Starting method of thermal management system of electric vehicle and thermal management system thereof

Abstract

A thermal management system for an electric vehicle is capable of sufficiently heating a vehicle compartment without a compartment electric heater even at extremely low temperatures. Heat from the coolant heater (220) and the compressor (10) is used to heat the cabin. The invention provides a starting step which is divided into a first starting phase and a second starting phase which can be selected, so that the system can be reliably started. In an optional first start-up phase, the compressor oil in the outdoor heat exchanger (40) is sent back to the refrigerant circuit so that the compressor (10) can be re-lubricated. In a second start-up phase, refrigerant condensed in the outdoor heat exchanger (40) is returned to the active refrigerant circuit.

Description

[0001] Cross-reference to related applications

[0002] This application is based on German patent application No. 102022112574.2 filed on May 19, 2022, and is incorporated herein by reference. Technical Field

[0003] The invention relates to a starting method of a thermal management system and a thermal management system executing the method. Background Art

[0004] Today's electric vehicles have a shorter driving range at low outdoor temperatures because a large portion of the electrical energy is used to heat the vehicle cabin. Heat pumps are now used to reduce the use of electrical energy used to heat the vehicle cabin.

[0005] The applicant provides such a thermal management system as a Figure 7 A comparative example of an electric vehicle of a heat pump assembly 1 of the structure shown. The heat pump assembly 1 connects a compressor 10 with a compressor inlet 11 and a compressor outlet 12 through a refrigerant circuit, a cabin condenser 20, an outdoor heat exchanger 40, a cooler 80 or an external evaporator, and a cabin evaporator 60. The cabin condenser 20 is used to heat the air in the vehicle cabin and has a condenser inlet 21 and a condenser outlet 22. The outdoor heat exchanger 40 is used to absorb heat from the environment or dissipate heat to the environment and has an outdoor heat exchanger inlet 41 and an outdoor heat exchanger outlet 42. The cooler 80 or the external evaporator has a cooler inlet 81 and a cooler outlet 82, wherein the cooler inlet 81 is connected to a cooler expansion valve 70, and the cabin evaporator 60 has a cabin evaporator inlet 61 and a cabin evaporator outlet 62, wherein the cabin evaporator expansion valve 50 is located upstream of the cabin evaporator inlet 61. The cabin condenser 20 is provided with an air mixing door 2 for temperature adjustment on the air side. Optionally, an internal heat exchanger may be placed to transfer heat between the refrigerant before entering the cabin evaporator expansion valve 50 and the refrigerant after flowing out of the cabin evaporator outlet 62. A bypass passage 100 is provided between the outdoor heat exchanger outlet 42 and the compressor inlet 11, and the bypass passage 100 may be closed via a bypass shutoff valve 90. This refrigerant bypass passage 100 is required in heating or heat pump mode.

[0006] In order to sufficiently heat the vehicle cabin even at extremely low temperatures, the vehicle cabin is provided with a cabin electric heater 300. The thermal management system further includes a battery 210 and a coolant electric heater 220. The coolant electric heater 220 is integrated into the coolant circuit 200 between the cooler 80 and the battery 210. Evaporation heat is supplied to the cooler 80 via the coolant circuit 200.

[0007] On the one hand, the valve unit 110 is arranged between the outdoor heat exchanger outlet 42 and the cooler expansion valve 70, and on the other hand, the valve unit 110 is arranged between the outdoor heat exchanger inlet 41 and the condenser outlet 22. The valve unit 110 includes a first refrigerant inlet 111 and a second refrigerant inlet 113 and a first refrigerant outlet 112 and a second refrigerant outlet 114. Optionally, a high-pressure side refrigerant liquid reservoir can be provided in the valve unit 110. According to the operation mode, the valve unit 110 blocks, guides or throttles the refrigerant flow between the refrigerant inlets 111, 113 and the refrigerant outlets 112, 114. The heat pump assembly 1 or the thermal management system can operate in various operation modes such as a startup or heating mode through the controller 400.

[0008] In the heat pump or heating mode, the refrigerant condensed by the cabin condenser 20 is supplied to the valve unit 110 via the first refrigerant inlet 111. Then, the liquid refrigerant is supplied to the cooler expansion valve 70 via the second refrigerant outlet 114, and the cooler expansion valve 70 produces controlled expansion. The expanded refrigerant evaporates in the cooler 80 by heat input via the coolant circuit 200, and is compressed in the compressor 10. The compressed refrigerant gas from the compressor 10 condenses in the cabin condenser, releasing heat to the air supplied to the vehicle cabin.

