Thermal management system and vehicle with same

Abstract

The invention discloses a thermal management system and a vehicle with the thermal management system, and the thermal management system comprises a first heat exchange part which is suitable for heat exchange with a battery pack of the vehicle; the second heat exchange part is used for adjusting the temperature of the storage box; the first switching module is connected with the first heat exchange piece and the second heat exchange piece so that the first heat exchange piece and the second heat exchange piece can be connected in series or in parallel. According to the heat management system, the connection mode of the first heat exchange piece and the second heat exchange piece can be switched between series connection and parallel connection, the flowing mode of a refrigerant in the heat management system is effectively increased, and the heat management system can adapt to more application scenes.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and in particular to a thermal management system and a vehicle having the same. Background Art

[0002] To ensure the comfort of the passenger compartment during driving and charging, the safety of electrical equipment such as battery packs and motor and electronic control systems, and to ensure operation within a reasonable efficiency range, it is necessary to comprehensively manage the cold and heat sources in the passenger compartment, external environment, battery packs, motor and electronic control systems, and refrigeration systems at the vehicle level. The vehicle's thermal management system has been widely researched and applied.

[0003] The thermal management systems in related technologies are applicable to relatively few scenarios, and there is an urgent need to design a thermal management system that can adapt to more application scenarios. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a thermal management system, in which the connection mode of the first heat exchanger and the second heat exchanger can be switched between series connection and parallel connection, which effectively increases the flow mode of the refrigerant in the thermal management system, so that the thermal management system can adapt to more application scenarios.

[0005] The present application also proposes a vehicle comprising the thermal management system.

[0006] According to an embodiment of the present invention, the thermal management system includes: a first heat exchange element, which is suitable for heat exchange with a battery pack of a vehicle; a second heat exchange element, which is used to adjust the temperature of a storage box; and a first switching module, which is respectively connected to the first heat exchange element and the second heat exchange element so that the first heat exchange element and the second heat exchange element are connected in series or in parallel.

[0007] According to the thermal management system of an embodiment of the present invention, by setting a first switching module, the connection mode of the first heat exchange element and the second heat exchange element can be switched between series and parallel, which effectively increases the flow mode of the refrigerant in the thermal management system. The vehicle can choose different flow modes according to different usage scenarios, thereby improving the practicality of the thermal management system.

[0008] In some embodiments, the thermal management system also includes a compressor and a third heat exchange element suitable for exchanging heat with the outside, the compressor having an exhaust port and an intake port; the first switching module is respectively connected to the exhaust port, the intake port, the first end of the first heat exchange element and the first end of the second heat exchange element; the second end of the first heat exchange element is connected to the first end of the third heat exchange element; the second end of the second heat exchange element is switchably connected to the first end and the second end of the third heat exchange element; when the first heat exchange element and the second heat exchange element are connected in series, the third heat exchange element is connected in series between the first heat exchange element and the second heat exchange element.

[0009] In some embodiments, the thermal management system further includes a fourth heat exchange element for adjusting the cabin temperature, and two ends of the fourth heat exchange element are respectively connected to the exhaust port and the first switching module.

[0010] In some embodiments, the thermal management system also includes a second switching module, which is respectively connected to the compressor and the third heat exchanger, and the first switching module and the second switching module cooperate to switch to control the thermal management system to switch to the first mode or the second mode; in the first mode, the first heat exchanger and the second heat exchanger are connected in parallel, the inlet end of the third heat exchanger is respectively connected to the first heat exchanger and the second heat exchanger, and the outlet end of the third heat exchanger is connected to the intake port; in the second mode, the first heat exchanger and the second heat exchanger are connected in parallel, the inlet end of the third heat exchanger is connected to the exhaust port, and the outlet end of the third heat exchanger is respectively connected to the first heat exchanger and the second heat exchanger.

[0011] In some embodiments, the thermal management system also includes a common flow path, a first branch flow path and a second branch flow path, the common flow path is connected to the fourth heat exchange element, the first branch flow path is respectively connected to the common flow path and the first switching module, and the second branch flow path is respectively connected to the common flow path and the third heat exchange element; the second switching module includes a first control valve and a second control valve, the first control valve is used to open or close the first branch flow path, and the second control valve is used to open or close the second branch flow path.

[0012] In some embodiments, the first switching module is formed as a three-way valve, and the first switching module includes a first interface, a second interface and a third interface, the first interface is connected between the fourth heat exchange element and the first heat exchange element, the second interface is connected to one end of the second heat exchange element, and the third interface is connected to the air intake port.

[0013] In some embodiments, the thermal management system also includes a compressor, an external heat exchanger and an internal evaporator, the compressor having an exhaust port and an intake port, the external heat exchanger being connected to the exhaust port, the first end of the internal evaporator being connected to the external heat exchanger via a third throttling element, and the second end of the internal evaporator being connected to the intake port.

[0014] In some embodiments, the thermal management system also includes a heat regenerator, which is provided with a first flow path and a second flow path for mutual heat exchange, wherein the two ends of the first flow path are respectively connected to the external heat exchanger and the first throttling element, and the two ends of the second flow path are respectively connected to the second end of the internal evaporator and the air intake port.

[0015] In some embodiments, the regenerator is configured to have a gas-liquid separation function.

[0016] In some embodiments, a third regulating member with adjustable flow rate is connected in series between the second end of the in-vehicle evaporator and the air intake port.

[0017] The vehicle according to an embodiment of the present invention comprises: a vehicle body provided with a battery pack; a thermal management system, which is the thermal management system described in the above technical solution, the storage box is provided on the vehicle body, and the first heat exchange component exchanges heat with the battery pack.

[0018] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

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

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

[0021] Figure 2 is a schematic diagram of the flow of refrigerant in a thermal management system of some embodiments of the present invention under a first working condition;

[0022] Figure 3 is a schematic diagram of the flow of refrigerant in a thermal management system of some embodiments of the present invention under a second working condition;

[0023] Figure 4 is a schematic diagram of the flow of refrigerant in a thermal management system of some embodiments of the present invention under a third working condition;

[0024] Figure 5 is a schematic diagram of the flow of refrigerant in a thermal management system of some embodiments of the present invention under a fourth working condition;

[0025] Figure 6 is a schematic diagram of the flow of refrigerant in a thermal management system of some embodiments of the present invention under a fifth working condition;

[0026] Figure 7 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the present invention under the sixth working condition and the seventh working condition;

[0027] Figure 8 is a schematic diagram of the flow of refrigerant in a thermal management system of some embodiments of the present invention under an eighth working condition;

[0028] Fig. 9 is a schematic diagram of the flow of refrigerant in a thermal management system of some embodiments of the present invention under the ninth working condition and the tenth working condition;

[0029] Fig.10 is a schematic diagram of the flow of refrigerant in a thermal management system of some embodiments of the present invention under an eleventh working condition;

[0030] Fig.11 is a schematic diagram of the flow of refrigerant in a thermal management system of some embodiments of the present invention under a twelfth working condition;

[0031] Fig.12 is a schematic diagram of refrigerant flow in a thermal management system of some embodiments of the present invention under a thirteenth working condition and a fourteenth working condition;

[0032] Fig.13 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the present invention under the fifteenth working condition and the sixteenth working condition;

[0033] Fig.14 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the present invention under the seventeenth working condition and the eighteenth working condition;

[0034] Fig.15 is a schematic diagram of refrigerant flow in a thermal management system of some embodiments of the present invention under the nineteenth working condition and the twentieth working condition;

[0035] Fig.16 is a schematic structural diagram of a vehicle according to an embodiment of the present invention.

[0036] Reference numerals:

[0037] 1000. vehicle; 100. thermal management system; 200. vehicle body;

[0038] 11. compressor; 111. first pressure sensor; 112. first temperature sensor; 113. common flow path; 114. first branch flow path; 115. second branch flow path;

[0039] 12, first heat exchange member; 121, first switching module; 122, second switching module; 1221, first control valve; 1222, second control valve; 123, first throttling element; 124, second temperature sensor; 125, first temperature and pressure sensor; 126, first regulating member; 127, second solenoid valve;

[0040] 13. second heat exchange member; 131. second throttling element; 132. second temperature and pressure sensor; 133. second regulating member;

[0041] 14. third heat exchange element; 141. first one-way valve; 142. second one-way valve; 143. third one-way valve; 144. first solenoid valve;

[0042] 15. fourth heat exchange element; 151. air duct heater; 152. fourth solenoid valve;

[0043] 16. External heat exchanger; 161. First fan; 162. Third solenoid valve; 163. Fourth one-way valve;

[0044] 17. In-vehicle evaporator; 171. third throttling element; 172. third temperature and pressure sensor; 173. third regulating member;

[0045] 18. Regenerator;

[0046] 2. heat exchange module; 21. heat source flow channel; 22. radiator; 23. reversing assembly; 24. first pump body; 25. third temperature sensor; 26. water supply tank;

[0047] 3. Heat-generating components. DETAILED DESCRIPTION

[0048] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0049] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0050] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0051] Reference below Figure 1-Figure 16 A thermal management system 100 according to an embodiment of the present invention is described.

[0052] Reference Figure 1 According to an embodiment of the present invention, the thermal management system 100 includes: a first heat exchange element 12, a second heat exchange element 13 and a first switching module 121, wherein the first heat exchange element 12 is suitable for heat exchange with a battery pack of the vehicle 1000, the second heat exchange element 13 is used to adjust the temperature of a storage box of the vehicle 1000, and the first switching module 121 is respectively connected to the first heat exchange element 12 and the second heat exchange element 13 so that the first heat exchange element 12 and the second heat exchange element 13 are connected in series or in parallel.

[0053] That is to say, by providing the first switching module 121 , the connection mode between the first heat exchange element 12 and the second heat exchange element 13 can be switched between series connection and parallel connection.

[0054] When the first switching module 121 connects the first heat exchange element 12 and the second heat exchange element 13 in series, the refrigerant in the thermal management system 100 may have the following flow modes:

[0055] In the first method, the high-temperature refrigerant first passes through the first heat exchange element 12 to release heat therein, and then passes through the second heat exchange element 13 to release heat therein, so that the refrigerant first heats the battery pack and then heats the storage box.

