[0065] Reference Figure 12 As shown, when the thermal management device 12 is in the passenger compartment 11a cooling mode and the battery cooling mode, the first expansion valve 140 and the second expansion valve 190 are in the open state. The first docking part 261 is connected to the ninth docking part 269, the eighth docking part 268 is connected to the seventh docking part 267, the sixth docking part 266 is connected to the third docking part 263, the thirteenth docking part 2613 is connected to the fourth docking part 264, the fifth docking part 265 is connected to the twelfth docking part 2612, and the remaining docking parts are disconnected. In this way, the passenger compartment 11a is cooled and the battery assembly 13 is cooled, and the coolant is dissipated by the radiator 210. For example, when the vehicle 10 is running in summer, the thermal management device 12 of this application is used to cool the passenger compartment 11a and the battery assembly 13.

[0066] Reference Figure 13As shown, when the thermal management device 12 is in the passenger compartment 11a cooling mode, battery cooling mode, and electric drive cooling mode, the first expansion valve 140 and the second expansion valve 190 are in the open state. The first docking part 261 is connected to the ninth docking part 269, the eighth docking part 268 is connected to the seventh docking part 267, and the sixth docking part 266 is connected to the third docking part 263; the twelfth docking part 2612 is connected to the eleventh docking part 2611, the tenth docking part 2610 is connected to the fifth docking part 265, and the fourth docking part 264 is connected to the thirteenth docking part 2613. The remaining docking parts are disconnected. In this way, the passenger compartment 11a is cooled, the electric drive assembly 14 is cooled, and the battery assembly 13 is cooled, and the coolant is dissipated using the radiator 210. For example, when the vehicle 10 is running in summer, the thermal management device 12 of this application is used to cool the passenger compartment 11a and to cool the battery assembly 13 and the electric drive assembly 14.

[0067] Reference Figure 4 As shown, when the thermal management device 12 is in the heating mode of the passenger compartment 11a, the first expansion valve 140 is open and the second expansion valve 190 is closed. The second docking part 262 is connected to the third docking part 263, while the other docking parts are disconnected. In this way, heating of the passenger compartment 11a is achieved, and the gas-liquid separation assembly 130 is used to replenish the enthalpy of the compressor 110, so that the refrigerant can operate stably in the first refrigerant circuit, heating the condenser 120 and continuously heating the passenger compartment 11a.

[0068] Reference Figure 7 As shown, when the thermal management device 12 is in the passenger compartment 11a heating mode and the external heat absorption mode, the first expansion valve 140 is in the open state and the second expansion valve 190 is in the closed state. The second docking part 262 is connected to the third docking part 263, the twelfth docking part 2612 is connected to the tenth docking part 2610, the ninth docking part 269 is connected to the eighth docking part 268, the seventh docking part 267 is connected to the thirteenth docking part 2613, and the remaining docking parts are disconnected. In this way, the passenger compartment 11a is heated, and the radiator 210 absorbs external heat to heat the refrigerant. For example, when the vehicle 10 is running in winter, the thermal management device 12 of this application is used to heat the passenger compartment 11a, and the radiator 210 is used to absorb heat.

[0069] Reference Figure 11As shown, when the thermal management device 12 is in the passenger compartment 11a heating mode and the electric drive heating mode, the first expansion valve 140 is in the open state and the second expansion valve 190 is in the closed state. The second docking part 262 is connected to the third docking part 263, the twelfth docking part 2612 is connected to the eleventh docking part 2611, the tenth docking part 2610 is connected to the ninth docking part 269, the eighth docking part 268 is connected to the thirteenth docking part 2613, and the remaining docking parts are disconnected. In this way, the passenger compartment 11a is heated, and the refrigerant is heated by the waste heat from the electric drive. For example, when the vehicle 10 is running in winter, the thermal management device 12 of this application can use the heat generated by the operation of the electric drive assembly 14 to heat the passenger compartment 11a.

[0070] Reference Figure 10 As shown, when the thermal management device 12 is in the passenger compartment 11a heating mode, battery heating mode, and electric drive heating mode, the first expansion valve 140 is in the open state and the second expansion valve 190 is in the closed state. The second docking part 262 is connected to the third docking part 263, the twelfth docking part 2612 is connected to the eleventh docking part 2611, the tenth docking part 2610 is connected to the ninth docking part 269, the eighth docking part 268 is connected to the fifth docking part 265, the fourth docking part 264 is connected to the thirteenth docking part 2613, and the remaining docking parts are disconnected. In this way, the passenger compartment 11a is heated, and the waste heat from the electric drive and the waste heat generated by the battery assembly 13 is used to heat the refrigerant. For example, when the vehicle 10 is running in winter, the thermal management device 12 of this application can use the heat generated by the operation of the electric drive assembly 14 and the heat generated by the charging and discharging of the battery assembly 13 to heat the passenger compartment 11a.

