A heat pump type vehicle thermal management system

Abstract

The embodiment of the application provides a kind of heat pump type whole vehicle thermal management system, it is related to thermal management technical field.The system includes refrigerant module, power battery thermal management module, warm air module, electric drive and power device thermal management module and multi-way valve, wherein:electric drive and power device thermal management module includes multi-way valve controller, the multi-way valve controller is used to control the on-off of multi-way valve based on the temperature and humidity demand of passenger cabin, to make refrigerant module, power battery thermal management module, warm air module, electric drive and power device thermal management module respectively or mutually coupled to form loop.The various modules of the system can be independently operated, and can be flexibly coupled, in different automobile use environment and demand, the switching of air source and water source heat pump is carried out, the effect of high efficiency energy saving is achieved, the energy utilization rate is improved, the problem that existing system cannot meet functional requirement and energy consumption is higher is solved.

Description

Technical Field

[0001] This application relates to the field of thermal management technology, and more specifically, to a heat pump type vehicle thermal management system. Background Technology

[0002] Generally, the thermal management systems of pure electric vehicles operate relatively independently or with low coupling, resulting in high energy consumption or inability to fully meet functional requirements when dealing with different system needs. For refrigerant systems, heat pump air conditioning is widely used due to its advantages of low energy demand and high energy efficiency in low-temperature environments. However, the heat source for commonly used heat pump air conditioning is air, which results in a narrow operating range at low temperatures and a risk of frost formation on the heat exchanger. Summary of the Invention

[0003] The purpose of this application is to provide a heat pump type vehicle thermal management system, in which each module can operate independently or be flexibly coupled, and switch between air source and water source heat pumps in different automotive usage environments and needs to achieve high efficiency and energy saving, improve energy utilization, and solve the problem that existing systems cannot meet multi-functional needs and have high energy consumption.

[0004] This application provides a heat pump type vehicle thermal management system, the system including a refrigerant module, a power battery thermal management module, a heater module, an electric drive and power supply unit thermal management module, and a multi-way valve, wherein:

[0005] The thermal management module of the electric drive and power supply unit includes a multi-way valve controller. The multi-way valve controller is used to control the opening and closing of the multi-way valve based on the temperature and humidity requirements of the crew cabin, so that the refrigerant module, the power battery thermal management module, the heating module, and the thermal management module of the electric drive and power supply unit can form a circuit, either individually or in combination with each other.

[0006] In the above implementation process, each module is independent of each other and can also be freely coupled through multi-way valves to meet the temperature and humidity requirements of the passenger compartment. It also has both air source and cooling circuit water source, making the most of the vehicle's heat to achieve high efficiency and energy saving, improving energy utilization, and solving the problem that the existing system cannot meet the multi-functional needs and has high energy consumption.

[0007] Furthermore, the system also includes:

[0008] PTC heaters are used to heat cooling water;

[0009] A radiator is used for heat dissipation.

[0010] In the above process, a PTC heater can be used to directly heat the heating circuit, enabling the passenger compartment to heat up rapidly in the early stage of heat pump operation.

[0011] Furthermore, the refrigerant module forms a circuit through a compressor, a liquid-cooled condenser, a first expansion valve, an outdoor heat exchanger, a first check valve, a liquid receiver, a solenoid valve, a second expansion valve, a third expansion valve, an evaporator, a cooler, and a second check valve.

[0012] In the above implementation process, the refrigerant module can be used to change the temperature of the crew cabin.

[0013] Furthermore, the power battery thermal management module forms a circuit through the power battery and the battery water pump.

[0014] The above process can be used to recover heat from the power battery and improve energy utilization.

[0015] Furthermore, the heating module forms a circuit through a liquid-cooled condenser, a heating water pump, and a heating core.

[0016] In the above process, it is used to heat the crew compartment through the warm air core.

[0017] Furthermore, when the electric drive system, power supply unit, and power battery all have heat dissipation requirements but the requirements are not large, the power battery thermal management module, the electric drive and power supply unit thermal management module, and the heat sink are connected through a multi-way valve so that heat dissipation can be achieved through the heat sink.

[0018] When any of the electric drive system, power supply unit, or power battery has a large heat dissipation requirement, the power battery thermal management module, the electric drive and power supply unit thermal management module, the radiator, and the cooler are connected through a multi-way valve to dissipate heat through the radiator and cooler. The refrigerant module is in a cooling state. The refrigerant is compressed by the compressor and then condensed by the outdoor heat exchanger. It then flows through the first one-way valve into the liquid receiver. After flowing out of the liquid receiver, it is throttled by the second expansion valve and then evaporates and absorbs heat in the evaporator to cool the passenger compartment. Finally, it flows back to the compressor through the second one-way valve.