[0056] The second type is that the high-temperature refrigerant first passes through the second heat exchange element 13, releases heat in the second heat exchange element 13, and then passes through the first heat exchange element 12, releases heat in the first heat exchange element 12, so that the refrigerant heats the storage box first and then heats the battery pack;

[0057] The third type is that the low-temperature refrigerant first passes through the first heat exchange element 12, absorbs heat in the first heat exchange element 12, and then passes through the second heat exchange element 13, absorbs heat in the second heat exchange element 13, so that the refrigerant first cools the battery pack and then cools the storage box;

[0058] In the fourth method, the low-temperature refrigerant first passes through the second heat exchange element 13, absorbs heat in the second heat exchange element 13, and then passes through the first heat exchange element 12, absorbs heat in the first heat exchange element 12, so that the refrigerant first cools the storage box and then cools the battery pack;

[0059] When a throttling element is provided between the first heat exchange element 12 and the second heat exchange element 13, the refrigerant in the thermal management system 100 may also have the following flow modes:

[0060] Fifth, the refrigerant flows through the first heat exchange element 12, releases heat in the first heat exchange element 12, is throttled by the throttling element between the first heat exchange element 12 and the second heat exchange element 13, and then enters the second heat exchange element 13, absorbs heat in the second heat exchange element 13, so that the thermal management system 100 can heat the battery pack and cool the storage box at the same time;

[0061] Sixth, the refrigerant flows through the second heat exchange element 13. After releasing heat in the second heat exchange element 13, it is throttled by the throttling element between the first heat exchange element 12 and the second heat exchange element 13, and then enters the first heat exchange element 12 to absorb heat in the first heat exchange element 12, so that the thermal management system 100 can heat the storage box and cool the battery pack at the same time.

[0062] When the first switching module 121 connects the first heat exchange element 12 and the second heat exchange element 13 in parallel, the refrigerant in the thermal management system 100 may have the following flow modes:

[0063] The seventh type is that the high-temperature refrigerant is split, with one part flowing to the first heat exchange element 12 to release heat there, and the other part flowing to the second heat exchange element 13 to release heat there, so that the thermal management system 100 can heat the battery pack and the storage box at the same time;

[0064] The eighth type is that the low-temperature refrigerant is split, with one part flowing to the first heat exchange element 12 and absorbing heat there, and the other part flowing to the second heat exchange element 13 and absorbing heat there, so that the thermal management system 100 can cool the battery pack and the storage box at the same time.

[0065] According to the thermal management system 100 of the embodiment of the present invention, by setting the first switching module 121, the connection mode of the first heat exchanger 12 and the second heat exchanger 13 can be switched between series and parallel, and when the first heat exchanger 12 and the second heat exchanger 13 are connected in series, the thermal management system 100 can have at least one of the first to sixth flow modes mentioned above; when the first heat exchanger 12 and the second heat exchanger 13 are connected in parallel, the thermal management system 100 can have at least one of the seventh and eighth flow modes mentioned above. Through the above technical solution, the flow modes of the refrigerant in the thermal management system 100 are effectively increased, and the vehicle 1000 can select different flow modes according to different usage scenarios, thereby improving the practicality of the thermal management system 100.

[0066] In some specific embodiments, the thermal management system 100 further includes: a third heat exchange element 14 adapted for the compressor 11 to exchange heat with the outside, and the compressor 11 has an exhaust port and an intake port.

[0067] The first switching module 121 is respectively connected to the exhaust port, the intake port, the first end of the first heat exchanger 12 and the first end of the second heat exchanger 13; the second end of the first heat exchanger 12 is connected to the first end of the third heat exchanger 14, and the second end of the second heat exchanger 13 is switched and connected to the first end and the second end of the third heat exchanger 14; when the first heat exchanger 12 and the second heat exchanger 13 are connected in series, the third heat exchanger 14 is connected in series between the first heat exchanger 12 and the second heat exchanger 13.

[0068] The first switching module 121 can be switched to the exhaust port connected to the first end of the first heat exchanger 12, and the air intake port connected to the first end of the second heat exchanger 13, the second end of the first heat exchanger 12 connected to the first end of the third heat exchanger 14, and the second end of the second heat exchanger 13 can be switched to connect to the second end of the third heat exchanger 14, thereby forming a refrigerant circulation loop. In this circulation loop, the compressor 11 discharges the compressed refrigerant through the exhaust port, and the refrigerant first flows to the first heat exchanger 12, then flows to the third heat exchanger 14, and then flows to the second heat exchanger 13, and then returns to the compressor 11 to continue compression and circulation. In the process of the refrigerant circulation, the refrigerant releases heat in the first heat exchanger 12 to heat the battery pack, and the refrigerant absorbs heat in the second heat exchanger 13 to cool the storage box.

[0069] Through the above technical solution, the thermal management system 100 can heat the battery pack and cool the storage box at the same time, which increases the applicable scenarios of the thermal management system 100.

[0070] It should be noted that the refrigerant can exchange heat in the third heat exchange element 14, or the refrigerant can just flow through the third heat exchange element 14. When the refrigerant absorbs heat in the third heat exchange element 14, the total heat of the refrigerant in the refrigerant circulation loop is increased, and the efficiency of the refrigerant releasing heat in the first heat exchange element 12 is increased, that is, the efficiency of the thermal management system 100 heating the battery pack is improved; when the refrigerant releases heat in the third heat exchange element 14, the temperature of the refrigerant entering the second heat exchange element 13 is reduced, and the heat absorption efficiency of the refrigerant in the second heat exchange element 13 is increased, that is, the efficiency of the thermal management system 100 cooling the storage box is improved. When the refrigerant just flows through the third heat exchange element 14, the pipes and components that can flow through in the thermal management system 100 are fully utilized, and there is no need to set up a pipe to specifically connect the second end of the first heat exchange element 12 and the second end of the second heat exchange element 13, which is conducive to the simplification of the thermal management system 100.

[0071] Specifically, the second end of the first heat exchanger 12 is provided with a first throttling element 123. After the high-temperature refrigerant discharged by the compressor 11 releases heat in the first heat exchanger 12, it is throttled by the first throttling element 123 to become a low-temperature refrigerant. The low-temperature refrigerant flows to the third heat exchanger 14, so that the refrigerant can absorb heat in the third heat exchanger 14. After passing through the third heat exchanger 14, the refrigerant flows to the second heat exchanger 13, absorbs heat in the second heat exchanger 13, and then returns to the compressor 11 to continue compression and circulation. In the process of the refrigerant circulation, the refrigerant releases heat in the first heat exchanger 12 to heat the battery pack, absorbs heat in the second heat exchanger 13 to cool the storage box, and also absorbs heat in the third heat exchanger 14 to improve the heating efficiency of the battery pack.

[0072] Furthermore, a second throttling element 131 is provided at the second end of the second heat exchanger 13. The high-temperature refrigerant discharged from the compressor 11 releases heat in the first heat exchanger 12 and flows to the third heat exchanger 14. After releasing heat in the third heat exchanger 14, it flows to the second throttling element 131. After throttling by the second throttling element 131, the refrigerant flows to the second heat exchanger 13, absorbs heat in the second heat exchanger 13, and then returns to the compressor 11 to continue compression and circulation. In the process of the refrigerant circulation, the refrigerant releases heat in the first heat exchanger 12 to heat the battery pack, absorbs heat in the second heat exchanger 13 to cool the storage box, and also releases heat in the third heat exchanger 14 to improve the cooling efficiency of the storage box.

[0073] In some embodiments, the thermal management system 100 also includes a first one-way valve 141 and a second one-way valve 142. The first one-way valve 141 is arranged between the first end of the third heat exchange element 14 and the first throttling element 123. The first one-way valve 141 can limit the flow direction of the refrigerant so that the refrigerant discharged from the second end of the first heat exchange element 12 flows to the third heat exchange element 14, preventing the refrigerant from flowing back and ensuring the flow efficiency of the refrigerant.

[0074] The second one-way valve 142 is arranged between the second end of the third heat exchanger 14 and the second throttling element 131. The second one-way valve 142 can limit the flow direction of the refrigerant so that the refrigerant discharged from the second end of the third heat exchanger 14 can flow smoothly to the second heat exchanger, preventing the refrigerant from flowing from the second end of the second heat exchanger 13 to the second end of the third heat exchanger 14, thereby ensuring the flow efficiency of the refrigerant.

[0075] The second end of the first heat exchange element 12 is connected between the first one-way valve 141 and the second one-way valve 142 , and the second end of the second heat exchange element 13 is also connected between the first one-way valve 141 and the second one-way valve 142 .

[0076] The second end of the third heat exchange element 14 is also connected to the air intake port through the first solenoid valve 144 , and one end of the first solenoid valve 144 away from the air intake port is connected between the second end of the third heat exchange element 14 and the second one-way valve 142 .

[0077] Through the above technical solution, the first switching module 121 can be switched to the point where the first end of the first heat exchanger 12 is connected to the first end of the second heat exchanger 13 and both are connected to the exhaust port. Under the action of the first one-way valve 141 and the second one-way valve 142, the second end of the first heat exchanger 12 and the second end of the second heat exchanger 13 are connected to the first end of the third heat exchanger 14. At this time, the first solenoid valve 144 is opened, so that the second end of the third heat exchanger 14 is connected to the air intake port to form a circulation loop. In this circulation loop, the first heat exchange element 12 is connected in parallel with the second heat exchange element 13. A part of the refrigerant discharged from the exhaust port flows to the first heat exchange element 12 and releases heat in the first heat exchange element 12, and the other part flows to the second heat exchange element 13 and releases heat in the second heat exchange element 13, so that the thermal management system 100 can heat the battery pack and the storage box at the same time. The refrigerant discharged from the first heat exchange element 12 is throttled by the first throttling element 123, and then can only flow to the first end of the third heat exchange element 14 under the action of the first check valve 141 and the second check valve 142. The refrigerant discharged from the second heat exchange element 13 is throttled by the second throttling element 131, and then can only flow to the first end of the third heat exchange element 14 under the action of the first check valve 141 and the second check valve 142, that is, the two parts of the refrigerant merge and flow to the third heat exchange element 14 through the first check valve 141. After the refrigerant absorbs heat in the third heat exchange element 14, it flows to the compressor 11 through the first solenoid valve 144 for circulation.

