Heat management system and vehicle having the same

Abstract

The application discloses a heat management system and a vehicle with the same, and the heat management system comprises a first heat exchange component, the first heat exchange component is suitable for heat exchange with a battery pack of the vehicle; a second heat exchange component, the second heat exchange component is used for adjusting a temperature of a storage box; and a first switching module, the first switching module is connected with the first heat exchange component and the second heat exchange component respectively so that the first heat exchange component and the second heat exchange component are connected in series or in parallel. The heat management system provided by the application can switch the connection mode of the first heat exchange component and the second heat exchange component between series connection and parallel connection, effectively increases the flow mode of refrigerant in the heat management system, and makes the heat management system adaptable to more application scenarios.

Description

Thermal management system and vehicles equipped with it Technical Field

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

[0002] To ensure passenger cabin comfort, battery pack and motor control system safety, and reasonable efficiency during vehicle operation and charging, it is necessary to comprehensively manage the available cold and heat sources in the passenger cabin, external environment, battery pack, motor control system and refrigeration system at the vehicle level. As a result, vehicle thermal management systems have been widely researched and applied.

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

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

[0005] This application also proposes a vehicle that includes the aforementioned thermal management system.

[0006] A thermal management system according to an embodiment of the present invention includes: a first heat exchanger adapted to exchange heat with a vehicle's battery pack; a second heat exchanger used to regulate the temperature of a storage compartment; and a first switching module connected to the first heat exchanger and the second heat exchanger respectively, such that the first heat exchanger and the second heat exchanger are connected in series or in parallel.

[0007] According to the thermal management system of the present invention, by setting a first switching module, the connection mode of the first heat exchanger and the second heat exchanger can be switched between series and parallel, which effectively increases the flow mode of refrigerant in the thermal management system. The vehicle can select 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 further includes a compressor and a third heat exchanger adapted to exchange heat with the outside, the compressor having an exhaust port and an intake port; the first switching module is connected to the exhaust port, the intake port, a first end of the first heat exchanger, and a first end of the second heat exchanger; the second end of the first heat exchanger is connected to the first end of the third heat exchanger; the second end of the second heat exchanger is switched to be connected to the first and second ends of the third heat exchanger; when the first heat exchanger and the second heat exchanger are connected in series, the third heat exchanger is connected in series between the first heat exchanger and the second heat exchanger.

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

[0010] In some embodiments, the thermal management system further includes a second switching module, which is connected to the compressor and the third heat exchanger respectively. The first switching module and the second switching module cooperate to switch the thermal management system to a first mode or a 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 connected to both the first and second heat exchangers, 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 connected to both the first and second heat exchangers.

[0011] In some embodiments, the thermal management system further 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 exchanger. The first branch flow path is connected to both the common flow path and the first switching module. The second branch flow path is connected to both the common flow path and the third heat exchanger. 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. The first switching module includes a first interface, a second interface and a third interface. The first interface is connected between the fourth heat exchanger and the first heat exchanger. The second interface is connected to one end of the second heat exchanger. The third interface is connected to the air intake.

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

[0014] In some embodiments, the thermal management system further includes a regenerator, which has a first flow path and a second flow path for mutual heat exchange. 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.

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

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

[0017] A vehicle according to an embodiment of the present invention includes: a body, wherein the body is provided with a battery pack; a thermal management system, wherein the thermal management system is the thermal management system described in the above technical solution, the storage compartment is disposed in the body, and the first heat exchanger exchanges heat with the battery pack.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

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

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

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

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

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

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

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

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

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

[0028] Figure 9 is a schematic diagram of refrigerant flow in the thermal management system of some embodiments of the present invention under the ninth and tenth operating conditions.

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

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

[0031] Figure 12 is a schematic diagram of refrigerant flow in the thermal management system of some embodiments of the present invention under the thirteenth and fourteenth operating conditions.

[0032] Figure 13 is a schematic diagram of the refrigerant flow in the thermal management system of some embodiments of the present invention under the fifteenth and sixteenth operating conditions.

[0033] Figure 14 is a schematic diagram of refrigerant flow in the thermal management system of some embodiments of the present invention under the seventeenth and eighteenth operating conditions.

[0034] Figure 15 is a schematic diagram of refrigerant flow in the thermal management system of some embodiments of the present invention under the nineteenth and twentieth operating conditions.

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

[0036] Figure label:

[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 exchanger; 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 element; 127. Second solenoid valve;

[0040] 13. Second heat exchanger; 131. Second throttling element; 132. Second temperature and pressure sensor; 133. Second regulating element;

[0041] 14. Third heat exchanger; 141. First check valve; 142. Second check valve; 143. Third check valve; 144. First solenoid valve;

[0042] 15. Fourth heat exchanger; 151. Duct heater; 152. Fourth solenoid valve;

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

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

[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. Heating components. Detailed Implementation

[0048] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0049] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0050] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0051] A thermal management system 100 according to an embodiment of the present invention will now be described with reference to Figures 1-16.

[0052] Referring to FIG1, a thermal management system 100 according to an embodiment of the present invention includes: a first heat exchanger 12, a second heat exchanger 13, and a first switching module 121, wherein the first heat exchanger 12 is adapted to exchange heat with the battery pack of a vehicle 1000, the second heat exchanger 13 is used to regulate the temperature of the storage compartment of the vehicle 1000, and the first switching module 121 is connected to the first heat exchanger 12 and the second heat exchanger 13 respectively so that the first heat exchanger 12 and the second heat exchanger 13 are connected in series or in parallel.

[0053] In other words, by setting the first switching module 121, the connection mode between the first heat exchanger 12 and the second heat exchanger 13 can be switched between series and parallel.

[0054] When the first switching module 121 connects the first heat exchanger 12 and the second heat exchanger 13 in series, the refrigerant in the thermal management system 100 can have the following flow patterns:

[0055] In the first method, the high-temperature refrigerant first passes through the first heat exchanger 12, where it releases heat, and then passes through the second heat exchanger 13, where it releases heat, so that the refrigerant first heats the battery pack and then heats the storage box.

[0056] The second method involves the high-temperature refrigerant first passing through the second heat exchanger 13, where it releases heat, and then passing through the first heat exchanger 12, where it releases heat. This allows the refrigerant to heat the storage box first and then the battery pack.

[0057] The third method involves the low-temperature refrigerant first passing through the first heat exchanger 12, where it absorbs heat, and then passing through the second heat exchanger 13, where it absorbs heat. This allows the refrigerant to cool the battery pack first and then the storage box.

[0058] The fourth method involves the low-temperature refrigerant first passing through the second heat exchanger 13, where it absorbs heat, and then passing through the first heat exchanger 12, where it absorbs heat. This allows the refrigerant to cool the storage box first and then the battery pack.

