A vehicle thermal management system and a vehicle

Abstract

This application provides a vehicle thermal management system and a vehicle, including a coolant circuit and a refrigerant circuit. The coolant circuit includes an electrically driven heat exchange circuit with an electric drive device and a heat exchange device connected in series. The refrigerant circuit includes a refrigerant-driven circulation circuit, a first heat exchange circuit outside the driver's cabin, an air conditioning heat exchange circuit inside the driver's cabin, and a flow path switching assembly. The refrigerant-driven circulation circuit includes a compressor and a heat exchange device connected in series. The first heat exchange circuit outside the driver's cabin includes a condenser outside the driver's cabin and a first expansion valve connected in series. The air conditioning heat exchange circuit inside the driver's cabin includes a battery pack and a driver's cabin air conditioning unit connected in parallel. The battery pack and the driver's cabin air conditioning unit are respectively connected to the first expansion valve. The first heat exchange pipe outside the driver's cabin and the air conditioning heat exchange circuit inside the driver's cabin are both connected to the refrigerant-driven circuit through the flow path switching assembly. This application eliminates components such as battery coolant pipes and battery water pumps, and utilizes the waste heat of the electric drive device to simultaneously heat the battery pack and the driver's cabin, saving energy consumption.

Description

Technical Field

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

[0002] Existing thermal management systems for new energy vehicles typically include a motor heat exchange circuit, a battery circulation circuit, an in-cabin air conditioning heat exchange circuit, and an external heat exchange circuit. Because these circuits operate independently, the piping layout is complex, and the battery heat exchange circuit, which usually contains a large number of cooling water pipes and pumps, occupies considerable space and increases energy consumption.

[0003] Therefore, developing a compact and energy-saving thermal management system is of great significance to the development of new energy vehicles. Summary of the Invention

[0004] This application provides a vehicle thermal management system and a vehicle that are compact and energy-saving.

[0005] Specifically, this application is implemented through the following technical solution:

[0006] This application provides a vehicle thermal management system, including:

[0007] Coolant circuit and refrigerant circuit;

[0008] The coolant circuit includes an electric drive heat exchange circuit in which an electric drive device and a heat exchange device are connected in series.

[0009] The refrigerant circuit includes a refrigerant drive circulation circuit, a first heat exchange circuit outside the cockpit, an air conditioning heat exchange circuit inside the cockpit, and a flow path switching component.

[0010] The refrigerant-driven circulation loop includes a compressor and the heat exchange device connected in series; the first heat exchange loop outside the cockpit includes a condenser and a first expansion valve connected in series; the air conditioning heat exchange loop inside the cockpit includes a battery pack and a cockpit air conditioning unit connected in parallel, the battery pack and the cockpit air conditioning unit being respectively connected to the first expansion valve; the first heat exchange pipeline outside the cockpit and the air conditioning heat exchange loop inside the cockpit are both connected to the refrigerant-driven loop through the flow path switching component.

[0011] Optionally, the flow path switching component includes a first port and a second port;

[0012] The air conditioning heat exchange circuit in the cockpit includes an air conditioning refrigerant inlet branch connecting the battery pack and the first port, and an air conditioning refrigerant outlet branch connecting the battery pack and the second port; the air conditioning refrigerant inlet branch and the air conditioning refrigerant outlet branch are located on the same side of the battery pack and are both connected to the cockpit air conditioning unit.

[0013] Optionally, the cockpit air conditioning heat exchange circuit further includes a first refrigerant circulation branch connecting the battery pack and the first expansion valve, and a second refrigerant circulation branch connecting the cockpit air conditioning unit and the first expansion valve;

[0014] Both the first refrigerant flow branch and the second refrigerant flow branch are equipped with a second expansion valve;

[0015] The valve port diameter of the second expansion valve is not less than one-third of the pipe diameter, and the valve port opening of the second expansion valve is adjustable.

[0016] Optionally, the cockpit air conditioning unit includes an evaporator and a built-in condenser arranged in parallel; the evaporator is located on the side of the cockpit air conditioning unit closer to the battery pack;

[0017] And / or, the cockpit air conditioning unit is disposed adjacent to the battery pack, and the cockpit air conditioning unit further includes a PTC heater.