[0078] The first switching module 121 can also be switched to the exhaust port being connected to the first end of the first heat exchanger 12, and the intake port being connected to the first end of the second heat exchanger 13. Under the action of the first one-way valve 141 and the second one-way valve 142, the second end of the first heat exchanger 12 and the second end of the second heat exchanger 13 are both connected to the first end of the third heat exchanger 14. At this time, the first solenoid valve 144 is closed, and under the action of the second one-way valve 142, the second end of the third heat exchanger 14 is also connected to the second end of the second heat exchanger 13 to form a circulation loop. In this circulation loop, the first heat exchange element 12 is connected in series with the second heat exchange element 13. The refrigerant discharged from the exhaust port flows to the first heat exchange element 12, releases heat in the first heat exchange element 12, then flows to the third heat exchange element 14 through the first one-way valve 141, and then flows to the second one-way valve 142. After passing through the second one-way valve 142, the refrigerant flows to the second heat exchange element 13, absorbs heat in the second heat exchange element 13, and flows to the compressor 11 after passing through the second heat exchange element 13 to circulate. In this circulation loop, the thermal management system 100 can heat the battery pack while cooling the storage box. It should be noted that in this circulation loop, after the refrigerant passes through the second one-way valve 142, a small amount of refrigerant may flow to the first one-way valve 141 again, which can be ignored and does not affect the use of the thermal management system 100.

[0079] In some specific embodiments, a first pressure sensor 111 and a first temperature sensor 112 are connected in series to the exhaust port of the compressor 11. The first pressure sensor 111 and the first temperature sensor 112 are arranged close to the exhaust port. The first pressure sensor 111 and the first temperature sensor 112 can respectively detect the pressure and temperature of the refrigerant discharged from the compressor 11, and transmit the pressure and temperature signals to the thermal management system 100, so that the flow path pressure can be monitored in real time to prevent the thermal management system 100 from getting out of control.

[0080] A second temperature sensor 124 is connected in series to the second end of the first heat exchange element 12. The second temperature sensor 124 is arranged close to the second end of the first heat exchange element 12. The second temperature sensor 124 can detect the temperature of the refrigerant discharged from the second end of the first heat exchange element 12 and transmit the temperature signal to the thermal management system 100, so as to monitor the temperature of the flow path where the first heat exchange element 12 is located in real time to avoid the thermal management system 100 from getting out of control.

[0081] In some specific embodiments, the third heat exchanger 14 is suitable for absorbing the heat of the heat-generating component 3, which is a component that generates heat when the vehicle 1000 is working. For example, the heat-generating component 3 can be any one of the powertrain, the controller or the engine. Of course, it can be understood that the heat-generating component 3 is not limited to the above-mentioned ones, as long as it is a component that can generate heat during the operation of the vehicle 1000. The third heat exchanger 14 can absorb the waste heat generated by the heat-generating component 3, fully utilize the energy of the vehicle 1000, reduce energy loss, and can also improve the heat dissipation efficiency of the heat-generating component 3, reducing the risk of thermal runaway of the heat-generating component 3.

[0082] Specifically, the third heat exchanger 14 is configured as a plate heat exchanger, and is provided with a refrigerant flow path and a water cooling flow path for heat exchange with each other, and is further provided with a first end and a second end communicating with the refrigerant flow path, the first end of the third heat exchanger 14 is communicated with the second end of the first heat exchanger 12 and the second end of the second heat exchanger 13, and the second end of the third heat exchanger 14 is communicated with the second end of the second heat exchanger 13. The third heat exchanger 14 also includes a third end and a fourth end communicating with the water cooling flow path.

[0083] The thermal management system 100 further includes a heat exchange module 2, which absorbs the heat of the heat generating component 3 through a circulating heat exchange medium to improve the efficiency of absorbing the heat of the heat generating component 3. The heat exchange medium may be water or other liquids that can transport heat.

[0084] Specifically, the heat exchange module 2 includes: a heat source flow channel 21, a radiator 22 and a reversing assembly 23, wherein the heat source flow channel 21 passes through the heat-generating component 3 to absorb the heat generated by the heat-generating component 3, the third end of the third heat exchange element 14 is connected to the first end of the heat source flow channel 21, the fourth end of the third heat exchange element 14 is connected to the reversing assembly 23, the reversing assembly 23 is also respectively connected to the first end of the radiator 22 and the second end of the heat source flow channel 21, and the second end of the radiator 22 is connected to the second end of the heat source flow channel 21.

[0085] When the reversing assembly 23 connects the fourth end of the third heat exchange element 14 to the second end of the heat source flow channel 21, the heat exchange medium in the heat source flow channel 21 can flow into the water-cooling flow path of the third heat exchange element 14, and the temperature of the heat exchange medium is reduced by heat exchange with the refrigerant, and then the heat exchange medium flows to the heat source flow channel 21 again to absorb the heat generated by the heat-generating component 3. Through the above technical solution, the stability of the third heat exchange element 14 absorbing the heat of the heat-generating component 3 is improved.

[0086] When the reversing assembly 23 connects the fourth end of the third heat exchange element 14 to the first end of the radiator 22, the heat exchange medium in the heat source channel 21 dissipates heat in the water-cooling channel and then enters the radiator 22 for secondary heat dissipation, which effectively improves the heat dissipation efficiency of the heat-generating component 3 and further improves the safety of the operation of the heat-generating component 3.

[0087] In some embodiments, the heat exchange module 2 further includes: a first pump body 24, which is arranged in series with the heat source flow channel 21 to drive the heat exchange medium to circulate.

[0088] In some embodiments, the reversing component 23 is also connected to the first end of the heat source flow channel 21. When the reversing component 23 connects the first end of the heat source flow channel 21 to the first end of the radiator 22, the heat exchange medium in the heat source flow channel 21 can flow into the radiator 22, and the temperature of the heat exchange medium is reduced by the radiator 22, and then the heat exchange medium flows to the heat source flow channel 21 again to absorb the heat generated by the heat generating component 3.

[0089] In some application scenarios of the vehicle 1000, the refrigerant does not pass through the refrigerant flow channel of the third heat exchanger 14. Through the above technical solution, the heat-generating component 3 can also dissipate heat through the radiator 22, thereby reducing the risk of failure of the heat-generating component 3 due to excessive temperature and improving the safety of the operation of the heat-generating component 3.

[0090] In some specific embodiments, the thermal management system 100 further includes: a first fan 161, the radiator 22 is disposed outside the vehicle, the first fan 161 is arranged directly opposite the radiator 22, and the first fan 161 is used to blow air to the radiator 22, so that the heat exchange medium flowing through the radiator 22 can dissipate heat to the outside of the vehicle. At the same time, the first fan 161 can also be used to dissipate heat from the heat exchanger 16 outside the vehicle.

[0091] In some embodiments, the heat exchange module 2 also includes a third temperature sensor 25, which is arranged at the first end of the heat source flow channel 21 to detect the temperature of the heat exchange medium after heat exchange with the heat generating component 3. The heat exchange medium can select a flow path according to the detected temperature.

[0092] Specifically, the reversing assembly 23 includes: a first opening, a second opening, a third opening and a fourth opening, the first opening is connected to the fourth end of the third heat exchange element 14, the second opening is connected to the first end of the heat source channel 21, the third opening is connected to the first end of the radiator 22, and the fourth opening is connected to the second end of the heat source channel 21.

[0093] The heat exchange module 2 can control the flow path of the heat exchange medium according to the temperature detected by the third temperature sensor 25 .

[0094] When the outside temperature is low and the heat dissipation demand of the heat exchange medium is low, the second opening of the reversing component 23 can be controlled to be connected to the fourth opening, and the heat exchange medium discharged from the first end of the heat source channel 21 passes through the second opening and the fourth opening and flows directly to the second end of the heat source channel 21.

[0095] When the heat exchange medium needs to dissipate heat and there is no heating demand for the vehicle cabin and the battery pack, the second opening of the reversing assembly 23 can be controlled to be connected to the third opening, and the heat exchange medium discharged from the first end of the heat source channel 21 flows to the radiator 22 after passing through the second opening and the third opening. After the heat exchange medium dissipates heat in the radiator 22, it flows to the second end of the heat source channel 21.

[0096] When the vehicle cabin and / or the battery pack needs to be heated, the first opening of the reversing assembly 23 can be controlled to be connected to the fourth opening, and the heat exchange medium discharged from the first end of the heat source channel 21 flows to the third heat exchange element 14, and exchanges heat with the refrigerant in the third heat exchange element 14 to increase the temperature of the refrigerant. Then the heat exchange medium flows to the reversing assembly 23, passes through the first opening and the fourth opening, and flows to the second end of the heat source channel 21.

[0097] When the vehicle cabin and / or battery pack needs to be heated and the heat exchange medium has a high heat dissipation demand, the first opening of the reversing assembly 23 can be controlled to be connected to the third opening, and the heat exchange medium discharged from the first end of the heat source channel 21 flows to the third heat exchange element 14, and after exchanging heat with the refrigerant in the third heat exchange element 14, flows to the reversing assembly 23, passes through the first opening and the third opening, and flows to the radiator 22. After the heat exchange medium dissipates heat in the radiator 22, it flows to the second end of the heat source channel 21.

[0098] In the flow path of the above-mentioned heat exchange medium, the heat exchange medium does not flow through the third heat exchange element 14 in some flow paths. When the heat exchange medium does not flow through the third heat exchange element 14, but the refrigerant flows through the third heat exchange element 14, the refrigerant only flows through the third heat exchange element 14 without heat exchange.

[0099] In some embodiments, the heat exchange module 2 is also provided with a water replenishment tank 26, which can be connected to the second end of the radiator 22 and the heat source channel 21 through an exhaust pipe. The gas flowing to the heat source channel 21 can flow into the water replenishment tank 26, and the water replenishment tank 26 can be connected to the water cooling flow path through a water replenishment pipe, so that the liquid heat exchange medium in the water replenishment tank 26 can flow into the water cooling flow path for water replenishment, thereby improving the reliability of the operation of the heat exchange module 2.

[0100] In some embodiments, the thermal management system 100 further includes a fourth heat exchanger 15 for adjusting the cabin temperature, and the two ends of the fourth heat exchanger 15 are respectively connected to the exhaust port and the first switching module 121. That is, the fourth heat exchanger 15 is connected in series between the exhaust port and the first switching module 121. If the refrigerant discharged from the exhaust port needs to flow to the first switching module 121, it must flow through the fourth heat exchanger 15. The refrigerant may exchange heat in the fourth heat exchanger 15, or may just flow through the fourth heat exchanger 15 without exchanging heat.

[0101] When the vehicle cabin needs to be heated, the air flowing in the air duct where the fourth heat exchange element 15 is located absorbs the heat of the fourth heat exchange element 15, that is, the refrigerant releases heat in the fourth heat exchange element 15, and the heated air is blown to the vehicle cabin to achieve cabin heating. When the vehicle cabin needs not to be heated, it is only necessary to stop the flow of air in the air duct to reduce the heat exchange efficiency between the air and the fourth heat exchange element 15. At this time, the heat loss of the refrigerant in the fourth heat exchange element 15 can be ignored, which is equivalent to the refrigerant just flowing through the fourth heat exchange element 15 without heat exchange.