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

[0060] Fifthly, the refrigerant flows through the first heat exchanger 12, and after releasing heat in the first heat exchanger 12, it is throttled by the throttling element between the first heat exchanger 12 and the second heat exchanger 13, and then enters the second heat exchanger 13, where it absorbs heat, so that the thermal management system 100 can heat the battery pack while cooling the storage box.

[0061] The sixth method involves the refrigerant flowing through the second heat exchanger 13, releasing heat in the second heat exchanger 13, then being throttled by the throttling element between the first heat exchanger 12 and the second heat exchanger 13, and then entering the first heat exchanger 12 to absorb heat, so that the thermal management system 100 can heat the storage box while cooling the battery pack.

[0062] When the first switching module 121 connects the first heat exchanger 12 and the second heat exchanger 13 in parallel, the refrigerant in the thermal management system 100 can have the following flow patterns:

[0063] The seventh method involves the diversion of high-temperature refrigerant, with one part flowing to the first heat exchanger 12 and releasing heat in the first heat exchanger 12, and the other part flowing to the second heat exchanger 13 and releasing heat in the second heat exchanger 13, so that the thermal management system 100 can heat the battery pack and the storage box at the same time.

[0064] The eighth method involves splitting the low-temperature refrigerant, with one part flowing to the first heat exchanger 12 to absorb heat, and the other part flowing to the second heat exchanger 13 to absorb heat, so that the thermal management system 100 can cool the battery pack while simultaneously cooling the storage box.

[0065] According to an embodiment of the present invention, the thermal management system 100, by providing a first switching module 121, allows the connection mode of the first heat exchanger 12 and the second heat exchanger 13 to be switched between series and parallel. 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 described 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 described 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 exchanger 14 adapted to exchange heat with the outside of the compressor 11, the compressor 11 having an exhaust port and an intake port.

[0067] The first switching module 121 is 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, respectively; 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 be connected to the first and second ends 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 so that the exhaust port is connected to the first end of the first heat exchanger 12, and the 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 can be switched to be connected 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. The refrigerant first flows to the first heat exchanger 12, then to the third heat exchanger 14, then to the second heat exchanger 13, and then returns to the compressor 11 to continue compression and circulation. During this refrigerant circulation process, the refrigerant releases heat in the first heat exchanger 12 to heat the battery pack, and absorbs heat in the second heat exchanger 13 to cool the storage box.

[0069] The above technical solution enables the thermal management system 100 to heat the battery pack while cooling the storage box, thus increasing the application scenarios of the thermal management system 100.

[0070] It should be noted that the refrigerant can exchange heat within the third heat exchanger 14, or it can simply flow through the third heat exchanger 14. When the refrigerant absorbs heat within the third heat exchanger 14, the total heat of the refrigerant in the refrigerant circulation loop is increased, improving the efficiency of heat release in the first heat exchanger 12, thus improving the heating efficiency of the thermal management system 100 for the battery pack. When the refrigerant releases heat within the third heat exchanger 14, the temperature of the refrigerant entering the second heat exchanger 13 is reduced, increasing the heat absorption efficiency of the refrigerant in the second heat exchanger 13, thus improving the cooling efficiency of the thermal management system 100 for the storage box. When the refrigerant simply flows through the third heat exchanger 14, the pipes and components that can flow through the thermal management system 100 are fully utilized, eliminating the need for dedicated pipes to connect the second ends of the first heat exchanger 12 and the second ends of the second heat exchanger 13, which simplifies the thermal management system 100.

[0071] Specifically, a first throttling element 123 is provided at the second end of the first heat exchanger 12. The high-temperature refrigerant discharged from the compressor 11 releases heat in the first heat exchanger 12 and is then throttled by the first throttling element 123 to become a low-temperature refrigerant. This low-temperature refrigerant flows to the third heat exchanger 14, allowing it to absorb heat within the third heat exchanger 14. After passing through the third heat exchanger 14, the refrigerant flows to the second heat exchanger 13, where it absorbs heat again before returning to the compressor 11 for further compression and circulation. During this refrigerant circulation process, 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 compartment, 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 being throttled 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. During this refrigerant circulation process, 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 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 exchange element 14 and the first throttling element 123. The first one-way valve 141 can restrict 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 refrigerant backflow and ensuring the flow efficiency of the refrigerant.

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

[0075] The second end of the first heat exchanger 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 exchanger 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 exchanger 14 is also connected to the air intake through the first solenoid valve 144. The end of the first solenoid valve 144 away from the air intake is connected between the second end of the third heat exchanger 14 and the second check valve 142.

[0077] Through the above technical solution, the first switching module 121 can be switched to the first end of the first heat exchanger 12 and the first end of the second heat exchanger 13 being connected and both 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 both 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 intake port to form a circulation loop. In this circulation loop, the first heat exchanger 12 and the second heat exchanger 13 are connected in parallel. Part of the refrigerant discharged from the exhaust port flows to the first heat exchanger 12, where it releases heat, while the other part flows to the second heat exchanger 13, where it releases heat. This allows the thermal management system 100 to heat the battery pack and the storage compartment simultaneously. The refrigerant discharged from the first heat exchanger 12 is throttled by the first throttling element 123, and then, under the action of the first one-way valve 141 and the second one-way valve 142, it can only flow to the first end of the third heat exchanger 14. The refrigerant discharged from the second heat exchanger 13 is throttled by the second throttling element 131, and then, under the action of the first one-way valve 141 and the second one-way valve 142, it can only flow to the first end of the third heat exchanger 14. That is, after the two parts of refrigerant merge, they flow to the third heat exchanger 14 through the first one-way valve 141. After absorbing heat in the third heat exchanger 14, the refrigerant flows to the compressor 11 through the first solenoid valve 144 for circulation.

[0078] The first switching module 121 can also be switched so that the exhaust port is connected to the first end of the first heat exchanger 12 and the intake port is 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 ends of the first heat exchanger 12 and the second ends 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 exchanger 12 and the second heat exchanger 13 are connected in series. The refrigerant discharged from the exhaust port flows to the first heat exchanger 12, where it releases heat. Then, it flows through the first one-way valve 141 to the third heat exchanger 14, and then to the second one-way valve 142. After passing through the second one-way valve 142, the refrigerant flows to the second heat exchanger 13, where it absorbs heat. Finally, the refrigerant flows to the compressor 11, thus circulating the refrigerant. In this circulation loop, the thermal management system 100 can simultaneously heat the battery pack and cool the storage compartment. It should be noted that in this circulation loop, after passing through the second one-way valve 142, a small amount of refrigerant may flow back to the first one-way valve 141. This is negligible and does not affect the operation 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 at the exhaust port of the compressor 11. The first pressure sensor 111 and the first temperature sensor 112 are set close to the exhaust port. The first pressure sensor 111 and the first temperature sensor 112 can detect the pressure and temperature of the refrigerant discharged by the compressor 11 respectively, and transmit the pressure and temperature signals to the thermal management system 100, thereby enabling real-time monitoring of the flow path pressure and preventing the thermal management system 100 from running out of control.