[0018] Optionally, the flow path switching component further includes a third port and a fourth port;

[0019] The first heat exchange circuit outside the cockpit includes an inlet refrigerant heat exchange branch connecting the outside cockpit condenser and the third port, and an outlet refrigerant heat exchange branch connecting the outside cockpit condenser and the fourth port.

[0020] The refrigerant inlet heat exchange branch and the refrigerant outlet heat exchange branch are located on the same side of the external condenser of the cockpit, and the refrigerant outlet heat exchange branch is equipped with a one-way shut-off valve.

[0021] Optionally, the valve port diameter of the first expansion valve is not less than one-third of the pipeline diameter, and the valve port opening of the first expansion valve is adjustable.

[0022] Optionally, the flow path switching component further includes a fifth port and a sixth port;

[0023] The refrigerant-driven circulation loop includes an inlet refrigerant circulation branch connecting the fifth port and the heat exchange device, and an outlet refrigerant circulation branch connecting the heat exchange device and the sixth port; the outlet refrigerant circulation branch is equipped with the compressor.

[0024] The fifth port may be selectively connected to the second port and the fourth port; the sixth port may be selectively connected to the first port and the third port.

[0025] Optionally, the refrigerant drive circulation loop further includes a temperature and pressure sensor disposed in the refrigerant outlet circulation branch and connected in series with the compressor; the vehicle thermal management system further includes a controller;

[0026] The temperature and pressure sensor, the first expansion valve, and the second expansion valve are all connected to the controller.

[0027] Optionally, the coolant circuit further includes a second external heat exchange circuit with an external radiator; the second external heat exchange circuit is connected to the electric drive heat exchange circuit via a four-way valve;

[0028] The four-way valve includes a first valve port, a second valve port, a third valve port, and a fourth valve port;

[0029] The inlet of the cockpit radiator is connected to the first valve port; the outlet of the cockpit radiator is connected to the third valve port; the coolant outlet of the electric drive unit is connected to the second valve port; and the heat exchange unit is connected to the fourth valve port.

[0030] The second valve port can be selectively connected to the first valve port and the fourth valve port.

[0031] This application also provides a vehicle, including: the vehicle thermal management system described in any of the preceding claims.

[0032] The technical solution provided in this application can achieve the following beneficial effects:

[0033] This application provides a vehicle thermal management system and a vehicle. The vehicle thermal management system connects the battery pack and the cabin air conditioning unit in parallel within the cabin air conditioning heat exchange circuit. Then, a refrigerant-driven circulation circuit exchanges heat with an electric-driven heat exchange circuit via a heat exchange device, before flowing into the cabin air conditioning heat exchange circuit through a flow path switching component. This allows the waste heat from the electric drive unit to simultaneously heat the battery pack and the cabin, eliminating components such as battery cooling water pipes and battery water pumps, resulting in a more compact circuit system structure and energy savings. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the structure of a vehicle thermal management system shown in an exemplary embodiment of this application.

[0035] Reference numerals: 10. Electric drive unit; 11. Heat exchanger; 12. Flow path switching assembly; a. First port; b. Second port; c. Third port; d. Fourth port; e. Fifth port; f. Sixth port; 13. Compressor; 14. External condenser in the cockpit; 15. First expansion valve; 16. Battery pack; 17. Cockpit air conditioning unit; 171. Evaporator; 172. Internal condenser; 173. PTC heater; 18. Second expansion valve; 19. One-way shut-off valve; 20. Temperature and pressure sensor; 21. External radiator in the cockpit; 22. Four-way valve; g. First valve port; h. Second valve port; i. Third valve port; j. Fourth valve port; 23. Low-pressure fan; 24. Pressure sensor; 25. Gas-liquid separator; 26. Water pump; 100. Vehicle thermal management system;

[0036] L1, Electric drive heat exchange circuit; L1-1, Coolant inlet heat exchange line; L1-2, Coolant outlet heat exchange line; L2, Refrigerant drive circulation circuit; L2-1, Refrigerant inlet circulation branch; L2-2, Refrigerant outlet circulation branch; L3, First heat exchange line outside the cockpit; L3-1, Refrigerant inlet heat exchange branch; L3-2, Refrigerant outlet heat exchange branch; L4, Air conditioning heat exchange circuit inside the cockpit; L4-1, Air conditioning refrigerant inlet branch; L4-2, Air conditioning refrigerant outlet branch; L4-3, First refrigerant circulation branch; L4-4, Second refrigerant circulation branch; L5, Second heat exchange line outside the cockpit. Detailed Implementation

[0037] The technical solution of this application will now be described in detail with reference to the accompanying drawings.