[0102] For example, refer to Figure 1 and Figure 7 In some specific application scenarios, the exhaust port is connected to the first end of the fourth heat exchanger 15, the second end of the fourth heat exchanger 15 is connected to the first switching module 121, the first switching module 121 is switched to the second end of the fourth heat exchanger 15 is connected to the first end of the first heat exchanger 12 and the air intake port is connected to the first end of the second heat exchanger 13, the second end of the first heat exchanger 12 is connected to the first end of the third heat exchanger 14, and the second end of the second heat exchanger 13 is switched to the second end of the third heat exchanger 14, forming a refrigerant circulation loop. In this circulation loop, the compressor 11 discharges the compressed refrigerant to the fourth heat exchanger 15 through the exhaust port, and then the refrigerant flows to the first heat exchanger 12 through the first switching module 121, and then flows to the third heat exchanger 14 through the first throttling element 123, and then flows to the second heat exchanger 13 after passing through the second throttling element 131, and then returns to the compressor 11 to continue compression and continue to circulate. During the circulation of the refrigerant, the refrigerant releases heat in the first heat exchange element 12 to heat the battery pack, and absorbs heat in the second heat exchange element 13 to cool the storage box.

[0103] If the air in the air duct where the fourth heat exchange element 15 is located flows while the refrigerant circulates, the flowing air will continuously absorb the heat of the fourth heat exchange element 15 (i.e., the refrigerant continuously releases heat in the fourth heat exchange element 15), and the heated air will be blown into the vehicle cabin to achieve heating of the vehicle cabin. In other words, the thermal management system 100 can achieve cabin heating, battery pack heating, and storage box cooling at the same time.

[0104] If the air in the air duct where the fourth heat exchange element 15 is located does not flow while the refrigerant circulates, that is, the refrigerant only passes through the fourth heat exchange element 15, that is, the thermal management system 100 only achieves battery pack heating and storage box cooling at the same time.

[0105] In the above technical solution, the refrigerant can flow through the fourth heat exchange element 15 without exchanging heat with the fourth heat exchange element 15, making full use of the pipes and components that can flow through the thermal management system 100. There is no need to set up a pipe to specifically connect the exhaust port and the first switching module 121, which is conducive to the simplification of the thermal management system 100.

[0106] In some embodiments, the thermal management system 100 further includes a duct heater 151, which is disposed in the same duct as the fourth heat exchanger 15. The fourth heat exchanger 15 is used to exchange heat with the air in the duct to increase the temperature of the air, and the heated air is blown to the cabin to achieve cabin heating. The duct heater 151 is also used to heat the air in the duct. When the fourth heat exchanger 15 cannot meet the heating effect or the heating speed is slow, the duct heater 151 starts to heat the air in the duct at the same time as the fourth heat exchanger 15 to meet the heating requirements or increase the heating speed. It is understandable that when the cabin needs to be heated, a heat source can be provided by at least one of the fourth heat exchanger 15 and the duct heater 151, which is not specifically limited here. Furthermore, the duct heater 151 can be a PTC heater, which has a simple structure and reduces costs.

[0107] In some embodiments, the first switching module 121 is formed as a three-way valve, and the first switching module 121 includes: a first interface, a second interface and a third interface, the first interface is connected between the fourth heat exchange element 15 and the first heat exchange element 12, the second interface is connected to the first end of the second heat exchange element 13, and the third interface is connected to the air intake port.

[0108] The first switching module 121 can be switched to connect the first interface with the second interface, that is, the second end of the fourth heat exchanger 15 is connected to the first end of the first heat exchanger 12, and the second end of the fourth heat exchanger 15 is also connected to the first end of the second heat exchanger 13, and because the second end of the first heat exchanger 12 and the second end of the second heat exchanger 13 are both connected to the first end of the third heat exchanger 14, the parallel connection of the first heat exchanger 12 and the second heat exchanger 13 is realized.

[0109] The first switching module 121 can also switch to connect the second interface with the third interface, that is, the second end of the fourth heat exchanger 15 is connected to the first end of the first heat exchanger 12, and the first end of the second heat exchanger 13 is connected to the air intake port, and because the second end of the first heat exchanger 12 is connected to the second end of the second heat exchanger 13, the series connection of the first heat exchanger 12 and the second heat exchanger 13 is realized.

[0110] The first switching module 121 in the above technical solution has a simple structure, which reduces the cost of the thermal management system 100 and is conducive to the simplification of the thermal management system 100 .

[0111] In some embodiments, the thermal management system 100 also includes: a second switching module 122, the second switching module 122 is respectively connected to the compressor 11 and the third heat exchanger 14, the first switching module 121 and the second switching module 122 cooperate to switch to control the thermal management system 100 to switch to the first mode or the second mode.

[0112] Reference Figure 1 and Fig.13 In the first mode, the first heat exchanger 12 and the second heat exchanger 13 are connected in parallel, the inlet end of the third heat exchanger 14 (i.e., the first end described above) is connected to the first heat exchanger 12 and the second heat exchanger 13 respectively, and the outlet end of the third heat exchanger 14 (i.e., the second end described above) is connected to the air intake port.

[0113] That is, in the first mode, the refrigerant discharged from the exhaust port first passes through the first heat exchange element 12 and the second heat exchange element 13, releases heat in the first heat exchange element 12 and the second heat exchange element 13, then passes through the third heat exchange element 14, and finally flows to the air intake port. That is, in the first mode, the thermal management system 100 can heat the battery pack and the storage box at the same time.

[0114] Reference Figure 1 and Fig.10 In the second mode, the first heat exchanger 12 and the second heat exchanger 13 are connected in parallel, the inlet end of the third heat exchanger 14 is connected to the exhaust port, and the outlet end of the third heat exchanger 14 is respectively connected to the first heat exchanger 12 and the second heat exchanger 13. The first throttling element 123 and the second throttling element 131 are both bidirectional electronic expansion valves.

[0115] That is, in the second mode, the refrigerant discharged from the exhaust port first flows to the third heat exchange element 14, then passes through the first heat exchange element 12 and the second heat exchange element 13, and absorbs heat in the first heat exchange element 12 and the second heat exchange element 13. That is, in the first mode, the thermal management system 100 can cool the battery pack and the storage box at the same time.

[0116] In some embodiments, the thermal management system 100 includes a common flow path 113, a first branch flow path 114 and a second branch flow path 115. The common flow path 113 is connected to the fourth heat exchange element 15, the first branch flow path 114 is respectively connected to the common flow path 113 and the first switching module 121, and the second branch flow path 115 is respectively connected to the common flow path 113 and the third heat exchange element 14.

[0117] The second switching module 122 includes: a first control valve 1221 and a second control valve 1222 . The first control valve 1221 is used to open or close the first branch flow path 114 , and the second control valve 1222 is used to open or close the second branch flow path 115 .

[0118] Reference Figure 1 and Fig.13 When the first control valve 1221 is opened, the second control valve 1222 is closed, and the first switching module 121 is switched to connect the first interface with the second interface, the thermal management system 100 is in the first mode, and the refrigerant compressed by the compressor 11 is discharged through the exhaust port and flows to the fourth heat exchange element 15, then flows to the common flow path 113, and then flows to the first switching module 121 through the first branch flow path 114, and then is divided into the first heat exchange element 12 and the second heat exchange element 13, and then merges into the third heat exchange element 14, and finally flows to the air intake port.

[0119] Reference Figure 1 and Fig.10 When the first control valve 1221 is closed, the second control valve 1222 is opened, and the first switching module 121 is switched to connect the first interface with the second interface, the thermal management system 100 is in the second mode, and the refrigerant compressed by the compressor 11 is discharged through the exhaust port and flows to the fourth heat exchange element 15, then flows to the common flow path 113, and then flows to the third heat exchange element 14 through the second branch flow path 115, and then flows to the first heat exchange element 12 and the second heat exchange element 13 through the second one-way valve 142, and finally flows to the air intake port.

[0120] The second switching module 122 in the above technical solution has a simple structure, which reduces the cost of the thermal management system 100 .

[0121] Reference Figure 1 In some specific embodiments, the second control valve 1222 is configured as an electronic expansion valve so that the thermal management system 100 can only achieve cabin heating.

[0122] When the second control valve 1222 is opened and the first solenoid valve 144 is opened, the refrigerant compressed by the compressor 11 is discharged through the exhaust port and flows to the fourth heat exchange element 15, then flows to the common flow path 113, then flows to the third heat exchange element 14 after being throttled by the second control valve 1222, and finally flows directly to the air intake port through the first solenoid valve 144. In this circulation loop, the refrigerant absorbs heat in the third heat exchange element 14 and releases heat in the fourth heat exchange element 15 to achieve cabin heating.

[0123] In some embodiments, the first end of the first heat exchange element 12 is also connected to the air intake port through the second solenoid valve 127 , the first end of the second solenoid valve 127 is connected to the air intake port, and the second end of the second solenoid valve 127 is connected between the first control valve 1221 and the first switching module 121 .

[0124] When the refrigerant flows from the first control valve 1221 to the first switching module 121, the second solenoid valve 127 is closed to prevent the refrigerant from directly flowing to the air intake port through the second solenoid valve 127, thereby ensuring the stability of the operation of the thermal management system 100. When the first control valve 1221 is closed, the second solenoid valve 127 can be opened so that the refrigerant discharged from the first end of the first heat exchange element 12 can directly flow to the air intake port through the second solenoid valve 127, thereby improving the flow efficiency of the refrigerant.

[0125] In some embodiments, the thermal management system 100 further includes: an external heat exchanger 16 and an internal evaporator 17, wherein the external heat exchanger 16 is connected to the exhaust port, a first end of the internal evaporator 17 is connected to the external heat exchanger 16 via a third throttling element 171, and a second end of the internal evaporator 17 is connected to the air intake port. The internal evaporator 17 is used to reduce the cabin temperature and realize cabin cooling.