[0019] In the above implementation process, the heat dissipation methods of the electric drive system, power supply device and power battery are relatively flexible, and the optimal heat dissipation method can be selected according to the actual heat dissipation requirements of both and the energy consumption caused by different heat dissipation methods.

[0020] Furthermore, when the temperature requirement of the passenger compartment is low, the refrigerant module is in heating mode, heating the warm air module through the liquid-cooled condenser to heat the passenger compartment;

[0021] When the temperature requirement of the crew compartment is high and the heat provided by the liquid-cooled condenser is insufficient to meet the temperature requirement of the crew compartment, the refrigerant module is connected in series with the PTC heater to supplement the heat of the crew compartment using the PTC heater.

[0022] In the above implementation process, the multi-way valve can be adjusted according to the heating needs of the crew cabin, and different coupling circuits can be used to meet the temperature requirements while improving energy utilization.

[0023] Furthermore, the thermal management module of the electric drive and power supply device is connected in series with the heat sink for heat dissipation, or a self-circulating loop is formed using a multi-way valve for heat storage, or it is connected in series with the thermal management module of the power battery to heat the power battery.

[0024] Different connection methods can be used in the above implementation process to meet heat dissipation requirements.

[0025] Furthermore, the refrigerant module is in heating mode, and the multi-way valve controls the connection between the cooler and the thermal management module of the electric drive and power supply device, the thermal management module of the power battery, or the PTC heater to exchange heat with the refrigerant flowing out of the receiver.

[0026] In the above process, the waste heat utilization rate is improved and the energy efficiency ratio is higher.

[0027] Furthermore, when the passenger cabin requires dehumidification, the refrigerant module is in a cooling state, and the heating module absorbs heat from the refrigerant module through the liquid-cooled condenser to heat the air cooled by the evaporator and regulate humidity.

[0028] When the crew cabin requires a higher temperature after dehumidification, the multi-way valve controls the connection between the cooler and the thermal management modules of the electric drive and power unit, as well as the power battery thermal management module, to exchange heat with the refrigerant flowing out of the reservoir and allow the heating module to absorb heat from the refrigerant module through the liquid-cooled condenser; or, the heating module is heated by a PTC heater.

[0029] In the above process, the heating circuit absorbs more heat from the refrigerant circuit through the liquid-cooled condenser to increase the temperature of the passenger compartment and achieve a higher energy utilization rate; it can also directly heat the heating circuit through the PTC heater to increase the temperature of the gas passing through the heating core and meet the higher temperature requirements of the passenger compartment. Attached Figure Description

[0030] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of the structure of a heat pump type vehicle thermal management system provided in an embodiment of this application;

[0032] Figure 2 This is a schematic diagram of the first operating mode of the thermal management system provided in the embodiments of this application;

[0033] Figure 3 This is a schematic diagram of the second operating mode of the thermal management system provided in the embodiments of this application;

[0034] Figure 4 A schematic diagram of the third operating mode of the thermal management system provided in the embodiments of this application;

[0035] Figure 5 This is a schematic diagram of the fourth operating mode of the thermal management system provided in the embodiments of this application.

[0036] icon:

[0037] 11-Radiator; 12-Outdoor heat exchanger; 13-First expansion valve; 14-First check valve; 15-Solenoid valve; 16-Liquid receiver; 17-Second expansion valve; 18-Third expansion valve; 19-Cooler; 20-Heat air core; 21-Evaporator; 22-Second check valve; 23-Compressor; 24-Multi-way valve; 25-Heat air water pump; 26-Battery water pump; 27-Liquid-cooled condenser; 28-Power battery; 29-PTC heater; 30-Multi-way valve controller; 31-Electric drive system and power supply unit; 32-Motor water pump. Detailed Implementation

[0038] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0039] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0040] Please refer to Figure 1 , Figure 1 This is a schematic diagram of a heat pump-type vehicle thermal management system provided in an embodiment of this application. This system is a heat pump-type vehicle thermal management system that can be flexibly coupled to different automotive usage scenarios and system requirements, and has a simple and compact structure.

