Thermal management system and vehicle

Abstract

The invention discloses a thermal management system and a vehicle, the thermal management system comprises a first heat exchange branch and a gas-liquid separator, and the first heat exchange branch is used for cabin refrigeration; the gas-liquid separator is provided with a refrigerant inlet and a liquid outlet, the refrigerant inlet is connected with an exhaust port of the compressor, and the liquid outlet is connected with the first heat exchange branch; and in a cabin refrigeration mode, a refrigerant discharged by the compressor flows to the gas-liquid separator, and a liquid refrigerant flowing out of the liquid outlet flows to the first heat exchange branch. According to the heat management system, in the cabin refrigeration mode, the liquid refrigerant flowing out of the liquid outlet of the gas-liquid separator is controlled to flow to the first heat exchange branch, the liquid content of the refrigerant entering the first heat exchange branch can be effectively increased, the heat exchange effect of the refrigerant is guaranteed, and therefore the temperature in a cabin is effectively adjusted.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a thermal management system and a vehicle. Background Art

[0002] In the prior art, in order to improve vehicle comfort, a thermal management system is usually provided in the vehicle, and the temperature in the cabin is adjusted by the thermal management system to ensure the comfort of the vehicle, thereby improving the driving experience.

[0003] However, when the existing thermal management system cools the cabin, the liquid content of the refrigerant is relatively low, resulting in poor cooling effect of the thermal management system. In order to solve the technical problem of poor refrigerant effect of the thermal management system, the existing technology usually needs to continuously increase the compressor speed, causing the compressor to operate in a low efficiency area, thereby resulting in low energy efficiency of the thermal management system and the compressor, reducing the user experience. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the first purpose of the present invention is to provide a thermal management system, which can effectively control the amount of liquid refrigerant when cooling the cabin, thereby ensuring the cooling effect of the thermal management system, solving the technical problem of poor cooling effect of the thermal management system in the prior art.

[0005] A second objective of the present invention is to provide a vehicle having the aforementioned thermal management system.

[0006] According to an embodiment of the present invention, the thermal management system includes: a first heat exchange branch, the first heat exchange branch is used for cabin cooling; a gas-liquid separator, the gas-liquid separator is provided with a refrigerant inlet and a liquid outlet, the refrigerant inlet is connected to the exhaust port of the compressor, and the liquid outlet is connected to the first heat exchange branch; in the cabin cooling mode, the refrigerant discharged from the compressor flows to the gas-liquid separator, and the liquid refrigerant flowing out of the liquid outlet flows to the first heat exchange branch.

[0007] According to the thermal management system of an embodiment of the present invention, in the cabin cooling mode, the liquid refrigerant flowing out of the liquid outlet of the gas-liquid separator is controlled to flow to the first heat exchange branch. In this way, while achieving the goal of using the refrigerant to regulate the temperature inside the vehicle, the liquid content of the refrigerant entering the first heat exchange branch can be effectively increased to reduce the dryness of the refrigerant for heat exchange in the cabin, thereby ensuring the heat exchange effect of the refrigerant, that is, ensuring the effect of the thermal management system in regulating the temperature inside the cabin, thereby improving the comfort of the vehicle and ensuring the driving experience.

[0008] In some embodiments, the thermal management system also includes: a second heat exchange branch, the second heat exchange branch is used to exchange heat with the battery, and the liquid outlet is used to be connected to the second heat exchange branch; in the battery cooling mode, the refrigerant discharged by the compressor flows to the gas-liquid separator, and the liquid refrigerant flowing out of the liquid outlet flows to the second heat exchange branch.

[0009] In some embodiments, in the cabin cooling mode and the battery cooling mode, the liquid refrigerant flowing out of the liquid outlet flows to the first heat exchange branch and the second heat exchange branch, respectively.

[0010] In some embodiments, the gas-liquid separator is provided with a gas outlet, which is connected to the return air port of the compressor, and the second heat exchange branch is respectively connected to the exhaust port and the refrigerant inlet; in the battery heating mode, the refrigerant discharged from the compressor flows to the second heat exchange branch and then flows through the gas-liquid separator, and the gaseous refrigerant discharged from the gas outlet flows back to the compressor.

[0011] In some embodiments, the thermal management system also includes a third heat exchange branch, which is used for cabin heating, and the third heat exchange branch is respectively connected to the exhaust port of the compressor and the refrigerant inlet; in the cabin heating mode, the refrigerant discharged from the compressor flows to the third heat exchange branch and then flows through the gas-liquid separator, and the gaseous refrigerant discharged from the gas outlet flows back to the compressor.

[0012] In some embodiments, in the battery heating mode and the cabin heating mode, the refrigerant discharged from the compressor flows to the second heat exchange branch and the third heat exchange branch respectively, and then the gaseous refrigerant discharged from the gas outlet flows back to the compressor.

[0013] In some embodiments, in the cabin heating mode and the battery cooling mode, the refrigerant discharged from the compressor flows through the third heat exchange branch and the gas-liquid separator in sequence, and the liquid refrigerant discharged from the liquid outlet flows to the second heat exchange branch.