[0126] The exhaust port of the compressor 11 can be communicated with the outdoor heat exchanger 16, and the outdoor evaporator can be communicated with the first end of the indoor evaporator 17 through the third throttling element 171, and the second end of the indoor evaporator 17 is communicated with the air intake port of the compressor 11 to form a circulation loop. In this circulation loop, the refrigerant compressed by the compressor 11 is discharged to the outdoor heat exchanger 16 through the exhaust port, and after the refrigerant releases heat in the outdoor heat exchanger 16, it is throttled by the third throttling element 171 and then flows to the indoor evaporator 17, and the refrigerant absorbs heat in the indoor evaporator 17 to achieve refrigeration of the vehicle cabin.

[0127] Through the above technical solutions, the applicable scenarios of the thermal management system 100 are further increased, and the practicality of the thermal management system 100 is improved.

[0128] In some embodiments, the in-vehicle evaporator 17 is arranged in parallel with the first solenoid valve 144 .

[0129] One end of the first solenoid valve 144 away from the air intake port is connected between the second end of the third heat exchanger 14 and the second one-way valve 142 , and the first end of the in-vehicle evaporator 17 is also connected between the second end of the third heat exchanger 14 and the second one-way valve 142 .

[0130] That is to say, the refrigerant discharged from the external heat exchanger 16 can not only flow to the internal evaporator 17 to cool the vehicle cabin, but also flow to the first heat exchange element 12 through the second one-way valve 142 to cool the battery pack, and can also flow to the second heat exchange element 13 through the second one-way valve 142 to cool the storage box. And the refrigerant discharged from the second end of the third heat exchange element 14 can also flow to the air intake port through the internal evaporator 17 to cool the vehicle cabin.

[0131] Through the above technical solution, the applicable scenarios of the thermal management system 100 are increased, and the practicality of the thermal management system 100 is improved.

[0132] In some specific embodiments, a third one-way valve 143 is further arranged between the second end of the third heat exchange element 14 and the first end of the in-vehicle evaporator 17. The third one-way valve 143 is arranged close to the third heat exchange element 14. The third one-way valve 143 can limit the refrigerant discharged from the external heat exchanger 16 from flowing to the third heat exchange element 14, thereby ensuring the stability of the operation of the thermal management system 100.

[0133] A fourth one-way valve 163 is arranged between the external heat exchanger 16 and the internal evaporator 17. The fourth one-way valve 163 is arranged close to the external heat exchanger 16. The fourth one-way valve 163 can limit the flow direction of the refrigerant so that the refrigerant flows from the external heat exchanger 16 to the internal evaporator 17, thereby preventing the refrigerant from flowing back and ensuring the stability of the operation of the thermal management system 100.

[0134] In some embodiments, a first temperature and pressure sensor 125 is arranged between the first end of the first heat exchange element 12 and the air intake port. The first temperature and pressure sensor 125 is arranged at a position close to the first end of the first heat exchange element 12 to detect the temperature and pressure of the refrigerant at the first end of the first heat exchange element 12 and transmit the temperature and pressure signals to the thermal management system 100, thereby improving the reliability of the use of the thermal management system 100.

[0135] A second temperature and pressure sensor 132 is arranged between the first end of the second heat exchange element 13 and the air intake port. The second temperature and pressure sensor 132 is arranged at a position close to the first end of the second heat exchange element 13, so as to detect the temperature and pressure of the refrigerant at the first end of the second heat exchange element 13 and transmit the temperature and pressure signals to the thermal management system 100, thereby improving the reliability of the use of the thermal management system 100.

[0136] A third temperature and pressure sensor 172 is arranged between the second end of the in-vehicle evaporator 17 and the air intake port. The third temperature and pressure sensor 172 is arranged at a position close to the second end of the in-vehicle evaporator 17 to detect the temperature and pressure of the refrigerant at the second end of the in-vehicle evaporator 17 and transmit the temperature and pressure signals to the thermal management system 100, thereby improving the reliability of the use of the thermal management system 100.

[0137] In some embodiments, a flow-adjustable first regulating member 126 is provided between the first end of the first heat exchange member 12 and the air inlet, and the first regulating member 126 can adjust the pressure of the flow path where the first heat exchange member 12 is located, so that the pressure of the flow path where the first heat exchange member 12 is located can be maintained within a desired range, thereby avoiding the pressure of other flow paths affecting the pressure of the flow path where the first heat exchange member 12 is located, and ensuring the reliability of the use of the first heat exchange member 12. The first regulating member 126 can be configured as a variable-caliber throttle valve, or as a two-way electronic expansion valve.

[0138] In some embodiments, a flow-adjustable second regulating member 133 is provided between the first end of the second heat exchange member 13 and the air inlet, and the second regulating member 133 can adjust the pressure of the flow path where the second heat exchange member 13 is located, so that the pressure of the flow path where the second heat exchange member 13 is located can be maintained within a desired range, thereby avoiding the pressure of other flow paths affecting the pressure of the flow path where the second heat exchange member 13 is located, and ensuring the reliability of the use of the second heat exchange member 13. The second regulating member 133 can be configured as a variable-caliber throttle valve, or as a two-way electronic expansion valve.

[0139] In some embodiments, a third regulating member 173 with adjustable flow is provided between the second end of the in-vehicle evaporator 17 and the air inlet, and the third regulating member 173 can regulate the pressure of the flow path where the in-vehicle evaporator 17 is located, so that the pressure of the flow path where the in-vehicle evaporator 17 is located can be maintained within a desired range, thereby avoiding the pressure of other flow paths affecting the pressure of the flow path where the in-vehicle evaporator 17 is located, and ensuring the reliability of the use of the in-vehicle evaporator 17. The third regulating member 173 can be configured as a variable-caliber throttle valve, or as a two-way electronic expansion valve.

[0140] In some specific embodiments, a third solenoid valve 162 is arranged between the external heat exchanger 16 and the exhaust port, and one end of the third solenoid valve 162 away from the external heat exchanger 16 is connected between the exhaust port and the fourth heat exchange element 15, and a fourth solenoid valve 152 is arranged at one end of the fourth heat exchanger away from the exhaust port.

[0141] When the refrigerant discharged from the exhaust port needs to flow to the external heat exchanger 16, the third solenoid valve 162 is opened and the fourth solenoid valve 152 is closed to prevent the refrigerant from flowing to the fourth heat exchange element 15, so that the refrigerant flows along the required flow path to ensure the stability of the operation of the thermal management system 100.

[0142] When the refrigerant discharged from the exhaust port needs to flow to the fourth heat exchange element 15, the third solenoid valve 162 is closed and the fourth solenoid valve 152 is opened to prevent the refrigerant from flowing to the external heat exchanger 16, so that the refrigerant flows along the required flow path to ensure the stability of the operation of the thermal management system 100.

[0143] In some embodiments, the thermal management system 100 also includes a regenerator 18, which is provided with a first flow path and a second flow path for mutual heat exchange, wherein the two ends of the first flow path are respectively connected to the external heat exchanger 16 and the third throttling element 171, and the two ends of the second flow path are respectively connected to the second end of the internal evaporator 17 and the air intake port.

[0144] The regenerator 18 is provided with a first interface, a second interface, a third interface and a fourth interface. One end of the first flow path is connected to the external heat exchanger 16 through the first interface, the other end of the first flow path is connected to the third throttling element 171 through the second interface, one end of the second flow path is connected to the second end of the internal evaporator 17 through the third interface, and the other end of the second flow path is connected to the air intake through the fourth interface.

[0145] When the thermal management system 100 is working, the high-temperature and high-pressure refrigerant discharged from the exhaust port can flow into the outdoor heat exchanger 16, and the refrigerant can be condensed or cooled in the outdoor heat exchanger 16 to release heat to the outside of the vehicle, so that the refrigerant can be converted to a medium-temperature and high-pressure state. The refrigerant after heat release can flow from the outdoor heat exchanger 16 into the first flow path, and the refrigerant flowing into the first flow path can exchange heat with the refrigerant in the second flow path, and can flow along the first flow path to the third throttling element 171, and the third throttling element 171 throttles the refrigerant, so that the refrigerant changes to a low-temperature and low-pressure state. The low-temperature and low-pressure refrigerant can flow into the in-vehicle evaporator 17 and absorb heat, so that the in-vehicle evaporator 17 can cool the vehicle cabin. The low-temperature and low-pressure refrigerant can further flow into the second flow path, at which time the refrigerant in the second flow path can absorb the heat of the refrigerant in the first heat exchange flow path, and then enter the air intake port.

[0146] Through the above technical scheme, the refrigerant in the first flow path enters the in-vehicle evaporator 17 only after heat exchange with the refrigerant in the second flow path, which reduces the temperature of the refrigerant entering the in-vehicle evaporator 17 and improves the refrigeration effect of the in-vehicle evaporator 17; and the refrigerant in the second flow path enters the air intake port only after heat exchange with the refrigerant in the first flow path, which increases the temperature of the refrigerant entering the air intake port, reduces the risk of liquid hammer in the compressor 11, and improves the safety of using the thermal management system 100.

[0147] In some further embodiments, the regenerator 18 is configured to have a gas-liquid separation function so that the gaseous refrigerant can be separated from the liquid refrigerant before the refrigerant enters the air intake port, further reducing the risk of liquid refrigerant entering the compressor 11 and improving the reliability of the use of the thermal management system 100.

[0148] In some further embodiments, the thermal management system 100 further includes a heating element, which is disposed in the regenerator 18 to heat the refrigerant passing through the second flow path.

[0149] In the above technical solution, the refrigerant is heated by the heating element, thereby further reducing the risk of liquid hammer in the compressor 11.

[0150] In some specific embodiments, the heater is configured as an electric heating film, which is disposed on the surface of the gas outlet of the regenerator 18. If the suction superheat of the compressor 11 is lower than 2°C, the refrigerant can be heated by the electric heating film, thereby increasing the suction superheat and preventing liquid hammering of the compressor 11. In some other embodiments, the risk of liquid hammering of the compressor 11 can also be reduced by reducing the heat dissipation of the thermal management system 100, for example, by reducing the rotation speed of the first fan 161 to reduce the heat dissipation of the refrigerant in the first heat exchanger.

[0151] In some specific embodiments, the second flow path is also connected to the first end of the first heat exchanger 12, the first end of the second heat exchanger 13 and the first solenoid valve 144, so that the refrigerant passing through the first heat exchanger 12, the second heat exchanger 13 and the first solenoid valve 144 can flow to the intake port after passing through the heat regenerator 18, further reducing the risk of liquid hammer in the compressor 11.

[0152] The following is the attached Figure 1-16 A specific embodiment of the present application is described.