[0038] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0039] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movements between components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0040] Please see Figure 1This application provides a vehicle thermal management system 100, including a coolant circuit and a refrigerant circuit. The coolant circuit includes an electrically driven heat exchange circuit L1 with an electric drive device 10 and a heat exchange device 11 connected in series. The refrigerant circuit includes a refrigerant driven circulation circuit L2, a first heat exchange circuit outside the driver's cabin L3, an air conditioning heat exchange circuit inside the driver's cabin L4, and a flow path switching assembly 12. The refrigerant driven circulation circuit L2 includes a compressor 13 and the heat exchange device 11 connected in series. The first heat exchange circuit outside the driver's cabin L3 includes a condenser 14 and a first expansion valve 15 connected in series. The air conditioning heat exchange circuit inside the driver's cabin L4 includes a battery pack 16 and a driver's cabin air conditioning unit 17 connected in parallel. The battery pack 16 and the driver's cabin air conditioning unit 17 are respectively connected to the first expansion valve 15. The first heat exchange circuit outside the driver's cabin L3 and the air conditioning heat exchange circuit inside the driver's cabin L4 are both connected to the refrigerant driven circuit L2 through the flow path switching assembly 12.

[0041] For example, the heat exchange device 11 typically has a refrigerant heat exchange side and a coolant heat exchange side. The electric drive heat exchange circuit L1 is connected to the coolant heat exchange side, and the refrigerant drive circulation circuit L2 is connected to the refrigerant heat exchange side. When the electric drive device 10 generates waste heat during operation, the coolant in the electric drive heat exchange circuit L1 can carry the heat of this waste heat and flow through the coolant heat exchange side of the heat exchange device 11, exchanging heat with the refrigerant flowing through the refrigerant heat exchange side of the refrigerant drive circulation circuit L2.

[0042] The vehicle thermal management system 100 provided in this application eliminates multiple battery cooling water pipes and battery water pumps found in traditional battery circulation loops. By placing the battery pack 16 in the cabin air conditioning heat exchange loop L4 and connecting it in parallel with the cabin air conditioning unit 17, a compact structure and weight reduction are achieved. Then, after heat exchange between the refrigerant-driven circulation loop L2 and the electric-driven heat exchange loop L1, the refrigerant flows into the cabin air conditioning heat exchange loop L4 through the flow path switching component 12. The waste heat from the electric drive unit 10 is used to simultaneously heat the battery pack 16 and the cabin, saving energy.

[0043] It should be noted that the refrigerant can be Freon or propylene glycol, but is not limited to these. Coolant includes, but is not limited to, a mixture of water and ethylene glycol.

[0044] In one embodiment, the electric drive heat exchange circuit L1 further includes a water pump 26 and / or a temperature and pressure sensor 20 disposed between the electric drive device 10 and the heat exchange device 11 to facilitate the delivery of coolant and / or the detection of the temperature and pressure of the coolant.