[0014] In some embodiments, the thermal management system is in the battery cooling mode when the ambient temperature is below a threshold temperature.

[0015] In some embodiments, the thermal management system also includes a cooling circuit for cooling the electronic control module; when the battery needs to be cooled and the ambient temperature is lower than the threshold temperature, the liquid refrigerant flowing out of the liquid outlet is controlled to flow to the second heat exchange branch; the cooling circuit circulation is controlled, and the coolant in the cooling circuit exchanges heat with the refrigerant discharged from the compressor.

[0016] In some embodiments, the thermal management system also includes a third heat exchange branch for cabin heating, and the third heat exchange branch is respectively connected to the exhaust port of the compressor and the refrigerant inlet; in the heating and dehumidification mode, the refrigerant discharged from the compressor flows through the third heat exchange branch and the gas-liquid separator, and the liquid refrigerant discharged from the liquid outlet flows to the first heat exchange branch.

[0017] A vehicle according to an embodiment of the present invention includes the aforementioned thermal management system.

[0018] The vehicle according to the embodiment of the present invention can ensure the cooling effect of the vehicle by adopting the aforementioned thermal management system, thereby improving the comfort of the vehicle.

[0019] Additional aspects and advantages of the invention will become apparent from the following description, or may be learned by practice of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0021] Figure 1 Schematic diagram of a thermal management system according to some embodiments of the present invention.

[0022] Figure 2 Schematic diagram of a gas-liquid separator according to some embodiments of the present invention.

[0023] Figure 3 This is a flow chart of a thermal management system in a cabin cooling mode according to some embodiments of the present invention.

[0024] Figure 4 Schematic diagram of a thermal management system in cabin cooling mode according to some embodiments of the present invention.

[0025] Figure 5 The figure is a flow chart of a thermal management system in a battery cooling mode according to some embodiments of the present invention.

[0026] Figure 6 FIG. 1 is a schematic diagram of a thermal management system in a battery cooling mode according to some embodiments of the present invention.

[0027] Figure 7 The present invention is a flow chart of a thermal management system in a cabin cooling mode and a battery cooling mode according to some embodiments of the present invention.

[0028] Figure 8 Schematic diagram of a thermal management system in some embodiments of the present invention in a cabin cooling mode and a battery cooling mode.

[0029] Fig. 9The figure is a flow chart of a thermal management system in a battery heating mode according to some embodiments of the present invention.

[0030] Fig.10 FIG. 1 is a schematic diagram of a thermal management system in a battery heating mode according to some embodiments of the present invention.

[0031] Fig.11 This is a flow chart of a thermal management system in a cabin heating mode according to some embodiments of the present invention.

[0032] Fig.12 Schematic diagram of a thermal management system in a cabin heating mode according to some embodiments of the present invention.

[0033] Fig.13 Flowchart of a thermal management system in a battery heating mode and a cabin heating mode according to some embodiments of the present invention.

[0034] Fig.14 Schematic diagram of a thermal management system in a battery heating mode and a cabin heating mode according to some embodiments of the present invention.

[0035] Fig.15 Flowchart of a thermal management system in a cabin heating mode and a battery cooling mode according to some embodiments of the present invention.

[0036] Fig.16 Schematic diagram of a thermal management system in some embodiments of the present invention in a cabin heating mode and a battery cooling mode.

[0037] Fig.17 The thermal management system of some embodiments of the present invention is a flow chart of battery cooling when the ambient temperature is lower than a threshold temperature.

[0038] Fig.18 This is a schematic diagram of a thermal management system according to some embodiments of the present invention when the ambient temperature is lower than a threshold temperature and the battery is cooled.

[0039] Fig.19 Schematic diagram of a cooling circuit according to some embodiments of the present invention.

[0040] Fig. 20 The flowchart of the thermal management system in the heating and dehumidification mode of some embodiments of the present invention.

[0041] Fig.21 Schematic diagram of a thermal management system in a heating and dehumidification mode according to some embodiments of the present invention.

[0042] Reference numerals:

[0043] 1000. Thermal management system;

[0044] 100, compressor; 110, exhaust port; 120, air return port;

[0045] 210, a first heat exchanger;

[0046] 220, second heat exchanger; 221, refrigerant flow path; 222, coolant flow path;

[0047] 300. Gas-liquid separator;

[0048] 310, refrigerant inlet; 320, gas outlet; 330, liquid outlet;

[0049] 340, tank body; 341, gas circuit; 342, liquid circuit;

[0050] 410, in-vehicle evaporator; 420, in-vehicle condenser;

[0051] 430, a first heat exchange branch; 440, a third heat exchange branch;

[0052] 500. Heat exchange parts;

[0053] 510, second heat exchange branch;

[0054] 610, a first throttling module; 620, a second throttling module;

[0055] 640, third throttling module; 630, fourth throttling module;

[0056] 750, first control valve; 740, second control valve; 720, third control valve;

[0057] 730, fourth control valve; 710, fifth control valve;

[0058] 810, cooling circuit;

[0059] 811, three-way valve; 8111, first communication port; 8112, second communication port; 8113, third communication port;