[0153] According to an embodiment of the present invention, a thermal management system 100 includes: a first heat exchange element 12, a second heat exchange element 13 and a first switching module 121, wherein the first heat exchange element 12 is suitable for heat exchange with a battery pack of a vehicle 1000, the second heat exchange element 13 is used to adjust the temperature of a storage box, and the first switching module 121 is respectively connected to the first heat exchange element 12 and the second heat exchange element 13 so that the first heat exchange element 12 and the second heat exchange element 13 are connected in series or in parallel.

[0154] The thermal management system 100 further includes: the compressor 11 is suitable for exchanging heat with the outside of the third heat exchanger 14, and the compressor 11 has an exhaust port and an air intake port. The first switching module 121 is respectively connected to the exhaust port, the air intake port, the first end of the first heat exchanger 12, and the first end of the second heat exchanger 13; the second end of the first heat exchanger 12 is connected to the first end of the third heat exchanger 14, and the second end of the second heat exchanger 13 is switched and connected to the first end and the second end of the third heat exchanger 14; when the first heat exchanger 12 and the second heat exchanger 13 are connected in series, the third heat exchanger 14 is connected in series between the first heat exchanger 12 and the second heat exchanger 13.

[0155] A first throttling element 123 is disposed at the second end of the first heat exchanger 12 , and a second throttling element 131 is disposed at the second end of the second heat exchanger 13 .

[0156] The thermal management system 100 further includes a first one-way valve 141 and a second one-way valve 142. The first one-way valve 141 is disposed between the first end of the third heat exchanger 14 and the first throttling element 123. The first one-way valve 141 can limit the flow direction of the refrigerant, so that the refrigerant discharged from the second end of the first heat exchanger 12 can only flow to the third heat exchanger. The second one-way valve 142 is disposed between the second end of the third heat exchanger 14 and the second throttling element 131. The second one-way valve 142 can limit the flow direction of the refrigerant, so that the refrigerant discharged from the second end of the third heat exchanger 14 can smoothly flow to the second heat exchanger, thereby preventing the refrigerant from flowing from the second end of the second heat exchanger 13 to the second end of the third heat exchanger 14.

[0157] The second end of the first heat exchange element 12 is connected between the first one-way valve 141 and the second one-way valve 142 , and the second end of the second heat exchange element 13 is also connected between the first one-way valve 141 and the second one-way valve 142 .

[0158] The second end of the third heat exchange element 14 is also connected to the air intake port through the first solenoid valve 144 , and one end of the first solenoid valve 144 away from the air intake port is connected between the second end of the third heat exchange element 14 and the second one-way valve 142 .

[0159] The exhaust port of the compressor 11 is connected in series with a first pressure sensor 111 and a first temperature sensor 112, which are arranged near the exhaust port. The second end of the first heat exchanger 12 is connected in series with a second temperature sensor 124, which is arranged near the second end of the first heat exchanger 12.

[0160] The third heat exchange element 14 is suitable for absorbing the heat of the heat-generating component 3 , which is a component that generates heat when the vehicle 1000 is working.

[0161] The third heat exchanger 14 is configured as a plate heat exchanger, and is provided with a refrigerant flow path and a water cooling flow path for heat exchange with each other, and is also provided with a first end and a second end communicating with the refrigerant flow path, the first end of the third heat exchanger 14 is switchedly communicated with the second end of the first heat exchanger 12 and the second end of the second heat exchanger 13, and the second end of the third heat exchanger 14 is communicated with the second end of the second heat exchanger 13. The third heat exchanger 14 also includes a third end and a fourth end communicating with the water cooling flow path.

[0162] The thermal management system 100 further includes: a heat exchange module 2, which absorbs the heat of the heat generating component 3 through a circulating heat exchange medium to improve the efficiency of absorbing the heat of the heat generating component 3. The heat exchange medium is water.

[0163] The heat exchange module 2 includes: a heat source flow channel 21, a radiator 22 and a reversing assembly 23, wherein the heat source flow channel 21 passes through the heat-generating component 3 to absorb the heat generated by the heat-generating component 3, the third end of the third heat exchange element 14 is connected to the first end of the heat source flow channel 21, the fourth end of the third heat exchange element 14 is connected to the reversing assembly 23, the reversing assembly 23 is also respectively connected to the first end of the radiator 22 and the second end of the heat source flow channel 21, and the second end of the radiator 22 is connected to the second end of the heat source flow channel 21.

[0164] The heat exchange module 2 further includes: a first pump body 24, which is arranged in series with the heat source flow channel 21 to drive the heat exchange medium to circulate.

[0165] The reversing assembly 23 is also connected to the first end of the heat source flow channel 21 .

[0166] The thermal management system 100 further includes: a first fan 161, the radiator 22 is arranged outside the vehicle, the first fan 161 is arranged directly opposite the radiator 22, and the first fan 161 is used to blow air to the radiator 22, so that the heat exchange medium flowing through the radiator 22 can dissipate heat to the outside of the vehicle. At the same time, the first fan 161 can also be used to dissipate heat from the heat exchanger 16 outside the vehicle.

[0167] The heat exchange module 2 further includes a third temperature sensor 25 , which is disposed at a first end of the heat source flow channel 21 to detect the temperature of the heat exchange medium after exchanging heat with the heat generating component 3 .

[0168] The reversing assembly 23 includes: a first opening, a second opening, a third opening and a fourth opening. The first opening is connected to the fourth end of the third heat exchange element 14, the second opening is connected to the first end of the heat source channel 21, the third opening is connected to the first end of the radiator 22, and the fourth opening is connected to the second end of the heat source channel 21.

[0169] The heat exchange module 2 is also provided with a water supply tank 26, which is connected to the second end of the radiator 22 and the heat source flow channel 21 through the exhaust pipe, and is connected to the water cooling flow path through the water supply pipe.

[0170] The thermal management system 100 further includes a fourth heat exchanger 15 for adjusting the cabin temperature, and both ends of the fourth heat exchanger 15 are respectively connected to the exhaust port and the first switching module 121. That is, the fourth heat exchanger 15 is connected in series between the exhaust port and the first switching module 121.

[0171] The thermal management system 100 further includes an air duct heater 151 , and the air duct heater 151 and the fourth heat exchange element 15 are disposed in the same air duct.

[0172] The first switching module 121 is formed as a three-way valve, and the first switching module 121 includes: a first interface, a second interface and a third interface, the first interface is connected between the fourth heat exchange element 15 and the first heat exchange element 12, the second interface is connected to the first end of the second heat exchange element 13, and the third interface is connected to the air intake port.

[0173] The thermal management system 100 further includes: a second switching module 122, which is connected to the compressor 11 and the third heat exchanger 14 respectively. The first switching module 121 and the second switching module 122 cooperate to switch to control the thermal management system 100 to switch to the first mode or the second mode.

[0174] The thermal management system 100 includes a common flow path 113, a first branch flow path 114 and a second branch flow path 115. The common flow path 113 is connected to the fourth heat exchange element 15, the first branch flow path 114 is respectively connected to the common flow path 113 and the first switching module 121, and the second branch flow path 115 is respectively connected to the common flow path 113 and the third heat exchange element 14.

[0175] The second switching module 122 includes: a first control valve 1221 and a second control valve 1222 . The first control valve 1221 is used to open or close the first branch flow path 114 , and the second control valve 1222 is used to open or close the second branch flow path 115 .

[0176] The second control valve 1222 is configured as an electronic expansion valve.

[0177] The first end of the first heat exchange element 12 is also connected to the air intake port through the second solenoid valve 127 . The first end of the second solenoid valve 127 is connected to the air intake port, and the second end is connected between the first control valve 1221 and the first switching module 121 .

[0178] The thermal management system 100 further includes: an external heat exchanger 16 and an internal evaporator 17. The external heat exchanger 16 is connected to the exhaust port. The first end of the internal evaporator 17 is connected to the external heat exchanger 16 via a third throttling element 171. The second end of the internal evaporator 17 is connected to the air intake port. The internal evaporator 17 is used to reduce the cabin temperature and realize cabin cooling.

[0179] The in-vehicle evaporator 17 is provided in parallel with the first solenoid valve 144 .

[0180] A third one-way valve 143 is also provided between the second end of the third heat exchanger 14 and the first end of the in-vehicle evaporator 17. The third one-way valve 143 is arranged close to the third heat exchanger 14. The third one-way valve 143 can limit the refrigerant discharged from the external heat exchanger 16 from flowing to the third heat exchanger 14. A fourth one-way valve 163 is provided between the external heat exchanger 16 and the in-vehicle evaporator 17. The fourth one-way valve 163 is arranged close to the external heat exchanger 16. The fourth one-way valve 163 can limit the flow direction of the refrigerant so that the refrigerant flows from the external heat exchanger 16 to the in-vehicle evaporator 17 to prevent the refrigerant from flowing back.

[0181] A first temperature and pressure sensor 125 is arranged between the first end of the first heat exchange element 12 and the air intake port. The first temperature and pressure sensor 125 is arranged at a position close to the first end of the first heat exchange element 12 to detect the temperature and pressure of the refrigerant at the first end of the first heat exchange element 12 and transmit the temperature and pressure signals to the thermal management system 100.

[0182] A second temperature and pressure sensor 132 is arranged between the first end of the second heat exchange element 13 and the air intake port. The second temperature and pressure sensor 132 is arranged at a position close to the first end of the second heat exchange element 13 to detect the temperature and pressure of the refrigerant at the first end of the second heat exchange element 13 and transmit the temperature and pressure signals to the thermal management system 100.

[0183] A third temperature and pressure sensor 172 is arranged between the second end of the in-vehicle evaporator 17 and the air intake port. The third temperature and pressure sensor 172 is arranged at a position close to the second end of the in-vehicle evaporator 17 to detect the temperature and pressure of the refrigerant at the second end of the in-vehicle evaporator 17 and transmit the temperature and pressure signals to the thermal management system 100.

[0184] A first regulating member 126 with adjustable flow is arranged between the first end of the first heat exchange member 12 and the air intake port, and the first regulating member 126 can adjust the pressure of the flow path where the first heat exchange member 12 is located; a second regulating member 133 with adjustable flow is arranged between the first end of the second heat exchange member 13 and the air intake port, and the second regulating member 133 can adjust the pressure of the flow path where the second heat exchange member 13 is located; a third regulating member 173 with adjustable flow is arranged between the second end of the in-vehicle evaporator 17 and the air intake port, and the third regulating member 173 can adjust the pressure of the flow path where the in-vehicle evaporator 17 is located.