[0080] A second temperature sensor 124 is connected in series at the second end of the first heat exchanger 12. The second temperature sensor 124 is set close to the second end of the first heat exchanger 12. The second temperature sensor 124 can detect the temperature of the refrigerant discharged from the second end of the first heat exchanger 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 exchanger 12 is located in real time and avoid the thermal management system 100 from going out of control.

[0081] In some specific embodiments, the third heat exchanger 14 is adapted to absorb the heat from the heat-generating component 3. The heat-generating component 3 is a component that generates heat during the operation of the vehicle 1000. For example, the heat-generating component 3 can be any of the powertrain, controller, or engine. It is understood that the heat-generating component 3 is not limited to the above-mentioned types; any component that can generate heat during the operation of the vehicle 1000 is acceptable. The third heat exchanger 14 can absorb the waste heat generated by the heat-generating component 3, fully utilizing the energy of the vehicle 1000, reducing energy loss, and also improving 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 constructed as a plate heat exchanger. The third heat exchanger 14 is provided with a refrigerant flow path and a water-cooled flow path for mutual heat exchange. The third heat exchanger 14 also has a first end and a second end connected to the refrigerant flow path. The first end of the third heat exchanger 14 is connected to the second end of the first heat exchanger 12 and the second end of the second heat exchanger 13. The second end of the third heat exchanger 14 is connected to the second end of the second heat exchanger 13. The third heat exchanger 14 also includes a third end and a fourth end connected to the water-cooled flow path.

[0083] The thermal management system 100 also includes a heat exchange module 2, which absorbs heat from the heating element 3 through a circulating heat exchange medium, thereby improving the efficiency of heat absorption from the heating element 3. The heat exchange medium can be water, or other liquids capable of transporting heat.

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

[0085] When the reversing assembly 23 connects the fourth end of the third heat exchanger 14 to the second end of the heat source channel 21, the heat exchange medium in the heat source channel 21 can flow into the water-cooled flow path of the third heat exchanger 14. By exchanging heat with the refrigerant, the temperature of the heat exchange medium is reduced. Then, the heat exchange medium flows back to the heat source channel 21 to absorb the heat generated by the heating element 3. This technical solution improves the stability of the third heat exchanger 14 in absorbing heat from the heating element 3.

[0086] When the commutation assembly 23 connects the fourth end of the third heat exchanger 14 to the first end of the radiator 22, the heat exchange medium in the heat source flow channel 21 dissipates heat in the water-cooled flow path 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 operational safety of the heat-generating component 3.

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

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

[0089] In some application scenarios of 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, which reduces the risk of failure of the heat-generating component 3 due to excessive temperature and improves 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, and the first fan 161 is positioned directly opposite the radiator 22. The first fan 161 is used to blow air onto 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 for heat dissipation of the external heat exchanger 16.

[0091] In some embodiments, the heat exchange module 2 further includes a third temperature sensor 25, which is disposed 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 heating component 3. The heat exchange medium can select a flow path according to the detected temperature.

[0092] Specifically, the commutation 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 exchanger 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 based on the temperature detected by the third temperature sensor 25.

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

[0095] When the heat exchange medium needs to dissipate heat, and there is no heating requirement in the vehicle compartment and the battery pack, the second opening and the third opening of the commutation assembly 23 can be connected. 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 compartment and / or battery pack require heating, the first opening of the reversing assembly 23 can be connected to the fourth opening. The heat exchange medium discharged from the first end of the heat source channel 21 flows to the third heat exchanger 14 and exchanges heat with the refrigerant in the third heat exchanger 14 to increase the temperature of the refrigerant. Then the heat exchange medium flows to the reversing assembly 23, and after passing through the first opening and the fourth opening, it flows to the second end of the heat source channel 21.

[0097] When the vehicle compartment and / or battery pack require heating and the heat exchange medium has a high heat dissipation requirement, the first opening and the third opening of the reversing assembly 23 can be connected. The heat exchange medium discharged from the first end of the heat source channel 21 flows to the third heat exchanger 14, exchanges heat with the refrigerant in the third heat exchanger 14, and then flows to the reversing assembly 23. After passing through the first opening and the third opening, it 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 heat exchange medium mentioned above, 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 further provided with a water supply tank 26. The water supply tank 26 can be connected to the second end of the radiator 22 and the heat source flow channel 21 through an exhaust pipe. The gas flowing to the heat source flow channel 21 can flow into the water supply tank 26. The water supply tank 26 can be connected to the water cooling flow path through a water supply pipe, so that the heat exchange medium in the liquid in the water supply 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. The two ends of the fourth heat exchanger 15 are connected to the exhaust port and the first switching module 121, respectively. 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 undergo heat exchange within the fourth heat exchanger 15, or it may simply flow through the fourth heat exchanger 15 without undergoing heat exchange.

[0101] When cabin heating is required, the air flowing within the duct where the fourth heat exchanger 15 is located absorbs heat from the fourth heat exchanger 15. In other words, the refrigerant releases heat within the fourth heat exchanger 15, and the heated air is then blown into the cabin to achieve heating. When cabin heating is not required, simply stopping the airflow within the duct reduces the heat exchange efficiency between the air and the fourth heat exchanger 15. In this case, the heat loss of the refrigerant within the fourth heat exchanger 15 is negligible, essentially meaning the refrigerant merely flows through the fourth heat exchanger 15 without any heat exchange.

[0102] For example, referring to Figures 1 and 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 so that the second end of the fourth heat exchanger 15 is connected to the first end of the first heat exchanger 12 and the 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 be connected 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, then the refrigerant flows to the first heat exchanger 12 through the first switching module 121, then flows to the third heat exchanger 14 through the first throttling element 123, 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 circulation. During the refrigerant circulation process, the refrigerant releases heat in the first heat exchanger 12 to heat the battery pack, and absorbs heat in the second heat exchanger 13 to cool the storage box.

[0103] If air flows within the duct where the fourth heat exchanger 15 is located while the refrigerant is circulating, the flowing air will continuously absorb heat from the fourth heat exchanger 15 (i.e., the refrigerant continuously releases heat within the fourth heat exchanger 15), and the heated air will be blown into the cabin to achieve cabin heating. In other words, the thermal management system 100 can simultaneously achieve cabin heating, battery pack heating, and storage compartment cooling.