[0045] Please continue reading. Figure 1In one embodiment, the flow path switching component 12 includes a first port a and a second port b. The cockpit air conditioning heat exchange circuit L4 includes an air conditioning refrigerant inlet branch L4-1 connecting the battery pack 16 and the first port a, and an air conditioning refrigerant outlet branch L4-2 connecting the battery pack 16 and the second port b. The air conditioning refrigerant inlet branch L4-1 and the air conditioning refrigerant outlet branch L4-2 are located on the same side of the battery pack 16 and are both connected to the cockpit air conditioning unit 17. This simplifies the piping arrangement of the battery pack and the cockpit air conditioning unit, making the layout more compact. For example, one end of the air conditioning refrigerant inlet branch L4-1 is connected to the first port a of the flow path switching component 12, and after the air conditioning refrigerant outlet branch L4-2 is connected to the second port b of the flow path switching component 12, the air conditioning refrigerant inlet branch L4-1 and the air conditioning refrigerant outlet branch L4-2 can be merged into a main pipeline connected to the battery pack. In addition, the cockpit air conditioning unit 17 is also connected to the main pipeline, that is, the battery pack 16 and the cockpit air conditioning unit 17 are connected to the air conditioning refrigerant inlet branch L4-1 or the air conditioning refrigerant outlet branch L4-2 through the main pipeline to achieve the purpose of simultaneous cooling and simultaneous heating.

[0046] In one embodiment, the cockpit air conditioning heat exchange circuit L4 further includes a first refrigerant flow branch L4-3 connecting the battery pack 16 and the first expansion valve 15, and a second refrigerant flow branch L4-4 connecting the cockpit air conditioning unit 17 and the first expansion valve 15. Both the first refrigerant flow branch L4-3 and the second refrigerant flow branch L4-4 are equipped with a second expansion valve 18. The valve port diameter of the second expansion valve 18 is not less than one-third of the pipe diameter, and the valve port opening of the second expansion valve 18 is adjustable.

[0047] With adjustable second expansion valves 18 installed in both the first refrigerant circulation branch L4-3 and the second refrigerant circulation branch L4-4, the vehicle thermal management system 100 activates a first working mode for heating both the battery pack 16 and the cabin in winter. The refrigerant in the refrigerant drive circulation loop L2 exchanges heat with the coolant in the electric drive heat exchange loop L1, and is then compressed into high-temperature and high-pressure refrigerant by the compressor 13. It then flows into the cabin air conditioning heat exchange loop L4 through the first port a of the flow path switching component 12. After heat exchange between the battery pack 16 and the cabin air conditioning unit 17, it becomes medium-temperature and medium-pressure refrigerant. At this time, the valve opening of the second expansion valve 18 can be adjusted to a larger size to act as a pipeline, transmitting the medium-temperature and medium-pressure refrigerant to the first expansion valve 15 for throttling. It then achieves low-temperature evaporation in the cabin external condenser 14, becoming low-temperature and low-pressure refrigerant. It then flows back to the compressor through the flow path switching component 12, and further exchanges heat with the coolant in the electric drive heat exchange loop L1 through the heat exchange device 11. In summer, when the vehicle thermal management system 100 activates the second working mode for cooling both the battery pack 16 and the cabin, the refrigerant in the refrigerant-driven circulation loop L2 exchanges heat with the coolant in the electric drive heat exchange loop L1. After being compressed into high-temperature and high-pressure refrigerant by the compressor 13, it flows through the flow path switching component 12 into the cabin external condenser 14 in the first heat exchange loop L3 for heat dissipation. At this time, the opening of the second expansion valve 18 can be adjusted to a smaller value to reduce pressure by throttling. The refrigerant then evaporates through the battery pack 16 and the cabin air conditioning unit 17 to achieve cooling. Finally, it flows back to the refrigerant-driven circulation loop L2 through the second port b of the flow path switching component 12.

[0048] It should be noted that the second expansion valve 18 is usually a large-diameter electronic expansion valve, which has a larger diameter than ordinary electronic expansion valves, in order to meet the refrigerant reversal requirements of the air conditioning heat exchange circuit L4 in the cockpit.

[0049] In one embodiment, the cockpit air conditioning unit 17 includes an evaporator 171 and a built-in condenser 172 arranged in parallel. The evaporator 171 is located on the side of the cockpit air conditioning unit 17 closest to the battery pack 16. The cockpit air conditioning unit 17 is mainly responsible for regulating the temperature inside the cockpit to meet the comfort needs of passengers. When the vehicle thermal management system 100 activates the second operating mode for joint cooling of the battery pack 16 and the cockpit, the evaporator 171 in the cockpit air conditioning unit 17 can absorb a large amount of heat from the environment while evaporating the refrigerant, thus cooling the cockpit. At the same time, it can also further remove heat from the battery pack 16 to achieve the purpose of cooling.