[0060] 812, third heat exchanger; 813, water pump; 814, radiator; 815, fan;

[0061] 820, common circuit;

[0062] 940, first one-way valve; 910, second one-way valve; 930, third one-way valve; 920, fourth one-way valve. DETAILED DESCRIPTION

[0063] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0064] The thermal management system 1000 according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

[0065] Among them, combined Figure 1 and Figure 2 As shown, the thermal management system 1000 includes a gas-liquid separator 300 and a first heat exchange branch 430. The first heat exchange branch 430 is used for cabin cooling. The gas-liquid separator 300 is provided with a refrigerant inlet 310 and a liquid outlet 330. The refrigerant inlet 310 is connected to the exhaust port 110 of the compressor 100, and the liquid outlet 330 is connected to the first heat exchange branch 430.

[0066] Combination Figure 3 and Figure 4 As shown, in the cabin cooling mode, the refrigerant discharged from the compressor 100 flows to the gas-liquid separator 300 , and the liquid refrigerant flowing out of the liquid outlet 330 flows to the first heat exchange branch 430 .

[0067] That is, the thermal management system 1000 includes a compressor 100, a gas-liquid separator 300 and a first heat exchange branch 430, the compressor 100 has an exhaust port 110, the gas-liquid separator 300 is provided with a refrigerant inlet 310 and a liquid outlet 330, and the first heat exchange branch 430 is used to adjust the temperature in the cabin and realize the refrigeration of the cabin. In this way, when in the cabin cooling mode, in response to the cabin cooling command, the refrigerant discharged from the compressor 100 is first controlled to flow to the gas-liquid separator 300 through the exhaust port 110, and enter the gas-liquid separator 300 through the refrigerant inlet 310 of the gas-liquid separator 300, so as to utilize the gas-liquid separator 300 to cool the cabin. 0 performs gas-liquid separation on the refrigerant. After the gas-liquid separation on the refrigerant is performed by the gas-liquid separator 300, the liquid refrigerant flowing out of the liquid outlet 330 of the gas-liquid separator 300 is controlled to flow to the first heat exchange branch 430. When the liquid refrigerant enters the first heat exchange branch 430, the liquid refrigerant is used to exchange heat with the temperature in the cabin to achieve the purpose of lowering the cabin temperature. At the same time, the refrigerant entering the first heat exchange branch 430 can also be liquid refrigerant, thereby reducing the dryness of the refrigerant entering the first heat exchange branch 430, thereby improving the heat exchange effect of the refrigerant, that is, improving the cooling effect of the thermal management system 1000 on the cabin, and improving the user experience.

[0068] It should be noted that when the refrigerant discharged from the compressor 100 is controlled to flow to the gas-liquid separator 300, the refrigerant will first flow through a heat exchanger (such as the first heat exchanger 210 described below) for heat exchange to change the temperature of the refrigerant, thereby ensuring that the temperature of the refrigerant discharged through the gas-liquid separator 300 can effectively cool the cabin, thereby ensuring the working performance of the thermal management system 1000.

[0069] It can be seen from the above structure that the thermal management system 1000 of the embodiment of the present invention can effectively reduce the dryness of the refrigerant entering the first heat exchange branch 430 to ensure the cabin cooling effect of the thermal management system 1000.

[0070] It can be understood that, compared with the prior art, the present application controls the liquid refrigerant flowing out of the liquid outlet 330 to flow to the first heat exchange branch 430, so as to reduce the dryness of the refrigerant entering the first heat exchange branch 430, thereby improving the heat exchange effect of the refrigerant, that is, improving the cooling effect of the thermal management system 1000 on the cabin.

[0071] In summary, the thermal management system 1000 of the present application can meet the heat exchange requirements of the cabin and increase human comfort, that is, increase the comfort of the vehicle and enhance the user experience.

[0072] In some embodiments, Figure 1 As shown, the compressor 100 has an air return port 120, and the first heat exchange branch 430 is connected to the air return port 120, so that the refrigerant in the first heat exchange branch 430 can enter the compressor 100 through the air return port 120, ensuring that the refrigerant can circulate, so as to use the refrigerant to adjust the temperature in the cabin, thereby improving the comfort of the vehicle.

[0073] In some embodiments, in combination Figure 1 and Figure 4 As shown, the thermal management system 1000 further includes an in-vehicle evaporator 410, which is disposed in the first heat exchange branch 430. The in-vehicle evaporator 410 is used to perform heat exchange with the temperature in the cabin to adjust the temperature in the cabin. Thus, the first heat exchange branch 430 can adjust the temperature in the cabin, that is, the thermal management system 1000 of the present application can adjust the temperature in the cabin to improve the comfort of the vehicle.

[0074] Optionally, combined Figure 1 and Figure 4As shown, the first end of the in-vehicle evaporator 410 is connected to the liquid outlet 330 through the first throttling module 610, and the second end of the in-vehicle evaporator 410 is connected to the return air port 120. In this way, the liquid refrigerant separated by the gas-liquid separator 300 can enter the in-vehicle evaporator 410, and the liquid refrigerant exchanges heat with the cabin through the in-vehicle evaporator 410 to achieve the purpose of adjusting the cabin temperature. At the same time, the refrigerant after heat exchange flows to the return air port 120 through the second end of the in-vehicle evaporator 410 and enters the compressor 100 through the return air port 120 to realize the circulation of the refrigerant.