[0071] Reference Figure 9 As shown, when the thermal management device 12 is in the passenger compartment 11a heating mode and battery cooling mode, the first expansion valve 140 is open and the second expansion valve 190 is closed. The second docking part 262 is connected to the third docking part 263, the twelfth docking part 2612 is connected to the fifth docking part 265, the fourth docking part 264 is connected to the thirteenth docking part 2613, and the remaining docking parts are disconnected. In this way, the passenger compartment 11a is heated, and the waste heat generated by the battery assembly 13 is used to heat the refrigerant. For example, when the vehicle 10 is running in winter, the thermal management device 12 of this application can use the heat generated by the charging and discharging of the battery to heat the passenger compartment 11a.

[0072] Reference Figure 6As shown, when the thermal management device 12 is in battery heating mode, the first expansion valve 140 is open and the second expansion valve 190 is closed. The first docking part 261 is connected to the fifth docking part 265, the third docking part 263 is connected to the fourth docking part 264, and the remaining docking parts are disconnected. In this way, the battery assembly 13 is heated, and the gas-liquid separation assembly 130 is used to replenish the enthalpy of the compressor 110, so that the refrigerant can operate stably in the first refrigerant circuit, heating the condenser 120 and continuously heating the battery assembly 13.

[0073] Reference Figure 14 As shown, when the thermal management device 12 is in battery cooling mode, the first expansion valve 140 is open and the second expansion valve 190 is closed. The first docking part 261 is connected to the ninth docking part 269, the eighth docking part 268 is connected to the seventh docking part 267, and the sixth docking part 266 is connected to the third docking part 263. The twelfth docking part 2612 is connected to the fifth docking part 265, the fourth docking part 264 is connected to the thirteenth docking part 2613, and the remaining docking parts are disconnected. In this way, the battery assembly 13 is cooled, and heat exchange between the high and low pressure sides of the refrigerant is achieved using the gas-liquid separation assembly 130, so that the refrigerant can operate stably in the first refrigerant circuit. At the same time, the radiator 210 dissipates heat from the coolant circulating in the condenser 120. For example, when the vehicle 10 is running in spring and autumn, the thermal management device 12 of this application does not need to cool the passenger compartment 11a, but can cool the battery assembly 13.

[0074] Reference Figure 15 As shown, when the thermal management device 12 is in battery cooling mode and electric drive cooling mode, the first expansion valve 140 is open and the second expansion valve 190 is closed. The first docking part 261 is connected to the ninth docking part 269, the eighth docking part 268 is connected to the seventh docking part 267, and the sixth docking part 266 is connected to the third docking part 263. The twelfth docking part 2612 is connected to the eleventh docking part 2611, the tenth docking part 2610 is connected to the fifth docking part 265, and the fourth docking part 264 is connected to the thirteenth docking part 2613. The remaining docking parts are disconnected. In this way, the battery assembly 13 and the electric drive are cooled, and the heat exchange between the high and low pressure sides of the refrigerant is achieved by the gas-liquid separation assembly 130, so that the refrigerant can operate stably in the first refrigerant circuit. At the same time, the radiator 210 dissipates heat from the coolant circulating in the condenser 120. For example, when the vehicle 10 is running in spring and autumn, the thermal management device 12 of this application does not require cooling of the passenger compartment 11a, but can cool the battery assembly 13 and the electric drive assembly 14.

[0075] It should be noted that the control valve assembly 260 can be implemented in various ways, and its switching between the aforementioned modes can also be achieved in multiple ways. For example, it can be a telescopic valve, a rotary valve, or other similar structures. Furthermore, it can be implemented using a switch valve assembly composed of at least two switch valves. The key is to ensure the connectivity of all the aforementioned connection points.

[0076] Reference Figure 16 As shown, in some embodiments, the thermal management device 12 further includes a water replenishment component, which can replenish liquid to at least one of the condenser 120, the electric water cooler 280, and the battery water cooler 180. Thus, the water replenishment component can replenish coolant to at least one of the condenser 120, the electric water cooler 280, and the battery water cooler 180 in a timely manner, thereby improving the stability and reliability of the thermal management device 12's operation.