[0104] If the air in the duct where the fourth heat exchanger 15 is located does not flow while the refrigerant is circulating, that is, the refrigerant only passes through the fourth heat exchanger 15, in other words, the thermal management system 100 only realizes the heating of the battery pack and the cooling of the storage box at the same time.

[0105] In the above technical solution, the refrigerant can flow through the fourth heat exchanger 15 without exchanging heat with the fourth heat exchanger 15, making full use of the pipes and components that can flow through the thermal management system 100, without the 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 air temperature, and the heated air is blown into the vehicle 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 rate is slow, the duct heater 151 is activated to heat the air in the duct simultaneously with the fourth heat exchanger 15 to meet the heating requirements or increase the heating rate. It is understood that when the vehicle cabin needs to be heated, at least one of the fourth heat exchanger 15 and the duct heater 151 can provide the heat source, without specific limitations. 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. 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 exchanger 15 and the first heat exchanger 12. The second interface is connected to the first end of the second heat exchanger 13. The third interface is connected to the air intake.

[0108] The first switching module 121 can switch to a connection between the first interface and 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. Furthermore, since the second ends of the first heat exchanger 12 and 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 and 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. 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 between 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 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 the thermal management system 100 to a first mode or a second mode.

[0112] Referring to Figures 1 and 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.

[0113] In other words, in the first mode, the refrigerant discharged from the exhaust port first passes through the first heat exchanger 12 and the second heat exchanger 13, where it releases heat. Then it passes through the third heat exchanger 14 and finally flows to the intake port. That is, in the first mode, the thermal management system 100 can simultaneously heat the battery pack and the storage box.

[0114] Referring to Figures 1 and 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 connected to both the first heat exchanger 12 and the second heat exchanger 13. Both the first throttling element 123 and the second throttling element 131 are constructed as bidirectional electronic expansion valves.

[0115] In other words, in the second mode, the refrigerant discharged from the exhaust port first flows to the third heat exchanger 14, then passes through the first heat exchanger 12 and the second heat exchanger 13, and absorbs heat within the first heat exchanger 12 and the second heat exchanger 13. That is, in the first mode, the thermal management system 100 can simultaneously cool the battery pack and the storage box.

[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 exchanger 15. The first branch flow path 114 is connected to the common flow path 113 and the first switching module 121, respectively. The second branch flow path 115 is connected to the common flow path 113 and the third heat exchanger 14, respectively.

[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] Referring to Figures 1 and 13, when the first control valve 1221 is open, the second control valve 1222 is closed, and the first switching module 121 is switched to connect the first interface and the second interface, the thermal management system 100 is in the first mode. The refrigerant compressed by the compressor 11 is discharged through the exhaust port and flows to the fourth heat exchanger 15, then to the common flow path 113, then to the first switching module 121 through the first branch flow path 114, then splits to the first heat exchanger 12 and the second heat exchanger 13, then merges to the third heat exchanger 14, and finally flows to the suction port.

[0119] Referring to Figures 1 and 10, when the first control valve 1221 is closed, the second control valve 1222 is open, and the first switching module 121 is switched to connect the first interface and the second interface, the thermal management system 100 is in the second mode. The refrigerant compressed by the compressor 11 is discharged through the exhaust port and flows to the fourth heat exchanger 15, then to the common flow path 113, then to the third heat exchanger 14 through the second branch flow path 115, then to the first heat exchanger 12 and the second heat exchanger 13 through the second one-way valve 142, and finally to the suction 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] Referring to 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 provide cabin heating.

[0122] When the second control valve 1222 and the first solenoid valve 144 are open, the refrigerant compressed by the compressor 11 is discharged through the exhaust port and flows to the fourth heat exchanger 15, then to the common flow path 113, then throttled by the second control valve 1222 and flows to the third heat exchanger 14, and finally flows directly to the suction port through the first solenoid valve 144. In this cycle, the refrigerant absorbs heat in the third heat exchanger 14 and releases heat in the fourth heat exchanger 15 to achieve cabin heating.

[0123] In some embodiments, the first end of the first heat exchanger 12 is also connected to the air intake through the second solenoid valve 127. The first end of the second solenoid valve 127 is connected to the air intake, 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 closes to prevent the refrigerant from flowing directly to the suction port through the second solenoid valve 127, thus ensuring the stability of the thermal management system 100. When the first control valve 1221 is closed, the second solenoid valve 127 can open, allowing the refrigerant discharged from the first end of the first heat exchanger 12 to flow directly to the suction port through the second solenoid valve 127, thereby improving the refrigerant flow efficiency.

[0125] In some embodiments, 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 an exhaust port, and 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 an air intake port. The internal evaporator 17 is used to reduce the cabin temperature, thereby achieving cabin cooling.

[0126] The exhaust port of compressor 11 can be connected to the external heat exchanger 16. The external evaporator can be connected to the first end of the internal evaporator 17 through the third throttling element 171, and the second end of the internal evaporator 17 can be connected to the suction port of compressor 11 to form a circulation loop. In this circulation loop, the refrigerant compressed by compressor 11 is discharged to the external heat exchanger 16 through the exhaust port. After the refrigerant releases heat in the external heat exchanger 16, it is throttled by the third throttling element 171 and flows to the internal evaporator 17. The refrigerant absorbs heat in the internal evaporator 17 to achieve cooling of the vehicle cabin.

[0127] The above technical solutions further expand the applicable scenarios of the thermal management system 100 and improve its practicality.

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

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

[0130] In other words, 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 through the second one-way valve 142 to the first heat exchanger 12 to cool the battery pack, and through the second one-way valve 142 to the second heat exchanger 13 to cool the storage compartment. Furthermore, the refrigerant discharged from the second end of the third heat exchanger 14 can also flow through the internal evaporator 17 to the air intake to cool the vehicle cabin.

[0131] The above technical solutions increase the number of applicable scenarios for the thermal management system 100 and improve its practicality.

[0132] In some specific embodiments, 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 vehicle evaporator 17. The third one-way valve 143 is located close to the third heat exchanger 14. The third one-way valve 143 can restrict the flow of refrigerant discharged from the vehicle heat exchanger 16 to the third heat exchanger 14, thereby ensuring the stability of the operation of the thermal management system 100.

[0133] A fourth one-way valve 163 is provided between the external heat exchanger 16 and the internal evaporator 17. The fourth one-way valve 163 is located close to the external heat exchanger 16. The fourth one-way valve 163 can restrict the flow of refrigerant, so that the refrigerant flows from the external heat exchanger 16 to the internal evaporator 17, preventing refrigerant backflow 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 provided between the first end of the first heat exchanger 12 and the suction port. The first temperature and pressure sensor 125 is located near the first end of the first heat exchanger 12 to detect the temperature and pressure of the refrigerant at the first end of the first heat exchanger 12 and transmit the temperature and pressure signal to the thermal management system 100, thereby improving the reliability of the thermal management system 100.