[0075] In addition, the first end of the in-vehicle evaporator 410 is connected to the liquid outlet 330 through the first throttling module 610. The first throttling module 610 is used to throttle and reduce the pressure of the refrigerant flowing through it to accurately adjust the output of the refrigerant, thereby making the thermal management system 1000 more energy-efficient and lower in energy consumption.

[0076] In some embodiments, the first throttling module 610 is an electronic expansion valve, so that the first throttling module 610 can not only throttle and reduce the pressure of the refrigerant flowing through it, but also control the connection and disconnection between the first end of the in-vehicle evaporator 410 and the liquid outlet 330. When the first end of the in-vehicle evaporator 410 is connected to the liquid outlet 330, the liquid refrigerant discharged from the liquid outlet 330 flows to the in-vehicle evaporator 410.

[0077] In some embodiments, in combination Figure 1 , Figure 5 and Figure 6 As shown, the thermal management system 1000 further includes a second heat exchange branch 510 , which exchanges heat with the battery, and the liquid outlet 330 is connected to the second heat exchange branch 510 .

[0078] In the battery cooling mode, the refrigerant discharged from the compressor 100 flows to the gas-liquid separator 300 , and the liquid refrigerant flowing out of the liquid outlet 330 flows to the second heat exchange branch 510 .

[0079] That is to say, the thermal management system 1000 also includes a second heat exchange branch 510, the vehicle includes a battery, the battery is used to power the vehicle, and the second heat exchange branch 510 is used to exchange heat with the battery so that the vehicle can operate normally. When in the battery cooling mode, in response to the battery cooling instruction, the refrigerant discharged from the compressor 100 is first controlled to flow to the gas-liquid separator 300 through the exhaust port 110, and enter the gas-liquid separator 300 through the refrigerant inlet 310 of the gas-liquid separator 300, so as to use the gas-liquid separator 300 to perform gas-liquid separation on the refrigerant. After the gas-liquid separator 300 is used to separate the refrigerant into gas and liquid, the liquid refrigerant flowing out of the liquid outlet 330 of the gas-liquid separator 300 is controlled to flow to the second heat exchange branch 510. When the liquid refrigerant enters the second heat exchange branch 510, the liquid refrigerant is used to exchange heat with the battery to achieve the purpose of regulating the battery temperature and ensure that the battery temperature can be maintained within an appropriate range, thereby ensuring the working performance of the battery and ensuring the safety of the battery.

[0080] At the same time, by controlling the liquid refrigerant flowing out of the liquid outlet 330 to flow to the second heat exchange branch 510, the refrigerant entering the second heat exchange branch 510 can also be made into liquid refrigerant, thereby reducing the dryness of the refrigerant entering the second heat exchange branch 510, thereby improving the heat exchange effect of the refrigerant, that is, improving the cooling effect of the thermal management system 1000 on the battery, extending the battery life and ensuring the safety of the battery, and ensuring the working performance of the battery, which is beneficial to improving the vehicle's cruising range.

[0081] It should be noted that when the refrigerant discharged from the compressor 100 is controlled to flow to the gas-liquid separator 300, the refrigerant will first flow through a heat exchanger (such as the first heat exchanger 210 described below) for heat exchange to change the temperature of the refrigerant, thereby ensuring that the temperature of the refrigerant discharged through the gas-liquid separator 300 can effectively cool the battery, thereby ensuring the working performance of the thermal management system 1000.

[0082] In some examples, the battery can be used as an operating power source for the vehicle. The vehicle can also include a controller and a motor. The controller is used to control the battery to power the motor, for example, to meet the vehicle's operating power requirements during starting, navigation, and driving.

[0083] In some other examples, the battery can be used not only as an operating power source for the vehicle, but also as a driving power source for the vehicle, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle.

[0084] Alternatively, if Figure 6As shown, the second heat exchange branch 510 is connected to the return air port 120, so that the refrigerant in the second heat exchange branch 510 can enter the compressor 100 through the return air port 120, ensuring that the refrigerant can circulate, so as to use the refrigerant to adjust the temperature of the battery, thereby improving the safety and working performance of the battery.

[0085] Optionally, combined Figure 1 , Figure 2 and Figure 6 As shown, the first end of the second heat exchange branch 510 is connected to the liquid outlet 330 through the second throttling module 620, and the second end of the second heat exchange branch 510 is connected to the return air port 120. The second throttling module 620 is used to throttle and reduce the pressure of the refrigerant flowing through it, so as to accurately adjust the output of the refrigerant, further making the thermal management system 1000 more energy-saving and lower in energy consumption. At the same time, the refrigerant after heat exchange flows to the return air port 120 through the second end of the second heat exchange branch 510 and enters the compressor 100 through the return air port 120 to realize the circulation flow of the refrigerant.