[0009] according to Figure 7 One disadvantage of heat pump assemblies using refrigerants commonly used today, such as R134a or R1234yf, is that at very low temperatures below -20°C, they cannot fully meet the heat requirement for heating the vehicle cabin. This is due to the low suction pressure of the compressor 10 at very low temperatures. If the suction pressure drops, the density of the refrigerant decreases, so the refrigerant mass flow rate at a given maximum volume flow rate of the compressor 10 decreases. This reduces the refrigerant mass flow rate, as a result of which the heat flow supplied to the vehicle cabin via the cabin condenser 20 is reduced.

[0010] There are many ways to increase heating, such as gas injection systems, hot gas bypass heating systems or Figure 7 The above-mentioned measures require additional cost and additional space, and therefore are not always feasible. The electric heating elements 300 and 220 reduce the mileage of the electric vehicle. Various solutions to this problem are known from the prior art such as Patent Document 1, Patent Document 2 and Patent Document 3.

[0011] Citation list

[0012] Patent Literature

[0013] Patent document 1: WO 2021 / 171802 A1

[0014] Patent Document 2: WO 2021 / 015483 A1

[0015] Patent document 3: WO 2021 / 024755 A1. Summary of the invention

[0016] Therefore, an object of the present invention is to sufficiently heat a vehicle cabin even at extremely low temperatures in the range of -20°C without an electric cabin heater.

[0017] Heat from the coolant heater and the compressor is used for cabin heating. A startup procedure divided into an optional first startup phase and a second startup phase is provided to enable the system to start reliably. In addition, liquid refrigerant from the outdoor heat exchanger and / or the cooler is prevented from damaging the compressor.

[0018] In the first startup phase, the compressor oil separated in the outdoor heat exchanger returns to the active part of the refrigerant circuit in the first time period Δt1, thereby fully lubricating the compressor. The valve unit is switched to the first operating mode, and the condenser outlet of the cabin condenser is connected to the first refrigerant outlet of the valve unit, and the outdoor heat exchanger outlet is connected to the second refrigerant outlet of the valve unit. At extremely low outdoor temperatures, the gaseous refrigerant from the compressor is condensed in the cabin condenser, and the liquefied refrigerant is sent to the outdoor heat exchanger. The compressor oil is flushed out of the outdoor heat exchanger together with the liquid refrigerant and sent to the compressor.

[0019] The first startup phase can be carried out at an ambient temperature of ≤-20°C. In the first startup phase, the compressor can operate in a lower speed range, which is about 1 / 4 to 1 / 3 of the maximum speed. When the ambient temperature is >-20°C, the first startup phase can be omitted, i.e. Δt1=0, and the startup procedure starts from the second startup phase.

[0020] In the second startup phase, the liquid refrigerant can evaporate in the outdoor heat exchanger in the second time period Δt2 and be brought back to the refrigerant circuit through which it flows. This can be done with the bypass shut-off valve in the bypass passage opened and the valve unit blocking the first refrigerant outlet, while connecting the refrigerant side condenser outlet of the cabin condenser to the second refrigerant outlet. At the same time, the valve unit can terminate the connection between the outdoor heat exchanger outlet and the second refrigerant outlet. The blocked first refrigerant outlet of the valve unit can reduce the pressure in the outdoor heat exchanger, and the liquid refrigerant in the outdoor heat exchanger evaporates.

[0021] According to the above advantageous embodiment, in the second startup phase, for safety reasons, during the first part of the time period Δt 21 The compressor continues to operate in the lower speed range.

[0022] According to another embodiment, since almost no more liquid refrigerant is sucked out from the outdoor heat exchanger, the speed of the compressor can be increased in the second part of the time period Δt 22 Increase to mid-speed range (about 1 / 2 of maximum speed).

[0023] The second startup phase can end when the pressure in the outdoor heat exchanger drops to the suction pressure at the compressor inlet. This can be the case after 60 to 180 seconds.

[0024] In an advantageous embodiment, the bypass shut-off valve can be opened during the third partial period Δt of the second startup phase. 23 Partially open, and then in the fourth part of the time period △t 24 Fully open. Partially open prevents the compressor from being exposed to excess liquid refrigerant.