[0077] Based on any embodiment of the third pipe 250 described above, referring to Figure 14 As shown, in some embodiments, when the first expansion valve 140 is in the open state, the control valve assembly 260 controls the connection between one end of the first pipe 220 and the third pipe 250, controls the connection between the second pipe 230 and the outlet 2112, controls the disconnection between the second output 162 and the second pipe 230, and controls the disconnection between the second input 161 and the return end 221. This allows the return end 221 to pass through the first pipe 220, the control valve assembly 260, and the third pipe 250, and connect to the inlet. The outlet 2112 passes through the second pipe 230 and the control valve assembly 260, and connects to the supply end 231, thus forming a third coolant circuit. The control valve assembly 260 also controls the connection between the second coolant input end 273 and the outlet end of the battery water cooler 180, and controls the connection between the second water pump 170 and the second coolant input end 273. This facilitates the use of the third cooling circuit to transport the coolant from the battery water cooler 180 to the first heat exchanger 270, where it is cooled by the refrigerant.

[0078] Specifically, when the battery assembly 13 needs cooling, the first expansion valve 140 is open. Through the expansion and throttling effect of the first expansion valve 140, the pressure and temperature of the refrigerant are further reduced, and low-temperature, low-pressure refrigerant flows out from the first outlet 142. The low-temperature, low-pressure refrigerant flows from the first outlet 142 to the second refrigerant inlet 271, absorbs heat from the first heat exchanger 270, and then flows from the second refrigerant outlet 272 to the second heat exchange inlet 103. At this time, the low-temperature, low-pressure refrigerant entering the gas-liquid separation assembly 130 from the second heat exchange inlet 103 can cool the medium-temperature, high-pressure refrigerant input from the first heat exchange inlet 101. The refrigerant, after further heat exchange, is transported from the second heat exchange outlet 104 to the first inlet 112, and under the action of the compressor 110, is output from the first outlet 111. By utilizing a third coolant circuit, the coolant in the battery water cooler 180 is connected to the first heat exchanger 270, allowing the refrigerant to cool the heated coolant in the battery assembly 13. The coolant heated by the condenser 120 is then transported to the radiator 210 for heat dissipation via the first coolant circuit. Thus, the radiator 210 and condenser 120 work together to cool the battery assembly 13, thereby improving the charging and discharging speed of the battery assembly 13.

[0079] Furthermore, referring to Figure 12 As shown, in some embodiments, when the first expansion valve 140 is open, the second expansion valve 190 is also open, so that the evaporator 200 is in operation. Thus, the refrigerant can be used to cool the passenger compartment 11a and the battery assembly 13.

[0080] Reference Figure 11As shown, in some embodiments, the thermal management device 12 further includes an electrically driven water cooler 280. The inlet of the electrically driven water cooler 280 is connected to the second coolant outlet 274 via a control valve assembly 260, and the outlet of the electrically driven water cooler 280 is connected to one end of the third pipe 250 via the control valve assembly 260. When the first expansion valve 140 is in the open state and the second expansion valve 190 is in the closed state, so that the heater core 160 is in the working state, the control valve assembly 260 connects the second coolant outlet 274 to the inlet of the electrically driven water cooler 280, the outlet of the electrically driven water cooler 280 is connected to one end of the third pipe 250, and the other end of the third pipe 250 is connected to the inlet of the second coolant. When the passenger compartment 11a requires heating, and the electric drive generates heat during vehicle 10 startup and operation, the first expansion valve 140 is open while the second expansion valve 190 is closed. This allows the coolant heated by the condenser 120 to be delivered to the heater core 160 via the first coolant circuit, heating the heater core 160 and thus heating the passenger compartment 11a. The expansion and throttling effect of the first expansion valve 140 further reduces the pressure and temperature of the refrigerant, causing low-temperature, low-pressure refrigerant to flow out from the first outlet 142. This low-temperature, low-pressure refrigerant then flows from the first outlet 142 into the second refrigerant inlet 271. The control valve assembly 260 connects the second coolant output terminal 274 to the input terminal of the electric-driven water cooler 280. The outlet terminal of the electric-driven water cooler 280 is connected to one end of the third pipe 250, and the other end of the third pipe 250 is connected to the input terminal of the second coolant. This allows the coolant in the electric-driven water cooler 280 to connect with the first heat exchanger 270, enabling the electric-driven heated coolant to heat the refrigerant. Furthermore, the low-temperature, low-pressure refrigerant entering the gas-liquid separation assembly 130 from the second heat exchange input terminal 103 cools the medium-temperature, high-pressure refrigerant entering from the first heat exchange input terminal 101. The refrigerant, after further heat exchange, is transported from the second heat exchange output terminal 104 to the first input terminal 112, and then output from the first output terminal 111 under the action of the compressor 110. In this way, the waste heat from the electric drive is fully utilized to heat the passenger compartment 11a, improving energy efficiency and further enhancing the vehicle 10's range in low-temperature environments.