[0086] In some embodiments, the second throttling module 620 is also an electronic expansion valve, so that the second throttling module 620 can not only throttle and reduce the pressure of the refrigerant flowing through it, but also control the connection and disconnection between the first end of the second heat exchange branch 510 and the liquid outlet 330.

[0087] In some embodiments, a throttling element (not shown) is provided at the second end of the in-vehicle evaporator 410 and the second end of the heat exchange element 500. By adjusting the opening of the throttling element, liquid hammer of the compressor 100 caused by the refrigerant in the cooling mode can be avoided.

[0088] In some embodiments, in combination Figure 1 and Figure 6 As shown, the thermal management system 1000 also includes a heat exchange component 500, which is arranged in the second heat exchange branch 510. The heat exchange component 500 is used to perform heat exchange with the battery to achieve heat exchange between the second heat exchange branch 510 and the battery, thereby achieving the purpose of adjusting the battery temperature by using the thermal management system 1000, thereby improving the safety of battery use, ensuring the battery's working performance and extending the battery's service life.

[0089] At the same time, the heat exchange component 500 is used to exchange heat with the battery, so that the refrigerant can be directly set in the heat exchange component 500 to exchange heat with the battery, without coolant as an intermediate heat exchange medium, so as to achieve the purpose of cooling or heating the battery by direct cooling and direct heating, thereby improving the heat exchange effect.

[0090] That is to say, the thermal management system 1000 of the present application has good heat exchange effect, stable operation, good safety performance and long service life.

[0091] It should be noted that when the temperature of the refrigerant in the heat exchange element 500 is high, the heat exchange element 500 is used to increase the temperature of the battery to achieve the purpose of heating the battery; when the temperature of the refrigerant in the heat exchange element 500 is low, the heat exchange element 500 is used to lower the temperature of the battery to achieve the purpose of cooling and dissipating the heat of the battery.

[0092] In some embodiments, the heat exchange element 500 is a heat exchange plate, which contacts the battery to achieve heat exchange with the battery, thereby adjusting the temperature of the battery.

[0093] It should be noted that because the heat exchange plate has a low evaporation temperature, a high condensation temperature, strong cooling and heating capabilities, high efficiency and small heat exchange losses, heat exchange through the heat exchange plate can effectively reduce the energy consumption of the thermal management system 1000, indirectly increase the vehicle's cruising range, and reduce the overall vehicle layout space.

[0094] It should also be noted that the present application does not impose any specific restrictions on the material of the heat exchange plate, as long as the heat exchange plate after molding has good heat transfer effect and a certain structural strength.

[0095] In some embodiments, the heat exchange plate is disposed on the upper surface of the battery and contacts the upper surface of the battery. In this case, the heat exchange plate is used to exchange heat with the upper surface of the battery to adjust the temperature of the battery, thereby achieving the purpose of adjusting the battery temperature using the thermal management system 1000.

[0096] In other embodiments, the heat exchange plate may also be disposed on the lower surface of the battery and in contact with the lower surface of the battery. In this case, the heat exchange plate is used to exchange heat with the lower surface of the battery to adjust the temperature of the battery, thereby achieving the purpose of adjusting the battery temperature using the thermal management system 1000.

[0097] In some other embodiments, the heat exchange element 500 may be two heat exchange plates arranged in parallel, one of which contacts the lower surface of the battery, and the other contacts the upper surface of the battery. In this case, the two heat exchange plates can be used to exchange heat with the battery respectively to adjust the temperature of the battery and improve the heat exchange efficiency.

[0098] In some embodiments, in combination Figure 7 and Figure 8As shown, in the cabin cooling mode and the battery cooling mode, the liquid refrigerant flowing out of the liquid outlet 330 is controlled to flow to the first heat exchange branch 430 and the second heat exchange branch 510 respectively. That is to say, when the cabin cooling mode and the battery cooling mode instructions are obtained, the liquid refrigerant is controlled to enter the first heat exchange branch 430 and the second heat exchange branch 510 respectively, wherein when the liquid refrigerant enters the first heat exchange branch 430, the liquid refrigerant is used to exchange heat with the temperature in the cabin to achieve the purpose of adjusting the cabin temperature; when the liquid refrigerant enters the second heat exchange branch 510, the liquid refrigerant is used to exchange heat with the battery to achieve the purpose of adjusting the battery temperature, and reduce the dryness of the refrigerant entering the first heat exchange branch 430 and the second heat exchange branch 510, thereby improving the heat exchange effect of the refrigerant.

[0099] In some embodiments, in combination Figure 4 , Figure 6 and Figure 8 As shown, the first heat exchange branch 430 and the second heat exchange branch 510 are connected in parallel. This allows the thermal management system 1000 of the present application to change not only the temperature in the cabin, but also the battery temperature, and allows the liquid outlet 330 of the gas-liquid separator 300 to be connected not only to the first heat exchange branch 430 alone, but also to the second heat exchange branch 510 alone, and also to be connected to the first heat exchange branch 430 and the second heat exchange branch 510 at the same time, thereby ensuring the heat exchange effect of the thermal management system 1000.