[0185] A third solenoid valve 162 is provided between the external heat exchanger 16 and the exhaust port. One end of the third solenoid valve 162 away from the external heat exchanger 16 is connected between the exhaust port and the fourth heat exchange element 15. A fourth solenoid valve 152 is provided at one end of the fourth heat exchanger away from the exhaust port.

[0186] The thermal management system 100 also includes a regenerator 18, which is provided with a first flow path and a second flow path for mutual heat exchange, wherein the two ends of the first flow path are respectively connected to the external heat exchanger 16 and the third throttling element 171, and the two ends of the second flow path are respectively connected to the second end of the internal evaporator 17 and the air intake port.

[0187] The regenerator 18 is configured to have a gas-liquid separation function.

[0188] The thermal management system 100 further includes a heating element, which is disposed in the regenerator 18 to heat the refrigerant passing through the second flow path. The heater is configured as an electric heating film, which is disposed on the surface of the gas outlet of the regenerator 18 .

[0189] The second flow path is also connected to the first end of the first heat exchange element 12, the first end of the second heat exchange element 13 and the first solenoid valve 144, so that the refrigerant passing through the first heat exchange element 12, the second heat exchange element 13 and the first solenoid valve 144 can flow to the air intake port after passing through the regenerator 18.

[0190] The thermal management system 100 in the embodiment of the present invention can meet the cooling requirements of the storage box under various working conditions. The specific operation modes of various working conditions are described below. It should be noted that in the following description, the components through which the refrigerant flows are in the open state, and the other components are in the closed state.

[0191] Reference Figure 1 and Figure 2 The first working condition: only the storage box is cooled. Under this working condition, the compressor 11 drives the refrigerant to flow to the outdoor heat exchanger 16. The refrigerant after heat exchange with the outdoor heat exchanger 16 flows to the first flow path of the regenerator 18, and then flows to the second heat exchanger 13 after throttling through the second throttling element 131, thereby realizing the cooling of the storage box. The refrigerant after heat exchange with the second heat exchanger 13 passes through the second flow path of the regenerator 18 and returns to the compressor 11 for further compression and continues to circulate.

[0192] Reference Figure 1 and Figure 3 , the second working condition: the storage box is cooled while the cabin is cooled. Under this working condition, the compressor 11 drives the refrigerant to flow to the outdoor heat exchanger 16, and the refrigerant after heat exchange with the outdoor heat exchanger 16 flows to the first flow path of the regenerator 18. After being discharged from the first flow path, the refrigerant is divided into two parts. One part is throttled by the second throttling element 131 and flows to the second heat exchanger 13 to realize the cooling of the storage box, and the other part is throttled by the third throttling element 171 and flows to the evaporator 17 in the vehicle to realize the cooling of the cabin. After the two parts of refrigerant merge in the second flow path of the regenerator 18, they return to the compressor 11 for further compression and continue to circulate.

[0193] Reference Figure 1 and Figure 4, the third working condition: the storage box is cooled while the battery pack is cooled. Under this working condition, the compressor 11 drives the refrigerant to flow to the external heat exchanger 16, and the refrigerant after heat exchange with the external heat exchanger 16 flows to the first flow path of the regenerator 18. After being discharged from the first flow path, the refrigerant is divided into two parts. One part is throttled by the second throttling element 131 and flows to the second heat exchanger 13 to realize the cooling of the storage box, and the other part is throttled by the first throttling element 123 and flows to the first heat exchanger 12 to realize the cooling of the battery pack. After the two parts of the refrigerant merge in the second flow path of the regenerator 18, they return to the compressor 11 to continue compression and continue to circulate.

[0194] Reference Figure 1 and Figure 5 , the fourth working condition: cabin cooling, battery pack cooling and storage box cooling are carried out simultaneously. Under this working condition, the compressor 11 drives the refrigerant to flow to the outdoor heat exchanger 16, and the refrigerant after heat exchange with the outdoor heat exchanger 16 flows to the first flow path of the regenerator 18. After being discharged from the first flow path, the refrigerant is divided into three parts. The first part flows to the second heat exchanger 13 after throttling by the second throttling element 131, so as to realize storage box cooling, the second part flows to the first heat exchanger 12 after throttling by the first throttling element 123, so as to realize battery pack cooling, and the third part flows to the evaporator 17 in the vehicle after throttling by the third throttling element 171, so as to realize cabin cooling. After the three parts of refrigerant merge in the second flow path of the regenerator 18, they return to the compressor 11 for further compression and continue to circulate.

[0195] Reference Figure 1 and Figure 6 , the fifth working condition: the storage box is cooled while the vehicle cabin is heated. Under this working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15, and the air in the air duct where the fourth heat exchanger 15 is located flows to heat the vehicle cabin. The refrigerant after heat exchange with the fourth heat exchanger 15 flows to the third heat exchanger 14 through the second branch flow path 115, and then flows to the second heat exchanger 13 after throttling through the second throttling element 131, to cool the storage box. The refrigerant after heat exchange with the second heat exchanger 13 passes through the second flow path of the regenerator 18 and then returns to the compressor 11 for further compression and continues to circulate.

[0196] Reference Figure 1 and Figure 7, the sixth operating condition: the storage box is cooled while the battery pack is heated. Under this operating condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange element 15, and the air in the air duct where the fourth heat exchange element 15 is located does not flow, that is, the refrigerant does not exchange heat with the fourth heat exchange element 15. The refrigerant discharged from the fourth heat exchange element 15 flows to the first heat exchange element 12 through the first branch flow path 114, so as to heat the battery pack, and then flows to the third heat exchange element 14, and then flows to the second heat exchange element 13 after throttling through the second throttling element 131, so as to cool the storage box. The refrigerant after heat exchange with the second heat exchange element 13 passes through the second flow path of the regenerator 18 and then returns to the compressor 11 for further compression and continues to circulate.

[0197] The seventh working condition: cabin heating, battery pack heating and storage box cooling are carried out simultaneously. The flow mode of the refrigerant in the seventh working condition is the same as that in the sixth working condition. The difference is that in the seventh working condition, the air flows in the air duct where the fourth heat exchanger 15 is located, and the refrigerant exchanges heat with the fourth heat exchanger 15 to achieve cabin heating, that is, cabin heating, battery pack heating and storage box cooling are carried out simultaneously.

[0198] In some working conditions, the thermal management system 100 can simultaneously perform cabin heating and cabin cooling to achieve heating and dehumidification, that is, the cabin is heated by high-temperature refrigerant passing through the fourth heat exchange element 15, and the cabin is dehumidified by low-temperature refrigerant passing through the in-vehicle evaporator 17. For example, in the eighth working condition, cabin heating, cabin cooling, and storage box cooling can be achieved simultaneously.

[0199] Reference Figure 1 and Figure 8 , the eighth working condition: cabin heating, cabin cooling and storage box cooling are carried out simultaneously. Under this working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15, and the air in the air duct where the fourth heat exchanger 15 is located flows to realize cabin heating. The refrigerant after heat exchange with the fourth heat exchanger 15 flows to the third heat exchanger 14 through the second branch flow path 115. After the refrigerant is discharged from the third heat exchanger 14, it is divided into two parts. One part is throttled by the second throttling element 131 and flows to the second heat exchanger 13 to realize storage box cooling, and the other part is throttled by the third throttling element 171 and flows to the evaporator 17 in the vehicle to realize cabin cooling. After the two parts of refrigerant merge in the second flow path of the regenerator 18, they return to the compressor 11 for further compression and continue to circulate.

[0200] Reference Figure 1 and Fig. 9, the ninth working condition: the battery pack is heated, the cabin is cooled, and the storage box is cooled simultaneously. Under this working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange element 15, and the air in the air duct where the fourth heat exchange element 15 is located does not flow, that is, the refrigerant does not exchange heat with the fourth heat exchange element 15. The refrigerant discharged from the fourth heat exchange element 15 flows to the first heat exchange element 12 through the first branch flow path 114 to achieve battery pack heating, and then flows to the third heat exchange element 14. After being discharged from the third heat exchange element 14, the refrigerant is split into two parts, one part is throttled by the second throttling element 131 and flows to the second heat exchange element 13 to achieve storage box cooling, and the other part is throttled by the third throttling element 171 and flows to the evaporator 17 in the vehicle to achieve cabin cooling. After the two parts of the refrigerant merge in the second flow path of the regenerator 18, they return to the compressor 11 for continued compression and continue to circulate.

[0201] The tenth working condition: cabin heating, battery pack heating, cabin cooling and storage box cooling are carried out simultaneously. The flow mode of the refrigerant in the tenth working condition is the same as that in the ninth working condition. The difference is that in the tenth working condition, the air flows in the air duct where the fourth heat exchange element 15 is located, and the refrigerant exchanges heat with the fourth heat exchange element 15 to achieve cabin heating, that is, cabin heating, battery pack heating, cabin cooling and storage box cooling are carried out simultaneously.

[0202] Reference Figure 1 and Fig.10 , the eleventh working condition: cabin heating, battery pack cooling and storage box refrigeration are carried out simultaneously. Under this working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15, and the air in the air duct where the fourth heat exchanger 15 is located flows to realize cabin heating. The refrigerant after heat exchange with the fourth heat exchanger 15 flows to the third heat exchanger 14 through the second branch flow path 115. After the refrigerant is discharged from the third heat exchanger 14, it is divided into two parts. One part is throttled by the second throttling element 131 and flows to the second heat exchanger 13 to realize storage box cooling, and the other part is throttled by the first throttling element 123 and flows to the first heat exchanger 12 to realize battery pack cooling. After the two parts of refrigerant merge in the second flow path of the regenerator 18, they return to the compressor 11 for further compression and continue to circulate.

[0203] Reference Figure 1 and Fig.11, the twelfth working condition: cabin heating, cabin cooling, battery pack cooling and storage box cooling are carried out simultaneously. Under this working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15, and the air in the air duct where the fourth heat exchanger 15 is located flows to realize cabin heating. The refrigerant after heat exchange with the fourth heat exchanger 15 flows to the third heat exchanger 14 through the second branch flow path 115. After the refrigerant is discharged from the third heat exchanger 14, it is divided into three parts. The first part flows to the second heat exchanger 13 after throttling by the second throttling element 131 to realize storage box cooling, the second part flows to the first heat exchanger 12 after throttling by the first throttling element 123 to realize battery pack cooling, and the third part flows to the evaporator 17 in the vehicle after throttling by the third throttling element 171 to realize cabin cooling. After the three parts of refrigerant merge in the second flow path of the regenerator 18, they return to the compressor 11 for further compression and continue to circulate.