[0081] It should be noted that the specific implementation of the gas-liquid separation assembly 130 can be achieved in traditional technologies, and there are multiple implementation methods.

[0082] See you later Figure 4As shown, in some embodiments, the gas-liquid separator assembly includes a gas-liquid separator and a second heat exchanger that cooperates with the gas-liquid separator for heat exchange. The second heat exchanger has a first heat exchange pipe 131, and the gas-liquid separator has a second heat exchange pipe 132. Thus, the gas-liquid separator achieves gas-liquid separation of the refrigerant, protecting the compressor. During this process, the second heat exchanger also cooperates with the gas-liquid separator to achieve heat exchange between the high and low pressure sides of the refrigerant, fully utilizing the structure of the gas-liquid separator assembly 130 to improve the energy efficiency of the thermal management device 12 and increase the driving range of the vehicle 10.

[0083] In addition, the gas-liquid separator can return the gaseous refrigerant to the compressor during startup, operation, or defrosting (heat pump) when the refrigerant returns, thereby preventing liquid refrigerant from entering the compressor and damaging the lubrication or scroll plate, and effectively protecting the compressor.

[0084] In some embodiments, the first heat exchange pipe 131 is wound around at least a portion of the second heat exchange pipe 132.

[0085] It should be noted that "electric drive assembly 14" generally refers to the motor assembly. In some embodiments, the electric drive assembly 14 includes at least a motor. Using the thermal management device 12 of this application, during vehicle 10 operation, the refrigerant, in conjunction with the first heat exchanger 270 and the battery water cooler 180, can utilize the heat generated by the operation of the electric drive assembly 14 to heat the refrigerant (i.e., use the refrigerant to cool the electric drive assembly 14), and in conjunction with the condenser 120 and the heater core 160, can provide heating for the passenger compartment 11a. Of course, when the passenger compartment 11a requires cooling, refrigerant can also be simultaneously introduced into the evaporator 200 and the first heat exchanger 270 to cool the passenger compartment 11a and the electric drive assembly 14.

[0086] It should be noted that "battery assembly 13" generally refers to a battery pack composed of multiple battery cells, used to power the vehicle 10, and applied in new energy vehicles 10 or hybrid vehicles 10. In some embodiments, battery assembly 13 includes at least one of lithium batteries, magnesium batteries, and storage batteries. The thermal management device 12 of this application can heat battery assembly 13 by using refrigerant in conjunction with condenser 120 and battery water cooler 180 when the vehicle 10 is in a low-temperature or ultra-low-temperature charging initial state, thereby increasing the charging speed of battery assembly 13. When battery assembly 13 overheats (e.g., during charging or discharging), the refrigerant, in conjunction with first heat exchanger 270 and battery water cooler 180, utilizes the residual heat of the battery to heat the refrigerant (i.e., uses the refrigerant to cool battery assembly 13), and the refrigerant, in conjunction with condenser 120 and heater core 160, provides heating for the passenger compartment 11a. Of course, when the crew compartment 11a needs cooling, the crew compartment 11a and the battery assembly 13 can also be cooled by simultaneously introducing refrigerant into the evaporator 200 and the first heat exchanger 270.

[0087] It should be noted that there are multiple ways to implement "compressor 110", including rotary compressor 110, scroll compressor 110, centrifugal compressor 110, etc.

[0088] It should be noted that the "liquid replenishment component 290" can be implemented in various ways, including containers such as water bottles and water tanks.

[0089] It should be noted that the "electrically driven water cooler 280" and the "battery water cooler 180" can be implemented in various ways and can be achieved in conventional technologies. For example, the "battery water cooler 180" is a heat exchanger capable of exchanging heat with the battery assembly 13. In some embodiments, the battery water cooler 180 includes heat exchange pipes arranged around the battery assembly 13.

[0090] And / or, the “electrically driven water cooler 280” is a heat exchanger capable of exchanging heat with the electric drive assembly 14. In some embodiments, it includes heat exchange pipes arranged around the electric drive assembly 14.

[0091] It is understood that the thermal management device of this application has at least one of the following beneficial effects:

[0092] 1. It can eliminate the traditional refrigerant-side external heat exchanger and instead use a condenser connected in series with a radiator to release heat from the air, and use the first heat exchanger connected in series with the radiator to absorb heat, which saves costs and layout space. At the same time, it avoids the refrigerant migration problem caused by the external heat exchanger being exposed to ultra-low temperatures when the low-temperature heat pump is running.