[0100] In a specific example, when a cabin cooling instruction is obtained, the first throttling module 610 is turned on so that the liquid outlet 330 is connected to the first heat exchange branch 430; when a battery cooling instruction is obtained, the second throttling module 620 is turned on so that the liquid outlet 330 is connected to the second heat exchange branch 510; when a cabin cooling instruction and a battery cooling instruction are obtained, the first throttling module 610 and the second throttling module 620 are both turned on so that the liquid outlet 330 is connected to the first heat exchange branch 430 and the second heat exchange branch 510.

[0101] In some embodiments, in combination Figure 4 , Figure 6 and Figure 8As shown, the thermal management system 1000 further includes a first heat exchanger 210 , a first end of the first heat exchanger 210 is connected to the exhaust port 110 of the compressor 100 , and a second end of the first heat exchanger 210 is connected to the refrigerant inlet 310 of the gas-liquid separator 300 . It can also be understood here that the first heat exchanger 210 has a first end and a second end, and the end of the first heat exchanger 210 connected to the exhaust port 110 is defined as the first end of the first heat exchanger 210, and the end of the first heat exchanger 210 connected to the refrigerant inlet 310 is defined as the second end of the first heat exchanger 210. Through the above-mentioned setting, the first heat exchanger 210 can be connected between the exhaust port 110 and the refrigerant inlet 310 to ensure that the refrigerant in the compressor 100 can flow to the first heat exchanger 210 through the exhaust port 110. The first heat exchanger 210 is used to perform heat exchange with the refrigerant flowing through it. The refrigerant after heat exchange can also flow into the gas-liquid separator 300, so as to use the gas-liquid separator 300 to separate the refrigerant after heat exchange into gas and liquid, so as to facilitate the subsequent use of the refrigerant to effectively reduce the temperature in the cabin and the battery.

[0102] It is worth noting that the present application connects the first end of the first heat exchanger 210 to the exhaust port 110, so that the refrigerant discharged from the exhaust port 110 can directly enter the first heat exchanger 210, avoiding the refrigerant from flowing into other heat exchange components first, so as to reduce the exhaust pressure drop and energy consumption, thereby ensuring the heat exchange effect of the refrigerant, that is, further improving the cooling effect of the thermal management system 1000.

[0103] Optionally, combined Figure 1 and Fig.21 As shown, a first control valve 750 is provided between the first end of the first heat exchanger 210 and the exhaust port 110. The first control valve 750 controls the connection between the first end of the first heat exchanger 210 and the exhaust port 110, thereby controlling the flow path of the refrigerant, that is, controlling whether the refrigerant discharged through the exhaust port 110 flows to the first heat exchanger 210.

[0104] Optionally, the first control valve 750 is a normally open valve or a normally closed valve, so that the first control valve 750 can be used to control the connection between the first end of the first heat exchanger 210 and the exhaust port 110 and reduce the control difficulty of the first control valve 750 .

[0105] Alternatively, if Figure 1 As shown, the thermal management system 1000 further includes a first one-way valve 940, which is connected between the first heat exchanger 210 and the refrigerant inlet 310 so that the refrigerant flows unidirectionally toward the refrigerant inlet 310. This can realize the one-way flow of the refrigerant and prevent the refrigerant downstream of the first heat exchanger 210 (such as the refrigerant in the second heat exchanger 220 and the refrigerant in the gas-liquid separator 300 described below) from flowing to the first heat exchanger 210.

[0106] In some embodiments, the first heat exchanger 210 is an external condenser, and the refrigerant releases heat to the outside of the cabin through the external condenser to reduce the temperature of the refrigerant, thereby facilitating the use of the refrigerant to reduce the temperature inside the cabin and the battery, thereby achieving the purpose of cooling the cabin and dissipating heat from the battery.

[0107] Optionally, combined Figure 4 , Figure 6 and Figure 8 As shown, the thermal management system 1000 also includes a fan 815 (the specific location of the fan 815 can be found in Fig.19 ), the fan 815 is arranged opposite to the first heat exchanger 210, and the fan 815 runs to accelerate the heat exchange efficiency between the first heat exchanger 210 and the refrigerant, thereby improving the working performance of the thermal management system 1000.

[0108] In summary, the thermal management system 1000 of the present application can obtain a cabin cooling instruction, a battery cooling instruction, and a cabin cooling instruction and a battery cooling instruction.

[0109] In a specific example, Figure 4 As shown, when a cabin cooling instruction is obtained, in response to the cabin cooling instruction, the high-temperature and high-pressure refrigerant is controlled to flow from the exhaust port 110 of the compressor 100 into the first heat exchanger 210 and release heat to the outside of the cabin through the first heat exchanger 210 to reduce the temperature of the refrigerant. The cooled refrigerant flows to the gas-liquid separator 300 for gas-liquid separation, and then the liquid refrigerant is discharged through the liquid outlet 330. The discharged refrigerant is throttled by the first throttling module 610 and then enters the in-vehicle evaporator 410. The refrigerant with a lower temperature in the in-vehicle evaporator 410 exchanges heat with the temperature in the cabin to achieve the effect of cooling the cabin. Then the refrigerant in the in-vehicle evaporator 410 returns to the compressor 100 through the return air port 120 to complete the cabin refrigeration cycle.