[0025] This can be followed by a heating phase, in which at least the heat from the electric coolant heater and the waste heat from the compressor are used to heat the vehicle cabin. The bypass shut-off valve in the bypass passage can be closed to switch to the heating phase. In this case, the valve unit continues to operate according to the second startup phase.

[0026] In the heating phase, the heat from the outdoor heat exchanger can preferably also be used to heat the vehicle cabin. To this end, the bypass shut-off valve can be opened and the refrigerant mass flow can be adjusted by a variable opening cross section at the first refrigerant outlet of the valve unit, thereby generating a desired refrigerant superheat downstream of the outdoor heat exchanger.

[0027] Depending on the heating capacity required for the vehicle cabin, the compressor can also be operated in a higher speed range during the heating phase.

[0028] According to another embodiment, a thermal management system may be provided that is capable of operating a first startup phase and / or a second startup phase, as well as a heating phase.

[0029] According to an advantageous embodiment, a refrigerant collector can be provided on the high-pressure side as part of the valve unit or on the low-pressure side upstream of the compressor. Depending on requirements, the refrigerant collector means that more or less refrigerant is actively available in the refrigerant circuit or that the refrigerant is buffered for different operating modes of the heat pump assembly. Liquid and gaseous refrigerant are also separated in the refrigerant collector. Finally, refrigerant losses are compensated by small leaks that increase with the age of the heat pump assembly.

[0030] Further details, features and advantages of the invention emerge from the following description of preferred embodiments of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1Represents the structure of a heat pump assembly, which is an essential part of the vehicle's thermal management system.

[0032] Figure 2 Represents the time series of each stage.

[0033] Figure 3 Represents the thermal management system during the first startup phase, in which the compressor oil is returned to the heat pump circuit.

[0034] Figure 4 Represents the thermal management system in a second startup phase, in which the refrigerant is returned to the heat pump circuit.

[0035] Figure 5 Represents the thermal management system in the heating phase.

[0036] Figure 6 A second embodiment of the present invention including a low-pressure side refrigerant receiver is shown.

[0037] Figure 7 The structure of a heat management system according to a comparative example is shown. DETAILED DESCRIPTION

[0038] Figure 1 The structure of the heat pump assembly 1 is shown, which is an essential part of the thermal management system of the vehicle. Figure 1 Thermal management system and based on Figure 7 The difference of the thermal management system of is only the absence of electric cabin heating and the special design of the controller 400, which can operate in the first startup phase and / or the second startup phase and the heating phase. In the first startup phase, the liquid compressor oil is returned to the heat pump circuit from the outdoor heat exchanger 40. In the second startup phase, the liquid refrigerant in the outdoor heat exchanger 40 is returned to the compressor inlet via the bypass 100 by evaporation. In the heating phase, the low-level heat from the coolant circuit 200 is coupled into the chiller 80, and this heat is released together with the waste heat from the compressor 10 at a higher pressure and temperature level than the condensation heat in the cabin condenser 20 to heat the vehicle cabin.

[0039] Figure 2 It represents the time of the two startup phases and the heating phase, as well as the heating output of the coolant electric heater 220, the speed of the compressor 10, the state of the bypass shut-off valve 90 in the bypass passage 100, the switching state of the valve unit 110, and the refrigerant pressure in the outdoor heat exchanger 40 and the suction pressure at the compressor inlet 11.

[0040] exist Figure 3In the first startup phase shown, the coolant electric heater 220 and the compressor 10 are turned on. The compressor 10 operates at a lower speed range (approximately 1 / 4 to 1 / 3 of the maximum speed). The low speed prevents any liquid refrigerant sent to the compressor from causing damage. Using the refrigerant circuit, the low-level heat from the coolant electric heater 220 is coupled to the cooler 80 via the coolant circuit 200. The bypass shut-off valve 90 in the bypass passage 100 is closed. The valve unit 110 is in the switching state I. In the switching state I, the connection between the first refrigerant inlet 111 and the first refrigerant outlet 112 and the connection between the second refrigerant inlet 113 and the second refrigerant outlet 114 are made. In addition, the connection between the first refrigerant inlet 111 and the first refrigerant outlet 112 is activated. At a low outdoor temperature of, for example, -20°C, the gaseous refrigerant from the compressor 10 is completely condensed in the cabin condenser 20 and the outdoor heat exchanger 40. Liquid refrigerant from the interior condenser 20 and the outdoor heat exchanger 40 flushes the compressor oil into the cooler 80. Since the heat from the coolant electric heater 220 is coupled to the cooler 80 via the coolant circuit 200, the refrigerant in the cooler 80 evaporates, and the compressor oil is sent to the compressor 10, so the compressor 10 is lubricated. The moving parts of the refrigerant circuit are Figure 3 The first startup phase should be carried out at an ambient temperature of ≤-20°C. The lower the ambient temperature, the longer the first startup phase takes. When the ambient temperature is >-20°C, the first startup phase can be omitted, i.e. Δt1 = 0, and the startup procedure starts from the second startup phase.