[0093] 2. Utilizing a gas-liquid separation assembly with heat exchange function, in winter operating conditions, the heat exchange function of this assembly can replenish the enthalpy of the compressor, enabling the system to meet the heating needs of the passenger compartment and the battery assembly in ultra-low temperature conditions below -15℃ (including -30℃), eliminating the need for a PTC or requiring only a low-cost PTC, thus significantly saving costs. Furthermore, the heat exchange function of this gas-liquid separation assembly increases the heat exchange capacity of the high-pressure side refrigerant in summer operating conditions, thereby enhancing cooling capacity.

[0094] 3. Use a 13-way control valve assembly to connect multiple cooling circuits, allocate the cooling circuit flow according to actual needs, manage the vehicle's heat, and enable the system to operate in the optimal efficiency range.

[0095] 4. The thermal management device of this application has multiple operating modes to meet different operating conditions of the vehicle and improve the vehicle's performance.

[0096] In the description of this application, 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", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application.

[0097] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0098] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0099] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0100] It should be noted that when a component is described as "fixed to," "set on," "fixed to," or "mounted on" another component, it can be directly on the other component or there may be an intervening component. When a component is considered to be "connected" to another component, it can be directly connected to the other component or there may be an intervening component. Furthermore, when a component is considered to be "fixedly connected" to another component, the connection can be detachable or non-detachable, such as through socketing, snap-fitting, integral molding, welding, etc., which are achievable in conventional technologies and will not be elaborated upon here.

[0101] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0102] The above embodiments are merely illustrative of several implementation methods of this application, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application.

Claims

1. A thermal management device for use in a vehicle, characterized in that, include: The compressor includes a first output section and a first input section; The condenser includes a first refrigerant inlet and a first refrigerant outlet, wherein the first refrigerant inlet is connected to the first outlet. A gas-liquid separator assembly includes a first heat exchange pipe and a second heat exchange pipe that heat-exchanges with the first heat exchange pipe. The first heat exchange pipe includes a first heat exchange output end and a first heat exchange input end. The second heat exchange pipe includes a second heat exchange output end and a second heat exchange input end. The second heat exchange output end is connected to the first input end. The first expansion valve includes a first inlet and a first outlet. The first inlet is connected to the first heat exchange output end, and the first outlet is connected to the second heat exchange input end. The first refrigerant input terminal is connected to the first output terminal, the first heat exchange input terminal is connected to the first refrigerant output terminal, the first heat exchange output terminal is connected to the first inlet, the first outlet can be connected to the second heat exchange input terminal, and the second heat exchange output terminal is connected to the first input terminal to form a first refrigerant circuit; the thermal management device also includes refrigerant operating in the first refrigerant circuit, and the first output terminal can deliver high-temperature and high-pressure refrigerant to the first heat exchange tube, while the second heat exchange tube can input low-temperature and low-pressure refrigerant; The thermal management device further includes a radiator and a first heat exchanger. The radiator can be connected in series with the condenser. The first heat exchanger is connected in series with the radiator and the first outlet, respectively, so that the low-temperature and low-pressure refrigerant flowing out from the first outlet can exchange heat with the coolant in the first heat exchanger. When the passenger compartment needs cooling, the radiator can dissipate heat and lower the temperature of the coolant flowing out of the condenser; when the passenger compartment needs heating, the low-temperature and low-pressure refrigerant flowing out from the first outlet can absorb heat from the coolant in the first heat exchanger and rise in temperature, and the coolant, after being cooled by heat absorption in the first heat exchanger, is transported to the radiator for heat absorption and temperature rise.

2. The thermal management device according to claim 1, characterized in that, The condenser also includes a first coolant inlet and a first coolant outlet. The thermal management device further includes a first water pump and a heater core for heating the passenger compartment of the vehicle. The heater core includes a second input section and a second output section. The first water pump is disposed between the first coolant output end and the second input section; or, the first water pump is disposed between the first coolant input end and the second output section. When the first expansion valve is in the open state, the second input section is connected to the first coolant output end, and the second output section is connected to the first coolant input end to form a first coolant circuit. And / or, the thermal management device further includes a second water pump and a battery water cooler for cooling or heating the battery assembly, wherein the inlet of the battery water cooler is connected in series with the second water pump; wherein, when the first expansion valve is in the open state, the inlet of the battery water cooler is connected in series with the second water pump, the second water pump is connected to the first coolant input end, and the outlet of the battery water cooler is connected to the first coolant output end to form a second coolant circuit.