[0050] In one embodiment, the cockpit air conditioning unit 17 is disposed adjacent to the battery pack 16, and the cockpit air conditioning unit 17 further includes a PTC heater 173. Therefore, when the residual heat generated during the operation of the electric drive unit 10 is insufficient, auxiliary heating can be further provided by the PTC heater to simultaneously heat the battery pack 16 and the cockpit.

[0051] In one embodiment, the flow path switching component 12 further includes a third port c and a fourth port d. The first heat exchange circuit L3 outside the cockpit includes an inlet refrigerant heat exchange branch L3-1 connecting the external condenser 14 and the third port c, and an outlet refrigerant heat exchange branch L3-2 connecting the external condenser 14 and the fourth port d. The inlet refrigerant heat exchange branch L3-1 and the outlet refrigerant heat exchange branch L3-2 are located on the same side of the external condenser 14, and the outlet refrigerant heat exchange branch L3-2 is equipped with a one-way shut-off valve 19. Thus, in winter conditions, when the vehicle thermal management system 100 activates a first operating mode that heats both the battery pack 16 and the cockpit, the one-way shut-off valve 19 can be opened to allow the refrigerant to flow back into the heat exchange device 11 through the outlet refrigerant heat exchange branch L3-2 and the fourth port d, thereby controlling the flow direction of the refrigerant.

[0052] In one embodiment, a low-pressure fan 23 is also provided near the external condenser 14 of the cockpit. After the low-pressure fan 23 is started, it can accelerate the airflow and help the external condenser 14 of the cockpit work more effectively. In one embodiment, the refrigerant heat exchange branch L3-1 is also provided with a pressure sensor 24. The working intensity of the low-pressure fan 23 can be controlled by the pressure signal in the refrigerant heat exchange branch L3-1 detected by the pressure sensor 24.

[0053] In one embodiment, the orifice diameter of the first expansion valve 15 is not less than one-third of the pipe diameter, and the opening degree of the first expansion valve 15 is adjustable. In winter conditions, when the vehicle thermal management system 100 activates a first operating mode that heats both the battery pack 16 and the passenger compartment, the opening degree of the first expansion valve 15 can be adjusted to decrease to achieve a throttling effect. In summer conditions, when the vehicle thermal management system 100 activates a second operating mode that cools both the battery pack 16 and the passenger compartment, the opening degree of the first expansion valve 15 can be adjusted to increase to function as a pipeline for transmitting refrigerant.

[0054] It should be noted that the first expansion valve 15 is usually a large-diameter electronic expansion valve, which has a larger diameter than ordinary electronic expansion valves, in order to meet the refrigerant reversal requirements of the first heat exchange circuit L3 outside the cockpit.

[0055] In one embodiment, the flow path switching component 12 further includes a fifth port e and a sixth port f. The refrigerant drive circulation loop L2 includes an inlet refrigerant circulation branch L2-1 connecting the fifth port e and the heat exchange device 11, and an outlet refrigerant circulation branch L2-2 connecting the heat exchange device 11 and the sixth port f; the outlet refrigerant circulation branch L2-2 is equipped with the compressor 13. The fifth port e can be selectively connected to the second port b and the fourth port d; the sixth port f can be selectively connected to the first port a and the third port c. Thus, in winter conditions, when the vehicle thermal management system 100 starts the first working mode for heating both the battery pack 16 and the passenger compartment, it can control the sixth port f to connect to the first port a and control the fifth port e to connect to the fourth port d. The high-temperature, high-pressure refrigerant compressed by the compressor 13 heats the battery pack 16 and the passenger compartment sequentially through the sixth port f and the first port a, and then flows back to the heat exchange device 11 sequentially through the fourth port d and the fifth port e for heat exchange. In summer, when the vehicle thermal management system 100 activates the second working mode for cooling both the battery pack 16 and the passenger compartment, it can control the sixth port f to connect with the third port c and the fifth port e to connect with the second port b. This allows the high-temperature, high-pressure refrigerant compressed by the compressor 13 to flow sequentially through the sixth port f and the third port c into the passenger compartment external condenser 14 in the first heat exchange circuit L3 outside the passenger compartment for heat dissipation, and then cool the battery pack 16 and the passenger compartment. Finally, the refrigerant flows sequentially through the second port b and the fifth port e back to the heat exchange device 11 for heat exchange.