[0135] A second temperature and pressure sensor 132 is provided between the first end of the second heat exchanger 13 and the suction port. The second temperature and pressure sensor 132 is located near the first end of the second heat exchanger 13 to detect the temperature and pressure of the refrigerant at the first end of the second heat exchanger 13 and transmit the temperature and pressure signal to the thermal management system 100, thereby improving the reliability of the thermal management system 100.

[0136] A third temperature and pressure sensor 172 is provided between the second end of the vehicle interior evaporator 17 and the air intake. The third temperature and pressure sensor 172 is located near the second end of the vehicle interior evaporator 17 to detect the temperature and pressure of the refrigerant at the second end of the vehicle interior evaporator 17 and transmit the temperature and pressure signal to the thermal management system 100, thereby improving the reliability of the thermal management system 100.

[0137] In some embodiments, a first flow-adjustable regulating member 126 is provided between the first end of the first heat exchanger 12 and the air intake. The first regulating member 126 can adjust the pressure of the flow path where the first heat exchanger 12 is located, so that the pressure of the flow path where the first heat exchanger 12 is located can be maintained within the required range, avoiding the influence of the pressure of other flow paths on the pressure of the flow path where the first heat exchanger 12 is located, and ensuring the reliability of the first heat exchanger 12 in use. The first regulating member 126 can be configured as a variable diameter throttle valve or 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 exchanger 13 and the air intake. The second regulating member 133 can adjust the pressure in the flow path where the second heat exchanger 13 is located, so that the pressure in the flow path where the second heat exchanger 13 is located can be maintained within the required range, avoiding the influence of the pressure of other flow paths on the pressure in the flow path where the second heat exchanger 13 is located, and ensuring the reliability of the second heat exchanger 13 in use. The second regulating member 133 can be configured as a variable diameter throttle valve or a bidirectional electronic expansion valve.

[0139] In some embodiments, a flow-adjustable third regulating member 173 is provided between the second end of the in-vehicle evaporator 17 and the air intake. The third regulating member 173 can adjust 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 the required range, avoiding the influence of the pressure of other flow paths on 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 diameter throttle valve or a two-way electronic expansion valve.

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

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

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

[0143] In some embodiments, the thermal management system 100 further includes a regenerator 18, which is provided with a first flow path and a second flow path for mutual heat exchange. 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.

[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, and 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, high-pressure refrigerant discharged from the exhaust port can flow into the external heat exchanger 16. The refrigerant can condense or cool in the external heat exchanger 16 to release heat to the outside of the vehicle, allowing the refrigerant to transition to a medium-temperature, high-pressure state. The refrigerant after releasing heat can flow from the external heat exchanger 16 into the first flow path. The refrigerant flowing into the first flow path can exchange heat with the refrigerant in the second flow path and can then flow along the first flow path to the third throttling element 171. The third throttling element 171 throttles the refrigerant, causing it to become a low-temperature, low-pressure state. The low-temperature, low-pressure refrigerant can flow into the internal evaporator 17 and absorb heat, allowing the internal evaporator 17 to cool the vehicle cabin. The low-temperature, low-pressure refrigerant can further flow into the second flow path, where it can absorb heat from the refrigerant in the first heat exchange flow path before entering the suction port.

[0146] Through the above technical solution, the refrigerant in the first flow path exchanges heat with the refrigerant in the second flow path before entering the vehicle evaporator 17, which reduces the temperature of the refrigerant entering the vehicle evaporator 17 and improves the cooling effect of the vehicle evaporator 17; and the refrigerant in the second flow path exchanges heat with the refrigerant in the first flow path before entering the suction port, which increases the temperature of the refrigerant entering the suction port, reduces the risk of liquid slugging in the compressor 11, and improves the safety of 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 entering the suction port, further reducing the risk of liquid refrigerant entering the compressor 11 and improving the reliability of the thermal management system 100.

[0148] In some further embodiments, the thermal management system 100 also includes a heating element 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 a heating element, which further reduces the risk of liquid slugging in the compressor 11.

[0150] In some specific embodiments, the heater is constructed 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 below 2°C, the refrigerant can be heated by the electric heating film to increase the suction superheat and prevent liquid slugging in the compressor 11. In some other embodiments, the risk of liquid slugging in the compressor 11 can also be reduced by decreasing the heat dissipation of the thermal management system 100, for example, by reducing the 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 in the first heat exchanger 12, the second heat exchanger 13, and the first solenoid valve 144 can all flow to the suction port after passing through the regenerator 18, further reducing the risk of liquid slugging in the compressor 11.

[0152] A specific embodiment of this application is described below with reference to Figures 1-16.

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

[0154] The thermal management system 100 further includes: a compressor 11 adapted to exchange heat with the outside, and a third heat exchanger 14, the compressor 11 having an exhaust port and an intake port. A first switching module 121 is 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, respectively; 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 be connected to the first and second ends 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] The second end of the first heat exchanger 12 is provided with a first throttling element 123, and the second end of the second heat exchanger 13 is provided with a second throttling element 131.

[0156] 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 disposed between the first end of the third heat exchanger 14 and the first throttling element 123. The first one-way valve 141 can restrict 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 restrict 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.

[0157] The second end of the first heat exchanger 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 exchanger 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 exchanger 14 is also connected to the air intake through the first solenoid valve 144. The end of the first solenoid valve 144 away from the air intake is connected between the second end of the third heat exchanger 14 and the second check valve 142.

[0159] A first pressure sensor 111 and a first temperature sensor 112 are connected in series at the exhaust port of the compressor 11, and the first pressure sensor 111 and the first temperature sensor 112 are positioned close to the exhaust port. A second temperature sensor 124 is connected in series at the second end of the first heat exchanger 12, and the second temperature sensor 124 is positioned close to the second end of the first heat exchanger 12.

[0160] The third heat exchanger 14 is adapted to absorb the heat from the heating component 3, which is a component that generates heat when the vehicle 1000 is in operation.

[0161] The third heat exchanger 14 is constructed as a plate heat exchanger. It has a refrigerant flow path and a water-cooled flow path for mutual heat exchange. The third heat exchanger 14 also has a first end and a second end connected to the refrigerant flow path. The first end of the third heat exchanger 14 is alternately connected to the second end of the first heat exchanger 12 and the second end of the second heat exchanger 13. The second end of the third heat exchanger 14 is also connected to the second end of the second heat exchanger 13. The third heat exchanger 14 further includes a third end and a fourth end connected to the water-cooled flow path.

[0162] The thermal management system 100 also includes a heat exchange module 2, which absorbs heat from the heating element 3 through a circulating heat exchange medium, thereby improving the efficiency of heat absorption from the heating element 3. The heat exchange medium is water.