3. The thermal management device according to claim 1, characterized in that, The thermal management device further includes a second expansion valve and an evaporator for cooling the passenger compartment of the vehicle. The second expansion valve and the first expansion valve are respectively connected to the first heat exchange output end. The second expansion valve includes a second inlet and a second outlet. The evaporator includes a third input section and a third output section. Wherein, when the first expansion valve is in the open state and the second expansion valve is in the closed state, the first refrigerant circuit is formed; When the first expansion valve is closed and the second expansion valve is open, the first inlet and the first heat exchange output end are closed, while the first refrigerant input end is connected to the first output end, the first heat exchange input end is connected to the first refrigerant output end, the first heat exchange output end is connected to the second inlet, the second outlet is connected to the third input end, the third output end is connected to the second heat exchange input end, and the second heat exchange output end is connected to the first input end, thereby forming a second refrigerant circuit.

4. The thermal management device according to claim 3, characterized in that, The condenser further includes a first coolant inlet and a first coolant outlet; the thermal management device further includes a coolant delivery component, which includes a supply end and a return end, and the radiator is disposed between the supply end and the return end for heat exchange of the coolant in the coolant delivery component. Specifically, when the first expansion valve is in the closed state and the second expansion valve is in the open state, the liquid supply end is connected to the first coolant input end, and the liquid return end is connected to the first coolant output end.

5. The thermal management device according to claim 4, characterized in that, The radiator includes an inlet section and an outlet section; the coolant delivery component further includes a first pipe connected to the return end and a second pipe connected to the supply end, the return end being connected to the inlet section via the first pipe, and the supply end being connected to the outlet section via the second pipe.

6. The thermal management device according to claim 5, characterized in that, The coolant delivery component further includes a first water pump, which is disposed at least one of the second pipe and the first coolant inlet. And / or, the coolant delivery component further includes a third water pump and a third pipe, the third water pump being disposed in the third pipe, one end of the third pipe being connected to the first pipe, and the other end of the third pipe being connected to the liquid inlet.

7. The thermal management device according to claim 6, characterized in that, The thermal management device also includes a control valve assembly and a heater core for heating the passenger compartment of the vehicle. The heater core includes a second input and a second output, the second output being connected to the second pipe via the control valve assembly. When the first expansion valve is in the open state and the second expansion valve is in the closed state, the control valve assembly controls the disconnection of the first pipe from the liquid inlet, controls the connection of the second pipe from the liquid outlet, and controls the connection of the second output from the second pipe, so that the first pipe is disconnected from the liquid inlet, the return end is connected to the second input, and the second output is connected to the second pipe and the liquid outlet via the control valve assembly to form a first coolant circuit.

8. The thermal management device according to claim 7, characterized in that, The thermal management device also includes a blower, which blows air toward the heating core and delivers the air to the passenger compartment after it is heated by the heating core. And / or, one end of the third pipe is connected to the first pipe through the control valve assembly, and the other end of the third pipe is connected to the liquid inlet through the control valve assembly; When the first expansion valve is closed and the second expansion valve is open, the control valve assembly controls the connection between one end of the first pipe and the third pipe, controls the connection between the second pipe and the liquid outlet, controls the disconnection between the second output and the second pipe, and controls the disconnection between the second input and the return end, so that the return end passes through the first pipe, the control valve assembly, and the third pipe and connects to the liquid inlet, and the liquid outlet passes through the second pipe and the control valve assembly and connects to the liquid supply end, thereby forming a third coolant circuit.

9. The thermal management device according to claim 7, characterized in that, The thermal management device further includes a second water pump and a battery water cooler for cooling or heating the battery assembly. The inlet of the battery water cooler is connected in series with the second water pump. The second water pump is connected to the first pipeline through the control valve assembly. The outlet of the battery water cooler is connected to the second pipeline through the control valve assembly. When the first expansion valve is in the open state and the second expansion valve is in the closed state, the control valve assembly controls the second output section to disconnect from the second pipeline, and controls the second water pump to connect to the first pipeline. The liquid outlet of the battery water cooler is connected to the second pipeline, so that the first pipeline is connected to the second water pump and the battery water cooler through the control valve assembly, and the battery water cooler is connected to the second pipeline and the liquid outlet through the control valve assembly to form a second coolant circuit. When the first expansion valve is closed and the second expansion valve is open, the control valve assembly controls the second water pump to disconnect from the first pipeline, and the outlet of the battery water cooler to disconnect from the second pipeline.