[0056] It should be noted that the flow path switching component 12 can be a six-way valve or a valve island formed by the combination of multiple loops and multiple valves.

[0057] In one embodiment, the refrigerant drive circulation loop L2 further includes a temperature and pressure sensor 20 disposed in the refrigerant outlet circulation branch L2-2 and connected in series with the compressor 13; the vehicle thermal management system 100 also includes a controller (not shown in the figure). The temperature and pressure sensor 20, the first expansion valve 15, and the second expansion valve 18 are all connected to the controller. For example, after the controller obtains that the vehicle thermal management system 100 needs to execute a first operating mode for heating both the battery pack 16 and the passenger compartment, it can calculate the superheat data of the refrigerant in real time based on the temperature and pressure data of the refrigerant in the pipeline detected by the temperature and pressure sensor 20. Based on the superheat data, it controls the opening of the first expansion valve 15 to decrease to achieve a throttling effect, and controls the opening of the second expansion valve 18 to increase to achieve a pipeline delivery effect, so that the vehicle thermal management system 100 can smoothly execute the first operating mode.

[0058] In one embodiment, a temperature and pressure sensor 20 is connected in series between the first expansion valve 15 and the second expansion valve 18 to more accurately control the opening degree of the first expansion valve 15 and the second expansion valve 18.

[0059] In one embodiment, the refrigerant drive circulation loop L2 further includes a gas-liquid separator 25 disposed in the refrigerant outlet circulation branch L2-2 and connected in series with the compressor 13. The gas-liquid separator 25 is disposed on the inlet side of the compressor 13 to separate the liquid in the refrigerant and prevent liquid slugging, which would affect the operation of the compressor 13.

[0060] In one embodiment, the coolant circuit further includes a second external heat exchange circuit L5 for the cockpit, equipped with an external radiator 21. The second external heat exchange circuit L5 is connected to the electric drive heat exchange circuit L1 via a four-way valve 22. The four-way valve 22 includes a first valve port g, a second valve port h, a third valve port i, and a fourth valve port j. The inlet of the external radiator 21 is connected to the first valve port g; the outlet of the external radiator 21 is connected to the third valve port i; the coolant outlet of the electric drive unit 10 is connected to the second valve port h; and the heat exchange unit 11 is connected to the fourth valve port j. The second valve port h can selectively connect to both the first valve port i and the fourth valve port j. Thus, when the battery pack 16 and the cockpit need to utilize the waste heat from the electric drive unit 10 for heating, the second valve port h and the fourth valve port j are connected, allowing the coolant carrying waste heat to flow sequentially through the second valve port h and the fourth valve port j to the heat exchange unit 11 for heat exchange. When the battery pack 16 and the cockpit do not need to use the waste heat of the electric drive unit 10 for heating, the second valve port h and the first valve port g are connected. At this time, the coolant carrying the waste heat flows through the second valve port h and the first valve port g in sequence to the cockpit radiator 21 for heat dissipation so as to transfer the heat to the outside environment.

[0061] This application also provides a vehicle including the vehicle thermal management system 100 described in any of the preceding claims.

[0062] It should be noted that the technical solutions or features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all 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.

Claims

1. A vehicle thermal management system, characterized in that, include: Coolant circuit and refrigerant circuit; The coolant circuit includes an electric drive heat exchange circuit in which an electric drive device and a heat exchange device are connected in series. The refrigerant circuit includes a refrigerant drive circulation circuit, a first heat exchange circuit outside the cockpit, an air conditioning heat exchange circuit inside the cockpit, and a flow path switching component. The refrigerant-driven circulation loop includes a compressor and the heat exchange device connected in series; the first heat exchange loop outside the cockpit includes a condenser and a first expansion valve connected in series; the air conditioning heat exchange loop inside the cockpit includes a battery pack and a cockpit air conditioning unit connected in parallel, the battery pack and the cockpit air conditioning unit being respectively connected to the first expansion valve; the first heat exchange pipeline outside the cockpit and the air conditioning heat exchange loop inside the cockpit are both connected to the refrigerant-driven loop through the flow path switching component.