[0041] The system includes a refrigerant module, a power battery thermal management module, a heating module, an electric drive and power supply unit thermal management module, and a multi-way valve 24, wherein:

[0042] The thermal management module of the electric drive and power supply unit includes a multi-way valve controller 30. The multi-way valve controller 30 is used to control the opening and closing of the multi-way valve 24 based on the temperature and humidity requirements of the crew cabin, so that the refrigerant module, the power battery thermal management module, the heating module, and the thermal management module of the electric drive and power supply unit can form a circuit respectively or coupled to each other.

[0043] The system also includes:

[0044] PTC heater 29 is used to heat cooling water;

[0045] Heat sink 11 is used for heat dissipation.

[0046] The refrigerant module forms a circuit through compressor 23, liquid-cooled condenser 27, first expansion valve 13, outdoor heat exchanger 12, first check valve 14, liquid receiver 16, solenoid valve 15, second expansion valve 17, third expansion valve 18, evaporator 21, cooler 19, and second check valve 22.

[0047] The thermal management module of the power battery 28 forms a circuit through the power battery 28 and the battery water pump 26.

[0048] The heating module forms a circuit through the liquid-cooled condenser 27, the heating water pump 25, and the heating core 20.

[0049] The thermal management module for electric drive and power supply also includes an electric drive system and power supply 31 and a motor and water pump 32.

[0050] like Figure 2 The diagram shown is a schematic of the first working mode of the thermal management system. When the electric drive system, power supply unit 31, and power battery 28 all have heat dissipation requirements but the requirements are not large, the thermal management module of power battery 28, the thermal management module of electric drive and power supply unit, and the radiator 11 are connected through the multi-way valve 24 so that heat dissipation can be achieved through the radiator 11.

[0051] When any one of the electric drive system and power supply unit 31 or the power battery 28 has a large heat dissipation requirement, the thermal management module of the power battery 28, the thermal management module of the electric drive and power supply unit, the radiator 11 and the cooler 19 are connected through the multi-way valve 24 so that heat dissipation can be achieved through the radiator 11 and the cooler 19. The refrigerant module is in a cooling state. The refrigerant is compressed by the compressor 23 and then condensed by the outdoor heat exchanger 12. It then flows through the first one-way valve 14 and the liquid receiver 16. After flowing out of the liquid receiver 16, it is throttled by the second expansion valve 17 and then evaporates and absorbs heat through the evaporator 21 to cool the passenger compartment. Finally, it flows back to the compressor 23 through the second one-way valve 22.

[0052] Specifically, in this mode, the refrigerant module is in a cooling state. The refrigerant is compressed by the compressor 23, condensed by the outdoor heat exchanger 12, and then flows through the first one-way valve 14 to the receiver 16. After flowing out of the receiver 16, it is throttled by the second expansion valve 17 and then evaporates and absorbs heat through the evaporator 21 to cool the passenger compartment. Finally, it flows back to the compressor 23 through the second one-way valve 22. In this mode, the cooling methods of the electric drive system and power unit 31 and the power battery 28 are relatively flexible. The optimal cooling method can be selected according to the actual cooling needs of both and the energy consumption of different cooling methods. When both the electric drive system and power unit 31 and the power battery 28 have cooling needs and the needs are not large, they can be connected in series and cooled through the radiator 11. When one of them has a large cooling need, cooling can be achieved through the cooler 19 in the refrigerant module and the radiator 11 respectively. The cooling needs here are related to the size and positioning of the vehicle itself, as well as the usage scenario.

[0053] like Figure 3 The diagram shown illustrates the second operating mode of the thermal management system. When the temperature requirement of the passenger compartment is low, the refrigerant module is in heating mode, heating the warm air module through the liquid-cooled condenser 27 to heat the passenger compartment.

[0054] When the temperature requirement of the crew compartment is high and the heat provided by the liquid-cooled condenser 27 is insufficient to meet the temperature requirement of the crew compartment, the refrigerant module is connected in series with the PTC heater 29 to supplement the heat of the crew compartment using the PTC heater 29.

[0055] The thermal management module of the electric drive and power supply device is connected in series with the heat sink 11 for heat dissipation, or a self-circulating loop is formed by the multi-way valve 24 for heat storage, or it is connected in series with the thermal management module of the power battery 28 to heat the power battery 28.