[0041] exist Figure 4 In the second startup phase shown, the liquid refrigerant evaporates in the outdoor heat exchanger 40 in the second time period Δt2 and is brought back to the refrigerant circuit through which it flows. The transition from the first startup phase to the second startup phase occurs when the bypass shut-off valve 90 in the bypass passage 100 is partially opened and the valve unit 110 is switched to the switching state II. In the switching state II, the first refrigerant outlet 112 is blocked, the connection between the second refrigerant inlet 113 and the second refrigerant outlet 114 is terminated, and the first refrigerant inlet 111 and the second refrigerant outlet 114 are connected. If the first startup phase is omitted when the bypass shut-off valve 90 is open, the outdoor heat exchanger outlet 42 is connected to the compressor inlet 11. The first refrigerant outlet 112 is blocked. In the switching state II of the valve unit 110, the valve unit 110 connects the first refrigerant inlet 111 and the second refrigerant outlet 114.

[0042] As a result, the refrigerant pressure in the outdoor heat exchanger 40 decreases, and the liquid refrigerant in the outdoor heat exchanger 40 evaporates. 21The process is continued until the pressure in the outdoor heat exchanger 40 drops to the suction pressure at the compressor inlet 11. 22 , the speed of the compressor 10 increases to a medium speed range of about 1 / 2 of the maximum speed, and the suction pressure and the pressure in the outdoor heat exchanger 40 continue to decrease, thereby further evaporating the liquid refrigerant in the outdoor heat exchanger 40. The second startup stage is at Δt2 = Δt 21 +Δt 22 =60 to 180 seconds. Alternatively, the second startup phase may also end when there is superheated refrigerant in the compressor inlet 11. The second time period Δt2 may be determined by the pressure in the outdoor heat exchanger 40 having been adjusted to the suction pressure of the compressor 10.

[0043] In an advantageous embodiment, the bypass shut-off valve 90 is opened during the third partial period Δt 23 Partially open, then for a fourth part of the duration of the second startup phase △t 24 Fully open. Partially open to prevent the compressor from being exposed to excessive liquid refrigerant. The first and third partial time periods and the second and fourth partial time periods may be the same.

[0044] The active parts of the refrigerant circuit are Figure 4 The refrigerant discharged from the outdoor heat exchanger 40 is shown by a dotted line.

[0045] After that Figure 5 The heating phase is shown, in which the vehicle cabin is heated using at least the heat from the coolant electric heater 220 and the waste heat from the compressor 10. To switch from the second startup phase to the heating phase, the controller 400 closes the bypass shutoff valve 90 in the bypass passage 100 and keeps the valve unit 110 in the switching state II.

[0046] At higher ambient temperatures, additional heat energy can be absorbed from the environment through the outdoor heat exchanger 40. To this end, the bypass shutoff valve 90 must be opened, and the valve unit 110 adjusts the superheat of the refrigerant downstream of the outdoor heat exchanger 40 through the opening of the first refrigerant outlet 112.

[0047] The compressor 10 is operated in a relatively high speed range up to the maximum speed. The controller 400 adjusts the thermal management system so that the condensing temperature in the cabin condenser 20 can achieve the desired temperature in the vehicle cabin. This is achieved using the speed of the compressor 10 as a manipulated variable. The refrigerant gas in the cooler 80 is superheated by the opening of the cooler expansion valve 70 as a manipulated variable.

[0048] Optionally, a refrigerant collector 4 can be provided upstream of the compressor 10 on the high-pressure side as part of the valve unit 110 or on the low-pressure side. Depending on the requirements, the refrigerant collector 4 means that more or less refrigerant is actively available in the refrigerant circuit or that the refrigerant is buffered for different operating modes of the heat pump assembly 1. Liquid and gaseous refrigerant are also separated in the refrigerant collector 4. Ultimately, the refrigerant losses are compensated by small leaks that grow over the service life of the heat pump assembly 1.