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

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

[0165] The commutation component 23 is also connected to the first end of the heat source channel 21.

[0166] The thermal management system 100 also includes a first fan 161. The radiator 22 is located outside the vehicle, and the first fan 161 is positioned directly opposite the radiator 22. The first fan 161 is used to blow air onto 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 for heat dissipation of the external heat exchanger 16.

[0167] The heat exchange module 2 also includes a third temperature sensor 25, which is located at the 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 commutation 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 exchanger 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 equipped with a water supply tank 26. The water supply tank 26 is connected to the second end of the radiator 22 and the heat source flow channel 21 through the exhaust pipe, and the water supply tank 26 is connected to the water cooling flow path through the water supply pipe.

[0170] The thermal management system 100 also includes a fourth heat exchanger 15 for adjusting the cabin temperature. The two ends of the fourth heat exchanger 15 are connected to the exhaust port and the first switching module 121, respectively. 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 also includes a duct heater 151, which is disposed in the same duct as the fourth heat exchanger 15.

[0172] The first switching module 121 is formed as a three-way valve. 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 exchanger 15 and the first heat exchanger 12. The second interface is connected to the first end of the second heat exchanger 13. The third interface is connected to the air intake.

[0173] The thermal management system 100 also 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 the thermal management system 100 to either 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 exchanger 15. The first branch flow path 114 is connected to the common flow path 113 and the first switching module 121, respectively. The second branch flow path 115 is connected to the common flow path 113 and the third heat exchanger 14, respectively.

[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 exchanger 12 is also connected to the air intake through the second solenoid valve 127. The first end of the second solenoid valve 127 is connected to the air intake, and the second end is connected between the first control valve 1221 and the first switching module 121.

[0178] The thermal management system 100 also includes an external heat exchanger 16 and an internal evaporator 17. The external heat exchanger 16 is connected to the exhaust port, and the first end of the internal evaporator 17 is connected to the external heat exchanger 16 through 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 temperature of the vehicle cabin and achieve cabin cooling.

[0179] The vehicle evaporator 17 is connected 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 located close to the third heat exchanger 14. The third one-way valve 143 can restrict the flow of refrigerant discharged from the external heat exchanger 16 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 located close to the external heat exchanger 16. The fourth one-way valve 163 can restrict the flow of refrigerant, so that the refrigerant flows from the external heat exchanger 16 to the in-vehicle evaporator 17, preventing refrigerant backflow.

[0181] A first temperature and pressure sensor 125 is provided between the first end of the first heat exchanger 12 and the suction port. The first temperature and pressure sensor 125 is located near the first end of the first heat exchanger 12 so as to detect the temperature and pressure of the refrigerant at the first end of the first heat exchanger 12 and transmit the temperature and pressure signal to the thermal management system 100.

[0182] A second temperature and pressure sensor 132 is provided between the first end of the second heat exchanger 13 and the suction port. The second temperature and pressure sensor 132 is located near the first end of the second heat exchanger 13 to detect the temperature and pressure of the refrigerant at the first end of the second heat exchanger 13 and transmit the temperature and pressure signal to the thermal management system 100.

[0183] A third temperature and pressure sensor 172 is provided between the second end of the vehicle interior evaporator 17 and the air intake. The third temperature and pressure sensor 172 is located near the second end of the vehicle interior evaporator 17 to detect the temperature and pressure of the refrigerant at the second end of the vehicle interior evaporator 17 and transmit the temperature and pressure signal to the thermal management system 100.

[0184] A first flow-adjustable regulating element 126 is provided between the first end of the first heat exchanger 12 and the air intake, and the first regulating element 126 can adjust the pressure of the flow path where the first heat exchanger 12 is located; a second flow-adjustable regulating element 133 is provided between the first end of the second heat exchanger 13 and the air intake, and the second regulating element 133 can adjust the pressure of the flow path where the second heat exchanger 13 is located; a third flow-adjustable regulating element 173 is provided between the second end of the in-vehicle evaporator 17 and the air intake, and the third regulating element 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. The end of the third solenoid valve 162 away from the external heat exchanger 16 is connected between the exhaust port and the fourth heat exchanger 15. The end of the fourth heat exchanger away from the exhaust port is provided with a fourth solenoid valve 152.

[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. The two ends of the first flow path are connected to the external heat exchanger 16 and the third throttling element 171, respectively, and the two ends of the second flow path are connected to the second end of the internal evaporator 17 and the air intake, respectively.

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

[0188] The thermal management system 100 also includes a heating element disposed in the regenerator 18 to heat the refrigerant passing through the second flow path. The heater is constructed as an electric heating film 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 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 all flow to the suction port after passing through the regenerator 18.

[0190] The thermal management system 100 in this embodiment of the invention can meet the cooling needs of the storage box under various operating conditions. The specific operating modes for various operating 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, while the other components are in the closed state.

[0191] Referring to Figures 1 and 2, the first operating condition is: only the storage box is cooled. In this condition, the compressor 11 drives the refrigerant to flow to the external heat exchanger 16. After exchanging heat with the external heat exchanger 16, the refrigerant flows to the first flow path of the regenerator 18. Then, after being throttled by the second throttling element 131, it flows to the second heat exchanger 13, thereby cooling the storage box. After exchanging heat with the second heat exchanger 13, the refrigerant returns to the compressor 11 through the second flow path of the regenerator 18 to continue compression and circulation.

[0192] Referring to Figures 1 and 3, the second operating condition is as follows: the cabin is cooled while the storage box is cooled. In this condition, the compressor 11 drives the refrigerant to flow to the external heat exchanger 16. After exchanging heat with the external heat exchanger 16, the refrigerant flows to the first flow path of the regenerator 18. After the refrigerant is discharged from the first flow path, it is divided into two parts. One part flows to the second heat exchanger 13 after being throttled by the second throttling element 131, thus cooling the storage box. The other part flows to the internal evaporator 17 after being throttled by the third throttling element 171, thus cooling the cabin. The two parts of refrigerant merge in the second flow path of the regenerator 18 and return to the compressor 11 to continue compression and circulation.

[0193] Referring to Figures 1 and 4, the third operating condition is as follows: the battery pack is cooled while the storage compartment is cooled. In this condition, the compressor 11 drives the refrigerant to flow to the external heat exchanger 16. After exchanging heat with the external heat exchanger 16, the refrigerant flows to the first flow path of the regenerator 18. After the refrigerant is discharged from the first flow path, it is divided into two parts. One part flows to the second heat exchanger 13 after being throttled by the second throttling element 131, thereby cooling the storage compartment. The other part flows to the first heat exchanger 12 after being throttled by the first throttling element 123, thereby cooling the battery pack. The two parts of refrigerant merge in the second flow path of the regenerator 18 and return to the compressor 11 for further compression and circulation.