[0056] Specifically, the refrigerant is in a heating state. After being compressed by the compressor 23, the refrigerant is condensed by the liquid-cooled condenser 27, then expanded by the first expansion valve 13, and absorbs heat from the air through the outdoor heat exchanger 12 to evaporate. At this time, the outdoor heat exchanger 12 is used as an evaporator 21. Subsequently, it flows through the first one-way valve 14 and the liquid receiver 16, and finally flows back to the compressor 23 through the solenoid valve 15. At this time, the liquid-cooled condenser 27 heats the warm air circuit to achieve heating of the passenger compartment. When the passenger compartment requires a lower temperature, the waste heat from the electric drive system and power supply unit 31, multi-way valve controller 30, and power battery 28 can be used directly to heat the warm air circuit to achieve heating of the passenger compartment. When the passenger compartment requests a higher heating temperature and the heat provided by the liquid-cooled condenser 27 is insufficient to meet the required temperature, the warm air circuit can be connected in series with the PTC heater 29 circuit to allow the PTC heater 29 to supplement the heat of the passenger compartment. At this time, the water circuit of the electric drive system and power supply device 31 can be connected in series with the radiator 11 circuit for heat dissipation, or it can be self-circulated for heat storage, or it can be connected in series with the power battery 28 circuit to heat the power battery 28, depending on the system requirements.

[0057] like Figure 4 The diagram shows the third operating mode of the thermal management system. The refrigerant module is in heating mode, and the multi-way valve 24 controls the connection between the cooler 19 and the thermal management modules of the electric drive and power supply unit, the power battery, or the PTC heater 29 to exchange heat with the refrigerant flowing out of the receiver 16.

[0058] In this mode, the refrigerant is in heating mode, allowing the heat pump system to operate at lower ambient temperatures compared to the second operating mode, thus overcoming the limitations of the air-source heat pump system's operating temperature range. In this mode, the refrigerant is compressed by compressor 23, condensed by liquid-cooled condenser 27, and then flows through first expansion valve 13 and outdoor heat exchanger 12. It then flows through first one-way valve 14 to receiver 16, and after exiting receiver 16, it undergoes throttling expansion through third expansion valve 18. The expanded refrigerant absorbs heat from the water side through cooler 19 and multi-way valve 24, and finally flows back to compressor 23 through second one-way valve 22. At this time, the refrigerant system can utilize the waste heat generated by the electric drive system, power supply unit 31, multi-way valve controller 30, and power battery 28 through cooler 19 and multi-way valve 24, depending on the ambient temperature and system requirements. It can also supplement heat through PTC heater 29 to achieve a higher energy efficiency ratio.

[0059] like Figure 5 The diagram shown illustrates the fourth operating mode of the thermal management system. When the passenger compartment requires dehumidification, the refrigerant module is in a cooling state, and the heating module absorbs heat from the refrigerant module through the liquid-cooled condenser 27 to heat the air cooled by the evaporator 21 and regulate humidity.

[0060] When the crew cabin requires a higher temperature after dehumidification, the multi-way valve 24 controls the connection between the cooler 19 and the thermal management module of the electric drive and power unit, as well as the thermal management module of the power battery, to exchange heat with the refrigerant flowing out of the liquid reservoir 16, and to allow the heating module to absorb heat from the refrigerant module through the liquid-cooled condenser 27; or, the heating module is heated by the PTC heater 29.

[0061] In this mode, the refrigerant is compressed by compressor 23, condensed by outdoor heat exchanger 12, and then flows through first check valve 14 to liquid receiver 16. After flowing out of liquid receiver 16, it is throttled by second expansion valve 17 and then evaporates and absorbs heat in evaporator 21. Finally, it flows back to compressor 23 through second check valve 22. At this time, the heating circuit absorbs heat from the refrigerant circuit through liquid-cooled condenser 27, and heats the air cooled by evaporator 21 through heating core 20 to achieve humidity regulation.

[0062] When the passenger compartment has a higher temperature requirement after dehumidification, on the one hand, the waste heat of the electric drive system and power unit 31, multi-way valve controller 30 or power battery 28 can be utilized through the cooler 19 and multi-way valve 24, so that the heating circuit can absorb more heat from the refrigerant circuit through the liquid-cooled condenser 27 to increase the temperature of the passenger compartment and obtain a higher energy utilization rate; on the other hand, the heating circuit can also be directly heated through the PTC heater 29, thereby increasing the temperature of the gas passing through the heating core 20 to meet the higher temperature requirements of the passenger compartment.