[0110] like Figure 6 As shown, when a battery cooling instruction is obtained, in response to the battery cooling instruction, the high-temperature and high-pressure refrigerant is controlled to flow from the exhaust port 110 of the compressor 100 into the first heat exchanger 210 and release heat to the outside of the cabin through the first heat exchanger 210 to reduce the temperature of the refrigerant. The cooled refrigerant flows to the gas-liquid separator 300 for gas-liquid separation, and then the liquid refrigerant is discharged through the liquid outlet 330. The discharged refrigerant enters the heat exchange element 500 after throttling by the second throttling module 620. The refrigerant with a lower temperature in the heat exchange element 500 exchanges heat with the battery to achieve the effect of cooling the battery. Then the refrigerant in the heat exchange element 500 returns to the compressor 100 through the return air port 120 to complete the battery cooling cycle.

[0111] like Figure 8As shown, when the cabin cooling command and the battery cooling command are obtained, in response to the cabin cooling command and the battery cooling command, the high-temperature and high-pressure refrigerant is controlled to flow from the exhaust port 110 of the compressor 100 into the first heat exchanger 210 and release heat to the outside of the cabin through the first heat exchanger 210 to reduce the temperature of the refrigerant. The cooled refrigerant flows to the gas-liquid separator 300 for gas-liquid separation, and then the liquid refrigerant is discharged through the liquid outlet 330. The discharged refrigerant is throttled by the first throttling module 610 and then enters the vehicle to evaporate. The refrigerant with a lower temperature in the evaporator 410 in the vehicle exchanges heat with the temperature in the cabin to achieve the effect of cooling the cabin, and the other path enters the heat exchange element 500 after throttling by the second throttling module 620, and the refrigerant with a lower temperature in the heat exchange element 500 exchanges heat with the battery to achieve the effect of cooling the battery, and then the refrigerant in the evaporator 410 in the vehicle and the refrigerant in the heat exchange element 500 are returned to the compressor 100 through the return air port 120 to complete the refrigeration cycle of the cabin and the battery.

[0112] It should be noted that Figure 4 , Figure 6 and Figure 8 The arrows shown in the figure all indicate the flow direction of the refrigerant.

[0113] In some embodiments, in combination Figure 2 , Fig. 9 and Fig.10 As shown, the gas-liquid separator 300 is provided with a gas outlet 320, which is connected to the return air port 120 of the compressor 100, and the second heat exchange branch 510 is connected to the exhaust port 110 and the refrigerant inlet 310 of the compressor 100 respectively.

[0114] In the battery heating mode, the refrigerant discharged from the compressor 100 flows to the second heat exchange branch 510 and then flows through the gas-liquid separator 300 , and the gaseous refrigerant discharged from the gas outlet 320 flows back to the compressor 100 .

[0115] That is to say, the gas-liquid separator 300 also includes a gas outlet 320, and the gas outlet 320 is configured to be connected to the return air port 120 of the compressor 100, so that the gaseous refrigerant discharged from the gas outlet 320 flows back to the compressor 100. In this way, when a battery heating instruction is obtained, in response to the battery heating instruction, the refrigerant discharged from the compressor 100 is first controlled to flow to the second heat exchange branch 510 through the exhaust port 110. When the refrigerant enters the second heat exchange branch 510, the refrigerant is used to exchange heat with the battery to achieve the purpose of regulating the battery temperature, thereby achieving the purpose of raising the battery temperature to ensure the battery. Working performance, after the refrigerant in the second heat exchange branch 510 is used to exchange heat for the battery, the refrigerant in the second heat exchange branch 510 is controlled to enter the gas-liquid separator 300 through the refrigerant inlet 310, so that the refrigerant is separated into gas and liquid by the gas-liquid separator 300. After the refrigerant is separated into gas and liquid by the gas-liquid separator 300, the refrigerant of the gas-liquid separator 300 is controlled to flow back to the compressor 100 from the liquid refrigerant flowing out of the gas outlet 320 to ensure that the refrigerant entering the compressor 100 is in a gaseous state, to avoid the liquid refrigerant from impacting the compressor 100, and to ensure the working performance of the compressor 100.

[0116] That is, the thermal management system 1000 of the present application can control the refrigerant entering the compressor 100 to be in a gaseous state.

[0117] In summary, the present application provides a gas-liquid separator 300 having a gas outlet 320 and a liquid outlet 330 , so that the thermal management system 1000 not only has high heat exchange performance but also can ensure that the compressor 100 can operate safely and normally.

[0118] In some embodiments, in combination Figure 1 and Fig.10 As shown, the second end of the second heat exchange branch 510 is connected to the exhaust port 110 to ensure that the refrigerant discharged from the compressor 100 can flow smoothly to the second heat exchange branch 510, thereby facilitating heat exchange between the refrigerant and the battery.