[0049] In the high-pressure side configuration of the refrigerant collector 4 having a refrigerant collector inlet 5 and a refrigerant collector outlet 6 as part of the valve unit 110 (not shown), the refrigerant collector inlet 5 is connected to the refrigerant side condenser outlet 22 via the first refrigerant inlet 111, or to the outdoor heat exchanger outlet 42 via the second refrigerant inlet 113, and the refrigerant collector outlet 6 is connected to the second refrigerant outlet 114. This configuration is described in DE102022104545.5 filed on February 25, 2022. With regard to the configuration of the refrigerant collector 4, reference is made entirely to DE 102022104545.5.

[0050] In accordance with Figure 6 In the low-pressure side configuration of the refrigerant collector 4 upstream of the compressor 10 , the refrigerant collector outlet 6 , the compressor inlet 11 , and the refrigerant collector inlet 5 are connected to the cooler outlet 82 and the bypass shut-off valve 90 . Figure 6 and Figure 1 The only difference is that the refrigerant receiver 4 is located upstream of the compressor 10 .

Claims

1. A method for starting a thermal management system of an electric vehicle, the thermal management system comprising a battery (210), a coolant electric heater (220), a heat pump assembly (1) and a controller (400), characterized in that: The heat pump assembly (1) comprises a compressor (10), a cabin condenser (20), an outdoor heat exchanger (40), a cooler expansion valve (70), a cooler (80), a valve unit (110) and a bypass passage (100). The compressor comprises a compressor inlet (11) and a compressor outlet (12). The cabin condenser comprises a condenser inlet (21) on the refrigerant side and a condenser outlet (22) on the refrigerant side. The outdoor heat exchanger comprises an outdoor heat exchanger inlet (41) on the refrigerant side and an outdoor heat exchanger outlet (42) on the refrigerant side. The cooler comprises a cooler inlet (81) on the refrigerant side and a cooler outlet (82) on the refrigerant side. The bypass passage comprises a bypass shutoff valve (90) located between the outdoor heat exchanger outlet (42) and the compressor inlet (11). The valve unit (110) is connected to the condenser outlet (22) via a first refrigerant inlet (111), connected to the outdoor heat exchanger inlet (41) via a first refrigerant outlet (112), connected to the outdoor heat exchanger outlet (42) via a second refrigerant inlet (113), and connected to the cooler expansion valve (70) via a second refrigerant outlet (114), and The coolant electric heater (220) is integrated into the coolant circuit (200) between the battery (210) and the cooler (80). The method comprises the following steps: Step s0): activating the coolant electric heater (220); Step s1): operating the heat pump assembly (1) in an optional first startup phase s2) and a non-optional second startup phase s3), wherein: Step s2): in the first start-up phase, the heat pump assembly (1) is operated for a first time period (Δt1), during which the heat from the coolant circuit (200) evaporates the refrigerant at a lower pressure level in the cooler (80), the refrigerant compressed in the compressor (10) condenses at a higher pressure level in the cabin condenser (20) and dissipates heat to the air supplied to the vehicle cabin, and the liquid refrigerant is supplied again to the cooler expansion valve (70) via the valve unit (110) and the outdoor heat exchanger (40); and Step s3): In the second startup phase, the bypass shut-off valve (90) in the bypass passage (100) is opened and the first refrigerant outlet (112) is closed at the same time, and the connection between the first refrigerant inlet (111) and the second refrigerant outlet (114) is released through the valve unit (110), thereby reducing the pressure in the outdoor heat exchanger (40) in the second time period (Δt2).

2. The method for starting the thermal management system of an electric vehicle according to claim 1, characterized in that: When the ambient temperature is > -20°C, the first startup phase is omitted by setting the first time period (Δt1) to zero.

3. The method for starting the thermal management system of an electric vehicle according to claim 1 or 2, characterized in that: In step s2) and in the first part of the time period (Δt 21 ) in which the compressor (10) operates in a lower speed range.

4. The method for starting a thermal management system of an electric vehicle according to any one of claims 1 to 3, characterized in that: In step s3) the second part of the time period (Δt 22 ) in which the compressor (10) operates in a medium speed range.