2. The vehicle thermal management system according to claim 1, characterized in that: The flow path switching component includes a first port and a second port; The air conditioning heat exchange circuit in the cockpit includes an air conditioning refrigerant inlet branch connecting the battery pack and the first port, and an air conditioning refrigerant outlet branch connecting the battery pack and the second port; the air conditioning refrigerant inlet branch and the air conditioning refrigerant outlet branch are located on the same side of the battery pack and are both connected to the cockpit air conditioning unit.

3. The vehicle thermal management system according to claim 2, characterized in that: The cockpit air conditioning heat exchange circuit also includes a first refrigerant circulation branch connecting the battery pack and the first expansion valve, and a second refrigerant circulation branch connecting the cockpit air conditioning unit and the first expansion valve. Both the first refrigerant flow branch and the second refrigerant flow branch are equipped with a second expansion valve; The valve port diameter of the second expansion valve is not less than one-third of the pipe diameter, and the valve port opening of the second expansion valve is adjustable.

4. The vehicle thermal management system according to claim 3, characterized in that: The cockpit air conditioning unit is disposed adjacent to the battery pack; the cockpit air conditioning unit includes an evaporator and a built-in condenser arranged in parallel; the evaporator is located on the side of the cockpit air conditioning unit closer to the battery pack; And / or, the cockpit air conditioning unit is disposed adjacent to the battery pack; the cockpit air conditioning unit also includes a PTC heater.

5. The vehicle thermal management system according to claim 3, characterized in that: The flow path switching component also includes a third port and a fourth port; The first heat exchange circuit outside the cockpit includes an inlet refrigerant heat exchange branch connecting the outside cockpit condenser and the third port, and an outlet refrigerant heat exchange branch connecting the outside cockpit condenser and the fourth port. The refrigerant inlet heat exchange branch and the refrigerant outlet heat exchange branch are located on the same side of the external condenser of the cockpit, and the refrigerant outlet heat exchange branch is equipped with a one-way shut-off valve.

6. The vehicle thermal management system according to claim 5, characterized in that: The valve port diameter of the first expansion valve is not less than one-third of the pipe diameter, and the valve port opening of the first expansion valve is adjustable.

7. The vehicle thermal management system according to claim 6, characterized in that: The flow path switching component also includes a fifth port and a sixth port; The refrigerant-driven circulation loop includes an inlet refrigerant circulation branch connecting the fifth port and the heat exchange device, and an outlet refrigerant circulation branch connecting the heat exchange device and the sixth port; the outlet refrigerant circulation branch is equipped with the compressor. The fifth port may be selectively connected to the second port and the fourth port; the sixth port may be selectively connected to the first port and the third port.

8. The vehicle thermal management system according to claim 7, characterized in that: The refrigerant drive circulation loop also includes a temperature and pressure sensor disposed in the refrigerant outlet circulation branch and connected in series with the compressor; the vehicle thermal management system also includes a controller. The temperature and pressure sensor, the first expansion valve, and the second expansion valve are all connected to the controller.

9. The vehicle thermal management system according to any one of claims 1 to 8, characterized in that: The coolant circuit also includes a second external heat exchange circuit with an external radiator for the cockpit; the second external heat exchange circuit is connected to the electric drive heat exchange circuit via a four-way valve. The four-way valve includes a first valve port, a second valve port, a third valve port, and a fourth valve port; The inlet of the cockpit radiator is connected to the first valve port; the outlet of the cockpit radiator is connected to the third valve port; the coolant outlet of the electric drive unit is connected to the second valve port; and the heat exchange unit is connected to the fourth valve port. The second valve port can be selectively connected to the first valve port and the fourth valve port.

10. A vehicle, characterized in that, include: The vehicle thermal management system as described in any one of claims 1 to 9.

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