[0194] Referring to Figures 1 and 5, in the fourth operating condition, the cabin cooling, battery pack cooling, and storage box cooling are carried out simultaneously. In this condition, the compressor 11 drives the refrigerant to flow to the external heat exchanger 16. After exchanging heat with the external heat exchanger 16, the refrigerant 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 being throttled by the second throttling element 131, thereby achieving storage box cooling. The second part flows to the first heat exchanger 12 after being throttled by the first throttling element 123, thereby achieving battery pack cooling. The third part flows to the internal evaporator 17 after being throttled by the third throttling element 171, thereby achieving cabin cooling. The three parts of refrigerant merge in the second flow path of the regenerator 18 and return to the compressor 11 for further compression and circulation.

[0195] Referring to Figures 1 and 6, the fifth operating condition is: the cabin is heated while the storage box is cooled. In this condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15. The air flow in the air duct where the fourth heat exchanger 15 is located achieves cabin heating. The refrigerant after exchanging heat 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 being throttled by the second throttling element 131, achieving storage box cooling. The refrigerant after exchanging heat with the second heat exchanger 13 returns to the compressor 11 after passing through the second flow path of the regenerator 18 to continue compression and circulation.

[0196] Referring to Figures 1 and 7, in the sixth operating condition: the battery pack is heated while the storage box is cooled. In this condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15. The air in the 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 flows to the first heat exchanger 12 through the first branch flow path 114 to heat the battery pack, and then flows to the third heat exchanger 14. After being throttled by the second throttling element 131, it flows to the second heat exchanger 13 to cool the storage box. The refrigerant that has exchanged heat with the second heat exchanger 13 returns to the compressor 11 through the second flow path of the regenerator 18 to continue compression and circulation.

[0197] The seventh operating condition: The cabin heating, battery pack heating and storage box cooling are carried out simultaneously. The refrigerant flow pattern in the seventh operating condition is the same as that in the sixth operating condition. The difference is that in the seventh operating condition, the air flow in the air duct where the fourth heat exchanger 15 is located allows the refrigerant to exchange heat with the fourth heat exchanger 15, thereby achieving cabin heating. That is, the cabin heating, battery pack heating and storage box cooling are carried out simultaneously.

[0198] Under certain operating conditions, the thermal management system 100 can simultaneously perform cabin heating and cooling to achieve heating and dehumidification. Specifically, high-temperature refrigerant passes through the fourth heat exchanger 15 to heat the cabin, while low-temperature refrigerant passes through the evaporator 17 to dehumidify the cabin. For example, in the eighth operating condition, cabin heating, cabin cooling, and storage compartment cooling can be performed simultaneously.

[0199] Referring to Figures 1 and 8, the eighth operating condition is as follows: vehicle cabin heating, vehicle cabin cooling, and storage box cooling are carried out simultaneously. In this condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15. The air flow in the air duct where the fourth heat exchanger 15 is located achieves vehicle cabin heating. The refrigerant after exchanging heat 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 flows to the second heat exchanger 13 after being throttled by the second throttling element 131, achieving storage box cooling. The other part flows to the vehicle evaporator 17 after being throttled by the third throttling element 171, achieving vehicle cabin cooling. The two parts of refrigerant merge in the second flow path of the regenerator 18 and return to the compressor 11 for further compression and circulation.

[0200] Referring to Figures 1 and 9, in the ninth operating condition, battery pack heating, cabin cooling, and storage box cooling occur simultaneously. In this condition, compressor 11 drives refrigerant to flow to the fourth heat exchanger 15. The air in the duct where the fourth heat exchanger 15 is located does not flow, meaning the refrigerant does not exchange heat with the fourth heat exchanger 15. The refrigerant discharged from the fourth heat exchanger 15 flows to the first heat exchanger 12 through the first branch flow path 114 to heat the battery pack, and then flows to the third heat exchanger 14. After being discharged from the third heat exchanger 14, the refrigerant is divided into two parts. One part flows to the second heat exchanger 13 after being throttled by the second throttling element 131 to cool the storage box, and the other part flows to the vehicle evaporator 17 after being throttled by the third throttling element 171 to cool the cabin. The two parts of refrigerant merge in the second flow path of the regenerator 18 and return to the compressor 11 for further compression and circulation.

[0201] The tenth operating condition: The cabin heating, battery pack heating, cabin cooling and storage box cooling are carried out simultaneously. The refrigerant flow pattern in the tenth operating condition is the same as that in the ninth operating condition. The difference is that in the tenth operating condition, the air flow in the air duct where the fourth heat exchanger 15 is located allows the refrigerant to exchange heat with the fourth heat exchanger 15, thereby achieving cabin heating. That is, the cabin heating, battery pack heating, cabin cooling and storage box cooling are carried out simultaneously.

[0202] Referring to Figures 1 and 10, in the eleventh operating condition, the cabin heating, battery pack cooling, and storage box cooling are carried out simultaneously. In this condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15. The airflow in the duct where the fourth heat exchanger 15 is located achieves cabin heating. The refrigerant after exchanging heat 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 flows to the second heat exchanger 13 after being throttled by the second throttling element 131, achieving storage box cooling. The other part flows to the first heat exchanger 12 after being throttled by the first throttling element 123, achieving battery pack cooling. The two parts of refrigerant merge in the second flow path of the regenerator 18 and return to the compressor 11 for further compression and circulation.

[0203] Referring to Figures 1 and 11, the twelfth operating condition is as follows: vehicle cabin heating, vehicle cabin cooling, battery pack cooling, and storage box cooling are carried out simultaneously. In this condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15. The air flow in the air duct where the fourth heat exchanger 15 is located achieves vehicle cabin heating. The refrigerant after exchanging heat 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 being throttled by the second throttling element 131, achieving storage box cooling. The second part flows to the first heat exchanger 12 after being throttled by the first throttling element 123, achieving battery pack cooling. The third part flows to the vehicle evaporator 17 after being throttled by the third throttling element 171, achieving vehicle cabin cooling. The three parts of refrigerant merge in the second flow path of the regenerator 18 and return to the compressor 11 to continue compression and circulation.

[0204] Referring to Figures 1 and 12, the thirteenth operating condition is: heating only the storage box. In this condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15. The air in the 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 flows to the second heat exchanger 13 through the first branch flow path 114 to achieve heating of the storage box. Then it flows to the third heat exchanger 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 to circulate.