10. The thermal management device according to claim 9, characterized in that, The first heat exchanger includes a second refrigerant inlet, a second refrigerant outlet, a second coolant inlet, and a second coolant outlet. The second refrigerant inlet is connected to the first outlet, and the second refrigerant outlet is connected to the second heat exchange inlet. When the first expansion valve is in the open state and the second expansion valve is in the closed state, so that the heater core is in the working state, the second coolant input end is connected to the outlet end through the control valve assembly, and the second coolant input end is connected to the inlet end through the control valve assembly.

11. The thermal management device according to claim 10, characterized in that, The coolant delivery component also includes a third water pump and a third pipe. The third water pump is disposed in the third pipe. One end of the third pipe is connected to the first pipe and the coolant output end through the control valve assembly, and the other end of the third pipe is connected to the liquid inlet through the control valve assembly. When the first expansion valve is in the open state and the second expansion valve is in the closed state, so that the heater core is in the working state, the control valve assembly is used to connect the second coolant output end to one end of the third pipe, connect the other end of the third pipe to the inlet, and control the connection between the second coolant input end and the outlet.

12. The thermal management device according to claim 11, characterized in that, The thermal management device also includes a battery water cooler and a second water pump. The inlet of the battery water cooler is connected in series with the second water pump. The second water pump is connected to the third pipeline through a control valve assembly. The outlet of the battery water cooler is connected to the second coolant input end through the control valve assembly. When the first expansion valve is open and the second expansion valve is closed, so that the heater core is in working condition, the other end of the third pipe is disconnected from the liquid inlet by the control valve assembly, so that the liquid outlet of the battery water cooler is connected to the second coolant input end, the second water pump is connected to the other end of the third pipe, and one end of the third pipe is connected to the second coolant output end; or, the second water pump is connected to the second coolant output end through the control valve assembly.

13. The thermal management device according to claim 12, characterized in that, The thermal management device further includes an electric water cooler, the inlet of which is connected to the second coolant outlet via the control valve assembly, and the outlet of which is connected to one end of the third pipe via the control valve assembly. When the first expansion valve is in the open state and the second expansion valve is in the closed state, so that the heater core is in the working state, the control valve assembly connects the second coolant output end to the input end of the electric water cooler, the outlet end of the electric water cooler is connected to one end of the third pipe, the other end of the third pipe is connected to the second water pump, and the outlet end of the battery water cooler is connected to the input end of the second coolant.