[0204] Reference Figure 1 and Fig.12 , the thirteenth working condition: only the storage box is heated. Under this working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange element 15, and the air in the air duct where the fourth heat exchange element 15 is located does not flow, that is, the refrigerant does not exchange heat with the fourth heat exchange element 15. The refrigerant discharged from the fourth heat exchange element 15 flows to the second heat exchange element 13 through the first branch flow path 114 to achieve heating of the storage box, and then flows to the third heat exchange element 14 through the second throttling element 131, and finally returns to the compressor 11 through the first solenoid valve 144 to continue compression and continue circulation.

[0205] The fourteenth working condition: the storage box is heated while the vehicle cabin is heated. The flow mode of the refrigerant in the fourteenth working condition is the same as that in the thirteenth working condition. The difference lies in that in the fourteenth working condition, the air flows in the air duct where the fourth heat exchanger 15 is located, and the refrigerant exchanges heat with the fourth heat exchanger 15 to achieve vehicle cabin heating, that is, the storage box is heated while the vehicle cabin is heated.

[0206] Reference Figure 1 and Fig.13 , the fifteenth working condition: the storage box is heated while the battery pack is heated. Under this working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange element 15, and the air in the air duct where the fourth heat exchange element 15 is located does not flow, that is, the refrigerant does not exchange heat with the fourth heat exchange element 15. The refrigerant discharged from the fourth heat exchange element 15 passes through the first branch flow path 114 and is divided into two parts, one part flows to the second heat exchange element 13 to achieve heating of the storage box, and the other part flows to the first heat exchange element 12 to achieve heating of the battery pack. After the two parts of the refrigerant merge in the third heat exchange element 14, they return to the compressor 11 through the first solenoid valve 144 to continue compression and continue to circulate.

[0207] The sixteenth working condition: cabin heating, battery pack heating and storage box heating are carried out simultaneously. The flow mode of the refrigerant in the sixteenth working condition is the same as that in the fifteenth working condition. The difference lies in that in the sixteenth working condition, the air flows in the air duct where the fourth heat exchanger 15 is located, and the refrigerant exchanges heat with the fourth heat exchanger 15 to achieve cabin heating, that is, cabin heating, battery pack heating and storage box heating are carried out simultaneously.

[0208] Reference Figure 1 and Fig.14 , the seventeenth working condition: the storage box is heated while the vehicle cabin is cooled. Under this working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange element 15, and the air in the air duct where the fourth heat exchange element 15 is located does not flow, that is, the refrigerant does not exchange heat with the fourth heat exchange element 15. The refrigerant discharged from the fourth heat exchange element 15 flows to the second heat exchange element 13 through the first branch flow path 114, thereby heating the storage box, and then flows to the third heat exchange element 14 through the second throttling element 131, and then flows to the evaporator 17 in the vehicle through the third throttling element 171, thereby cooling the vehicle cabin, and then returns to the compressor 11 through the second flow path of the regenerator 18 to continue compression and continue to circulate.

[0209] The eighteenth working condition: cabin heating, cabin cooling and storage box heating are carried out simultaneously. The flow mode of the refrigerant in the eighteenth working condition is the same as that in the seventeenth working condition. The difference lies in that in the eighteenth working condition, the air flows in the air duct where the fourth heat exchange element 15 is located, and the refrigerant exchanges heat with the fourth heat exchange element 15 to achieve cabin heating, that is, cabin heating, cabin cooling and storage box heating are carried out simultaneously.

[0210] Reference Figure 1 and Fig.15 , the nineteenth working condition: the battery pack is heated, the cabin is cooled, and the storage box is heated at the same time. Under this working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15, and the air in the air duct where the fourth heat exchanger 15 is located does not flow, that is, the refrigerant does not exchange heat with the fourth heat exchanger 15. The refrigerant discharged from the fourth heat exchanger 15 passes through the first branch flow path 114 and is divided into two parts, one part flows to the second heat exchanger 13 to achieve heating of the storage box, and the other part flows to the first heat exchanger 12 to achieve heating of the battery pack. The two parts of refrigerant merge at the third heat exchanger 14, and then flow to the evaporator 17 in the vehicle through the third throttling element 171 to achieve cooling of the cabin, and then return to the compressor 11 through the second flow path of the regenerator 18 to continue compression and continue to circulate.

[0211] The twentieth working condition: cabin heating, battery pack heating, cabin cooling and storage box heating are carried out simultaneously. The flow mode of the refrigerant in the twentieth working condition is the same as that in the nineteenth working condition. The difference is that in the twentieth working condition, the air flows in the air duct where the fourth heat exchange element 15 is located, and the refrigerant exchanges heat with the fourth heat exchange element 15 to achieve cabin heating, that is, cabin heating, battery pack heating, cabin cooling and storage box heating are carried out simultaneously.

[0212] Reference Figure 1 and Fig.16 The vehicle 1000 according to the present invention comprises: a vehicle body 200 and a thermal management system 100, wherein the vehicle body 200 is provided with a battery pack and a storage box. The thermal management system 100 is the thermal management system 100 in the above technical solution, wherein the first heat exchange element 12 exchanges heat with the battery pack, and the second heat exchange element 13 exchanges heat with the storage box.

[0213] According to the vehicle 1000 of the present invention, by setting the first switching module 121, the connection mode of the first heat exchange element 12 and the second heat exchange element 13 can be switched between series connection and parallel connection, which effectively increases the flow mode of the refrigerant in the thermal management system 100. The vehicle 1000 can select different flow modes according to different usage scenarios, thereby improving the practicality of the thermal management system 100.

[0214] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0215] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system (100), characterized in that: include: a first heat exchange element (12), the first heat exchange element (12) being suitable for heat exchange with a battery pack of a vehicle (1000); A second heat exchange element (13), the second heat exchange element (13) being used to adjust the temperature of the storage box; A first switching module (121), wherein the first switching module (121) is respectively connected to the first heat exchange element (12) and the second heat exchange element (13) so that the first heat exchange element (12) and the second heat exchange element (13) are connected in series or in parallel.

2. The thermal management system (100) according to claim 1, characterized in that: It also includes a compressor (11) and a third heat exchange element (14) suitable for exchanging heat with the outside, wherein the compressor (11) has an exhaust port and an intake port; The first switching module (121) is respectively connected to the exhaust port, the intake port, the first end of the first heat exchange element (12) and the first end of the second heat exchange element (13); The second end of the first heat exchange element (12) is connected to the first end of the third heat exchange element (14); The second end of the second heat exchange element (13) is switchedly connected with the first end and the second end of the third heat exchange element (14); When the first heat exchange element (12) and the second heat exchange element (13) are connected in series, the third heat exchange element (14) is connected in series between the first heat exchange element (12) and the second heat exchange element (13).

3. The thermal management system (100) according to claim 2, characterized in that: It also includes a fourth heat exchange component (15) for adjusting the cabin temperature, and two ends of the fourth heat exchange component (15) are respectively connected to the exhaust port and the first switching module (121).

4. The thermal management system (100) according to claim 3, characterized in that: The thermal management system (100) further comprises a second switching module (122), wherein the second switching module (122) is connected to the compressor (11) and the third heat exchange element (14) respectively, and the first switching module (121) and the second switching module (122) cooperate to switch to control the thermal management system (100) to switch to the first mode or the second mode; In the first mode, the first heat exchange element (12) and the second heat exchange element (13) are connected in parallel, the inlet end of the third heat exchange element (14) is connected to the first heat exchange element (12) and the second heat exchange element (13) respectively, and the outlet end of the third heat exchange element (14) is connected to the air intake port; In the second mode, the first heat exchange element (12) and the second heat exchange element (13) are connected in parallel, the inlet end of the third heat exchange element (14) is connected to the exhaust port, and the outlet end of the third heat exchange element (14) is connected to the first heat exchange element (12) and the second heat exchange element (13) respectively.

5. The thermal management system (100) according to claim 4, characterized in that: The heat exchange module (121) further comprises a common flow path (113), a first branch flow path (114) and a second branch flow path (115), wherein the common flow path (113) is connected to the fourth heat exchange element (15), the first branch flow path (114) is respectively connected to the common flow path (113) and the first switching module (121), and the second branch flow path (115) is respectively connected to the common flow path (113) and the third heat exchange element (14); The second switching module (122) comprises a first control valve (1221) and a second control valve (1222), wherein the first control valve (1221) is used to open or close the first branch flow path (114), and the second control valve (1222) is used to open or close the second branch flow path (115).

6. The thermal management system (100) according to claim 3, characterized in that: The first switching module (121) is formed as a three-way valve, and the first switching module (121) comprises a first interface, a second interface and a third interface, the first interface is connected between the fourth heat exchange element (15) and the first heat exchange element (12), the second interface is connected to the first end of the second heat exchange element (13), and the third interface is connected to the air intake port.

7. The thermal management system (100) according to any one of claims 1 to 6, characterized in that: The vehicle further comprises a compressor (11), an off-vehicle heat exchanger (16) and an on-vehicle evaporator (17); the compressor (11) has an exhaust port and an air intake port; the off-vehicle heat exchanger (16) is connected to the exhaust port; the first end of the on-vehicle evaporator (17) is connected to the off-vehicle heat exchanger (16) via a third throttling element (171); and the second end of the on-vehicle evaporator (17) is connected to the air intake port.

8. The thermal management system (100) according to claim 7, characterized in that: The vehicle further comprises a regenerator (18), wherein the regenerator (18) is provided with a first flow path and a second flow path for exchanging heat with each other, wherein the two ends of the first flow path are respectively connected to the external heat exchanger (16) and the third throttling element (171), and the two ends of the second flow path are respectively connected to the second end of the internal evaporator (17) and the air intake port.

9. The thermal management system (100) according to claim 8, characterized in that: The regenerator (18) is configured to have a gas-liquid separation function.

10. The thermal management system (100) according to claim 7, characterized in that: A third regulating member (173) with adjustable flow rate is connected in series between the second end of the in-vehicle evaporator (17) and the air intake port.

11. A vehicle (1000), characterized in that: include: A vehicle body (200), wherein the vehicle body (200) is provided with a battery pack and a storage box; A thermal management system (100), wherein the thermal management system (100) is a thermal management system (100) according to any one of claims 1 to 10, wherein the first heat exchange component (12) exchanges heat with the battery pack, and the second heat exchange component (13) exchanges heat with the storage box.

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