[0205] The fourteenth operating condition: The cabin is heated while the storage box is heated. The refrigerant flow pattern in the fourteenth operating condition is the same as that in the thirteenth operating condition. The difference is that in the fourteenth operating condition, the air flow in the air duct where the fourth heat exchanger 15 is located allows the refrigerant to exchange heat with the fourth heat exchanger 15, thereby heating the cabin. That is, the storage box is heated while the cabin is heated.

[0206] Referring to Figures 1 and 13, the fifteenth operating condition is as follows: the storage box is heated while the battery pack is heated. In this condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15. The air in the 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 is divided into two parts after passing through the first branch flow path 114. One part flows to the second heat exchanger 13 to heat the storage box, and the other part flows to the first heat exchanger 12 to heat the battery pack. After the two parts of refrigerant merge at the third heat exchanger 14, they return to the compressor 11 through the first solenoid valve 144 to continue compression and circulation.

[0207] The sixteenth operating condition: The cabin heating, battery pack heating and storage box heating are carried out simultaneously. In the sixteenth operating condition, the refrigerant flow is the same as in the fifteenth operating condition. The difference is that in the sixteenth operating condition, the air flow in the air duct where the fourth heat exchanger 15 is located allows the refrigerant to exchange heat with the fourth heat exchanger 15, thereby achieving cabin heating. That is, the cabin heating, battery pack heating and storage box heating are carried out simultaneously.

[0208] Referring to Figures 1 and 14, the seventeenth operating condition is: the cabin is cooled while the storage box is heated. In this condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15. 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 flows to the second heat exchanger 13 through the first branch flow path 114 to heat the storage box. Then it flows to the third heat exchanger 14 through the second throttling element 131, and then to the vehicle evaporator 17 through the third throttling element 171 to cool the cabin. Finally, it returns to the compressor 11 through the second flow path of the regenerator 18 to continue compression and circulation.

[0209] The eighteenth operating condition: The cabin heating, cabin cooling and storage box heating are carried out simultaneously. The refrigerant flow pattern in the eighteenth operating condition is the same as that in the seventeenth operating condition. The difference is that in the eighteenth operating condition, the air flow in the air duct where the fourth heat exchanger 15 is located allows the refrigerant to exchange heat with the fourth heat exchanger 15, thereby achieving cabin heating. That is, the cabin heating, cabin cooling and storage box heating are carried out simultaneously.

[0210] Referring to Figures 1 and 15, in the nineteenth operating condition, battery pack heating, cabin cooling, and storage box heating occur simultaneously. In this condition, compressor 11 drives refrigerant to flow to the fourth heat exchanger 15. The air in the duct where the fourth heat exchanger 15 is located does not flow, meaning the refrigerant does not exchange heat with the fourth heat exchanger 15. The refrigerant discharged from the fourth heat exchanger 15 is divided into two parts after passing through the first branch flow path 114. One part flows to the second heat exchanger 13 to heat the storage box, and the other part flows to the first heat exchanger 12 to heat the battery pack. The two parts of refrigerant merge at the third heat exchanger 14, and then flow to the vehicle evaporator 17 through the third throttling element 171 to cool the cabin. The refrigerant then returns to compressor 11 through the second flow path of regenerator 18 to continue compression and circulation.

[0211] The twentieth operating condition: The cabin heating, battery pack heating, cabin cooling, and storage box heating are carried out simultaneously. In the twentieth operating condition, the refrigerant flow pattern is the same as in the nineteenth operating condition. The difference is that in the twentieth operating condition, the air flow in the air duct where the fourth heat exchanger 15 is located allows the refrigerant to exchange heat with the fourth heat exchanger 15, thereby achieving cabin heating. That is, the cabin heating, battery pack heating, cabin cooling, and storage box heating are carried out simultaneously.

[0212] Referring to Figures 1 and 16, the vehicle 1000 according to the present invention includes: a body 200 and a thermal management system 100, wherein the body 200 is provided with a battery pack and a storage compartment. The thermal management system 100 is the thermal management system 100 in the above-described technical solution, wherein a first heat exchanger 12 exchanges heat with the battery pack, and a second heat exchanger 13 exchanges heat with the storage compartment.

[0213] According to the vehicle 1000 of the present invention, by setting a 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, which effectively increases the flow mode of 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 references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

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

Claims

1. A thermal management system (100), characterized in that, include: The first heat exchanger (12) is adapted to exchange heat with the battery pack of the vehicle (1000); The system includes a second heat exchanger (13) for regulating the temperature of the storage box; a first switching module (121) connected to the first heat exchanger (12) and the second heat exchanger (13) respectively, so that the first heat exchanger (12) and the second heat exchanger (13) are connected in series or in parallel; it also includes a second switching module (122), a compressor (11), a third heat exchanger (14) suitable for exchanging heat with the outside, and a fourth heat exchanger (15) for adjusting the temperature of the vehicle cabin. The second switching module (122) 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 the thermal management system (100) to control its switchability. The system can be configured to operate in either the first or second mode. It also 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 exchanger (15). The first branch flow path (114) is connected to both the common flow path (113) and the first switching module (121). The second branch flow path (115) is connected to both the common flow path (113) and the third heat exchanger (14). 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).

2. The thermal management system (100) according to claim 1, characterized in that, The compressor (11) has an exhaust port and an intake port; the first switching module (121) is 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) respectively; the second end of the first heat exchanger (12) is connected to the first end of the third heat exchanger (14); the second end of the second heat exchanger (13) is switched to be 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).

3. The thermal management system (100) according to claim 2, characterized in that, The two ends of the fourth heat exchanger (15) are connected to the exhaust port and the first switching module (121), respectively.

4. The thermal management system (100) according to claim 3, characterized in that, 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) 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) is connected to the air intake; 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 connected to the first heat exchanger (12) and the second heat exchanger (13) respectively.

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

6. The thermal management system (100) according to any one of claims 1-5, characterized in that, It also includes a compressor (11), an external heat exchanger (16), and an internal evaporator (17). The compressor (11) has an exhaust port and an intake port. 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) through a third throttling element (171). The second end of the internal evaporator (17) is connected to the intake port.

7. The thermal management system (100) according to claim 6, characterized in that, It also includes a regenerator (18), which is provided with a first flow path and a second flow path for mutual heat exchange. 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.

8. The thermal management system (100) according to claim 7, characterized in that, The regenerator (18) is configured to have gas-liquid separation function.

9. The thermal management system (100) according to claim 6, characterized in that, A third flow-adjustable regulating element (173) is connected in series between the second end of the in-vehicle evaporator (17) and the air intake.

10. A vehicle (1000), characterized in that, include: The vehicle body (200) is equipped with a battery pack and a storage compartment; A thermal management system (100) is a thermal management system (100) according to any one of claims 1-9, wherein the first heat exchanger (12) exchanges heat with the battery pack and the second heat exchanger (13) exchanges heat with the storage box.

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