14. The thermal management device according to claim 13, characterized in that, The control valve assembly includes a first docking part that connects to the first pipe, a second docking part that connects to the second output part, a third docking part that connects to the second pipe, a fourth docking part that connects to the liquid outlet of the battery water cooler, a fifth docking part that connects to the second water pump, a sixth docking part that connects to the liquid outlet, a seventh docking part that connects to the liquid inlet, an eighth docking part that connects to the other end of the third pipe, a ninth docking part that connects to one end of the third pipe, a tenth docking part that connects to the liquid outlet of the electric water cooler, an eleventh docking part that connects to the liquid inlet of the electric water cooler, a twelfth docking part that connects to the second coolant output end, and a thirteenth docking part that connects to the second coolant input end. When the thermal management device is in the crew cabin cooling mode, the first expansion valve is closed and the second expansion valve is open. The first docking part is connected to the ninth docking part, the eighth docking part is connected to the seventh docking part, the sixth docking part is connected to the third docking part, and the remaining docking parts are disconnected. When the thermal management device is in the crew cabin cooling mode and the battery cooling mode, the first expansion valve and the second expansion valve are in the open state, the first docking part is connected to the ninth docking part, the eighth docking part is connected to the seventh docking part, the sixth docking part is connected to the third docking part, the thirteenth docking part is connected to the fourth docking part, the fifth docking part is connected to the twelfth docking part, and the remaining docking parts are disconnected. When the thermal management device is in the crew cabin cooling mode, battery cooling mode, and electric drive cooling mode, the first expansion valve and the second expansion valve are in the open state, the first docking part is connected to the ninth docking part, the eighth docking part is connected to the seventh docking part, the sixth docking part is connected to the third docking part; the twelfth docking part is connected to the eleventh docking part, the tenth docking part is connected to the fifth docking part, the fourth docking part is connected to the thirteenth docking part, and the remaining docking parts are disconnected. When the thermal management device is in the crew cabin heating mode, the first expansion valve is in the open state and the second expansion valve is in the closed state, the second docking part is connected to the third docking part, and the other docking parts are disconnected. When the thermal management device is in the crew cabin heating mode and the external heat absorption mode, the first expansion valve is in the open state and the second expansion valve is in the closed state. The second docking part is connected to the third docking part, the twelfth docking part is connected to the tenth docking part, the ninth docking part is connected to the eighth docking part, the seventh docking part is connected to the thirteenth docking part, and the remaining docking parts are disconnected. When the thermal management device is in the crew cabin heating mode and the electric drive heating mode, the first expansion valve is in the open state and the second expansion valve is in the closed state. The second docking part is connected to the third docking part, the twelfth docking part is connected to the eleventh docking part, the tenth docking part is connected to the ninth docking part, the eighth docking part is connected to the thirteenth docking part, and the remaining docking parts are disconnected. When the thermal management device is in the crew cabin heating mode, battery heating mode, and electric drive heating mode, the first expansion valve is in the open state and the second expansion valve is in the closed state. The second docking part is connected to the third docking part, the twelfth docking part is connected to the eleventh docking part, the tenth docking part is connected to the ninth docking part, the eighth docking part is connected to the fifth docking part, the fourth docking part is connected to the thirteenth docking part, and the remaining docking parts are disconnected. When the thermal management device is in the crew cabin heating mode and the battery heating mode, the first expansion valve is in the open state and the second expansion valve is in the closed state. The second docking part is connected to the third docking part, the twelfth docking part is connected to the fifth docking part, the fourth docking part is connected to the thirteenth docking part, and the remaining docking parts are disconnected. When the thermal management device is in battery heating mode, the first expansion valve is in the open state and the second expansion valve is in the closed state. The first docking part is connected to the fifth docking part, the third docking part is connected to the fourth docking part, and the other docking parts are disconnected. When the thermal management device is in battery cooling mode, the first expansion valve is in the open state and the second expansion valve is in the closed state. The first docking part is connected to the ninth docking part, the eighth docking part is connected to the seventh docking part, the sixth docking part is connected to the third docking part, the twelfth docking part is connected to the fifth docking part, the fourth docking part is connected to the thirteenth docking part, and the remaining docking parts are disconnected. When the thermal management device is in battery cooling mode and electric drive cooling mode, the first expansion valve is in the open state and the second expansion valve is in the closed state. The first docking part is connected to the ninth docking part, the eighth docking part is connected to the seventh docking part, the sixth docking part is connected to the third docking part, the twelfth docking part is connected to the eleventh docking part, the tenth docking part is connected to the fifth docking part, the fourth docking part is connected to the thirteenth docking part, and the remaining docking parts are disconnected.

15. The thermal management device according to claim 13, characterized in that, The thermal management device further includes a water replenishment component, which is capable of replenishing liquid to at least one of the condenser, the electric water cooler, and the battery water cooler.

16. The thermal management device according to claim 12, characterized in that, When the first expansion valve is in the open state, the control valve assembly controls the connection between one end of the first pipe and the third pipe, controls the connection between the second pipe and the liquid outlet, controls the disconnection between the second output and the second pipe, and controls the disconnection between the second input and the return end, so that the return end passes through the first pipe, the control valve assembly, and the third pipe and is connected to the liquid inlet, and the liquid outlet passes through the second pipe and the control valve assembly and is connected to the liquid supply end, thereby forming a third coolant circuit; The control valve assembly also controls the connection between the second coolant input terminal and the outlet terminal of the battery water cooler, and controls the connection between the second water pump and the second coolant input terminal.

17. The thermal management device according to claim 16, characterized in that, When the first expansion valve is in the open state, the second expansion valve is also in the open state, so that the evaporator is in the working state.

18. The thermal management device according to claim 11, characterized in that, The thermal management device further includes an electric water cooler, the inlet of which is connected to the second coolant outlet via the control valve assembly, and the outlet of which is connected to one end of the third pipe via the control valve assembly. When the first expansion valve is in the open state and the second expansion valve is in the closed state, so that the heater core is in the working state, the control valve assembly connects the second coolant output end to the input end of the electric water cooler, the outlet end of the electric water cooler is connected to one end of the third pipe, and the other end of the third pipe is connected to the input end of the second coolant.

19. The thermal management device according to any one of claims 1 to 18, characterized in that, The gas-liquid separator assembly includes a gas-liquid separator and a second heat exchanger that cooperates with the gas-liquid separator for heat exchange. The second heat exchanger has the first heat exchange pipe, and the gas-liquid separator has the second heat exchange pipe.

20. A vehicle, characterized in that, The device includes a vehicle body and a thermal management device as described in any one of claims 1 to 19, wherein the thermal management device is disposed on the vehicle body.

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