5. The method for starting a thermal management system of an electric vehicle according to any one of claims 1 to 4, characterized in that: The second time period (Δt2) is determined by the pressure in the outdoor heat exchanger (40) having been adjusted to the suction pressure of the compressor (10).

6. The method for starting a thermal management system of an electric vehicle according to any one of claims 1 to 5, characterized in that: The bypass shut-off valve (90) is in the third partial time period (Δt 23 ) part, and then in the fourth part of the time period (Δt 24 ) fully open.

7. The method for starting a thermal management system of an electric vehicle according to any one of claims 1 to 6, characterized in that: After the first startup phase and / or the second startup phase is completed, the process shifts to a heating phase, in which the heat from the coolant circuit (200) causes the refrigerant at a lower pressure level in the cooler (80) to evaporate, the refrigerant compressed in the compressor (10) to condense at a higher pressure level in the cabin condenser (20) while dissipating heat to the vehicle cabin, and the liquid refrigerant is returned to the cooler expansion valve (70) through the valve unit (110).

8. The method for starting the thermal management system of an electric vehicle according to claim 7, characterized in that: During the heating phase, the bypass shut-off valve (90) is also opened and the refrigerant mass flow from the first refrigerant outlet (112) through the valve unit (110) is adjusted so that the outdoor heat exchanger outlet (42) on the refrigerant side obtains the desired superheating of the refrigerant after the outdoor heat exchanger (40), whereby ambient heat is coupled to the cabin condenser (20) via the outdoor heat exchanger (40) and the compressor (10).

9. The method for starting the thermal management system of an electric vehicle according to claim 7 or 8, characterized in that: The compressor (10) operates at a higher speed range during the heating phase.

10. A thermal management system for an electric vehicle, used to execute the startup method of the thermal management system for an electric vehicle according to any one of claims 1 to 9, the thermal management system comprising: A battery (210), a coolant electric heater (220), a heat pump assembly (1) and a controller (400), wherein the heat pump assembly (1) comprises a compressor (10), a cabin condenser (20), an outdoor heat exchanger (40), a cooler expansion valve (70), a cooler (80), a valve unit (110) and a bypass passage (100), wherein the compressor comprises a compressor inlet (11) on the refrigerant side and a compressor outlet (12) on the refrigerant side, the cabin condenser comprises a condenser inlet (21) on the refrigerant side and a condenser outlet (22) on the refrigerant side, the outdoor heat exchanger comprises an outdoor heat exchanger inlet (41) on the refrigerant side and an outdoor heat exchanger outlet (42) on the refrigerant side, the cooler comprises a cooler inlet (81) on the refrigerant side and a cooler outlet (82) on the refrigerant side, and the bypass passage comprises a bypass shutoff valve (90) located between the outdoor heat exchanger outlet (42) and the compressor inlet (11). The valve unit (110) has a first refrigerant inlet (111) connected to the condenser outlet (22), a first refrigerant outlet (112) connected to the outdoor heat exchanger inlet (41), a second refrigerant inlet (113) connected to the outdoor heat exchanger outlet (42), and a second refrigerant outlet (114) connected to the cooler expansion valve (70). wherein the coolant electric heater (220) is integrated into the coolant circuit (200) between the battery (210) and the cooler (80), and The controller (400) is configured to operate the thermal management system in an optional first startup phase, a non-optional second startup phase, and a heating phase.

11. The thermal management system according to claim 10, characterized in that: The valve unit (110) has a refrigerant collector (4) on the high-pressure side, the refrigerant collector having a refrigerant collector inlet (5) and a refrigerant collector outlet (6), The valve unit (110) connects the refrigerant collector inlet (5) to the condenser outlet (22) on the refrigerant side via the first refrigerant inlet (111), or connects the refrigerant collector inlet (5) to the outdoor heat exchanger outlet (42) via the second refrigerant inlet (113), and The valve unit (110) connects the refrigerant collector outlet (6) with the second refrigerant outlet (114).

12. The thermal management system according to claim 10, characterized in that: The heat pump assembly (1) has a refrigerant collector (4) on the low-pressure side, the refrigerant collector having a refrigerant collector inlet (5) and a refrigerant collector outlet (6), The refrigerant collector outlet (6) is connected to the compressor inlet (11), and The refrigerant collector inlet (5) is connected to the cooler outlet (82) and the bypass shut-off valve (90).

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