[0063] The various modules of the system are independent of each other, but can also be freely coupled through the multi-way valve 24. When the ambient temperature is low, the waste heat from the electric drive system and power supply unit 31, the multi-way valve controller 30, and the power battery 28 can be used to directly heat the passenger compartment, achieving the heating target of the passenger compartment with extremely low energy consumption. Alternatively, a heat pump air conditioner can be used to absorb heat from the environment through the outdoor heat exchanger 12 or to absorb and utilize the waste heat from the circuit of the electric drive system and power supply unit 31 or the cooling water heated by the PTC heater 29 through the cooler 19 to meet the higher heating requirements of the passenger compartment.

[0064] This system utilizes both air and water sources in the cooling circuit, maximizing the use of the vehicle's heat and achieving the highest thermal efficiency. It addresses the issue of slow temperature rise in the passenger compartment during the initial operation of a heat pump system by directly heating the warm air circuit via the PTC heater 29, enabling rapid temperature increases in the passenger compartment during the initial phase of heat pump operation.

[0065] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0066] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0067] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0068] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0069] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0070] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A heat pump type vehicle thermal management system, characterized in that, The system includes a refrigerant module, a power battery thermal management module, a heating module, an electric drive and power supply unit thermal management module, and a multi-way valve, wherein: The thermal management module of the electric drive and power supply unit includes a multi-way valve controller. The multi-way valve controller is used to control the opening and closing of the multi-way valve based on the temperature and humidity requirements of the crew cabin, so that the refrigerant module, the power battery thermal management module, the heating module, and the thermal management module of the electric drive and power supply unit can form a circuit respectively or coupled to each other. The system also includes: PTC heater, used to heat cooling water; radiator, used to dissipate heat; The refrigerant module forms a circuit through a compressor, a liquid-cooled condenser, a first expansion valve, an outdoor heat exchanger, a first check valve, a liquid receiver, a solenoid valve, a second expansion valve, a third expansion valve, an evaporator, a cooler, and a second check valve. When the electric drive system, power supply unit, and power battery all have heat dissipation requirements but the requirements are not large, the power battery thermal management module, the electric drive and power supply unit thermal management module, and the heat sink are connected through a multi-way valve so that heat dissipation can be achieved through the heat sink. When any of the electric drive system, power supply unit, or power battery has a large heat dissipation requirement, the power battery thermal management module, the electric drive and power supply unit thermal management module, the radiator, and the cooler are connected through a multi-way valve to dissipate heat through the radiator and cooler. The refrigerant module is in a cooling state. The refrigerant is compressed by the compressor and then condensed through the outdoor heat exchanger. It then flows through the first one-way valve into the liquid receiver. After flowing out of the liquid receiver, it is throttled by the second expansion valve and then evaporates and absorbs heat through the evaporator to cool the passenger compartment. Finally, it flows back to the compressor through the second one-way valve. When the temperature requirement of the passenger compartment is low, the refrigerant module is in heating mode, heating the heating module through the liquid-cooled condenser to heat the passenger compartment. When the temperature requirement of the crew compartment is high and the heat provided by the liquid-cooled condenser is insufficient to meet the temperature requirement of the crew compartment, the refrigerant module is connected in series with the PTC heater to supplement the heat of the crew compartment using the PTC heater. When the passenger cabin requires dehumidification, the refrigerant module is in a cooling state, and the heating module absorbs heat from the refrigerant module through the liquid-cooled condenser to heat the air cooled by the evaporator and regulate humidity. When the crew cabin requires a higher temperature after dehumidification, the multi-way valve controls the connection between the cooler and the thermal management modules of the electric drive and power unit, as well as the power battery thermal management module, to exchange heat with the refrigerant flowing out of the reservoir and allow the heating module to absorb heat from the refrigerant module through the liquid-cooled condenser; or, the heating module is heated by a PTC heater.

2. The heat pump type vehicle thermal management system according to claim 1, characterized in that: The power battery thermal management module forms a loop through the power battery and the battery water pump.

3. The heat pump type vehicle thermal management system according to claim 1, characterized in that: The heating module forms a circuit through a liquid-cooled condenser, a heating water pump, and a heating core.

4. The heat pump type vehicle thermal management system according to claim 1, characterized in that: The thermal management module of the electric drive and power supply device is connected in series with the heat sink for heat dissipation, or a self-circulating loop is formed using a multi-way valve for heat storage, or it is connected in series with the thermal management module of the power battery to heat the power battery.

5. The heat pump type vehicle thermal management system according to claim 1, characterized in that: The refrigerant module is in heating mode. It controls the connection between the cooler and the thermal management module of the electric drive and power supply unit, the thermal management module of the power battery, or the PTC heater through a multi-way valve to exchange heat with the refrigerant flowing out of the receiver.

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