[0119] That is to say, the second end of the second heat exchange branch 510 of the present application is connected to the exhaust port 110 in response to a battery heating instruction, and is connected to the return air port 120 in response to a battery cooling instruction, so that the thermal management system 1000 can heat and cool the battery respectively.

[0120] In summary, the gas-liquid separator 300 of the present application has a refrigerant inlet 310, a gas outlet 320 and a liquid outlet 330, the compressor 100 has an exhaust port 110 and a return air port 120, the refrigerant inlet 310 is connected to the exhaust port 110, the gas outlet 320 is connected to the return air port 120, and the liquid outlet 330 is connected to the first heat exchange branch 430. The exhaust port 110 and the refrigerant inlet 310 are used together to discharge the refrigerant in the compressor 100 into the gas-liquid separator 300, so as to facilitate the gas-liquid separation of the refrigerant by the gas-liquid separator 300; the gas outlet 320 of the gas-liquid separator 300 is connected to the return air port 120 of the compressor 100 to ensure that the refrigerant entering the compressor 100 is formed into a gas state, to avoid the liquid refrigerant from impacting the compressor 100, and to ensure the working performance of the compressor 100; the liquid outlet 330 of the gas-liquid separator 300 is connected to the first heat exchange branch 430, so that the liquid refrigerant separated by the gas-liquid separator 300 can enter the first heat exchange branch 430, and the refrigerant in the first heat exchange branch 430 exchanges heat with the air in the cabin, so as to achieve the purpose of adjusting the temperature in the cabin by using the first heat exchange branch 430, so as to ensure that the cabin temperature can be maintained within an appropriate range and ensure the comfort of the vehicle.

[0121] In summary, the thermal management system 1000 of the present application can not only prevent liquid refrigerant from hitting the compressor 100, ensuring the safe and normal operation of the compressor 100, thereby extending the service life of the thermal management system 1000 and improving the safety of use of the thermal management system 1000, but also reduce the dryness of the refrigerant entering the first heat exchange branch 430 and / or the second heat exchange branch 510 to ensure the refrigeration effect of the thermal management system 1000.

[0122] In some embodiments, in combination Figure 1 , Figure 2 and Fig.10 As shown, the gas outlet 320 is connected to the gas return port 120 via the second control valve 740. The second control valve 740 is used to control the on-off between the gas outlet 320 and the gas return port 120, thereby controlling the flow path of the gaseous refrigerant.

[0123] Optionally, the second control valve 740 is a normally open valve or a normally closed valve, so that the second control valve 740 can be used to control the on-off between the gas outlet 320 and the gas return port 120 and reduce the control difficulty of the second control valve 740 .

[0124] In a specific example, when a battery heating instruction is obtained, the second control valve 740 is controlled to be turned on so that the refrigerant entering the gas-liquid separator 300 can be discharged smoothly, while also preventing the liquid refrigerant from impacting the compressor 100 .

[0125] It should be noted that, by providing the second control valve 740 , when condensation or frost forms on the surface of the in-vehicle evaporator 410 during operation, the second control valve 740 can be opened to achieve the effect of low-pressure air replenishment and enthalpy increase.

[0126] It should also be noted that after air replenishment, if the superheat of the return air port 120 increases, the opening of the first throttling module 610 can be increased to increase the evaporation pressure of the in-vehicle evaporator 410 to achieve the purpose of delaying frosting.

[0127] In some embodiments, in combination Figure 1 and Fig.10 As shown, the thermal management system 1000 further includes a second heat exchanger 220, a first end of the second heat exchanger 220 is connected to the refrigerant inlet 310, and a second end of the second heat exchanger 220 is connected to the second heat exchange branch 510. This enables the second heat exchange branch 510 to communicate with the gas-liquid separator 300, ensuring that the refrigerant discharged through the second heat exchange branch 510 can firstly pass through the second heat exchanger 220 for heat exchange, and then enter the gas-liquid separator 300 for gas-liquid separation.

[0128] In some embodiments, in combination Figure 1 and Figure 2 As shown, the thermal management system 1000 further includes a common loop 820, which is connected to the return air port 120, and the first heat exchange branch 430, the second heat exchange branch 510 and the gas outlet 320 are respectively connected to the common loop 820. In other words, the first heat exchange branch 430, the second heat exchange branch 510 and the gas outlet 320 are all connected to the return air port 120 through the common loop 820, so that the refrigerant discharged through the first heat exchange branch 430, the second heat exchange branch 510 and the gas outlet 320 can flow smoothly into the compressor 100, thereby realizing the circulation of the refrigerant.

[0129] At the same time, by providing the common loop 820 , the number of flow paths in the thermal management system 1000 can be reduced, thereby simplifying the structure of the thermal management system 1000 and reducing the difficulty of laying out the thermal management system 1000 .

[0130] Alternatively, if Figure 1 As shown, the thermal management system 1000 further includes a second one-way valve 910, which is disposed between the second heat exchange branch 510 and the common loop 820. This allows the refrigerant discharged from the second heat exchange branch 510 to flow to the common loop 820 in one direction, thereby ensuring the circulation of the refrigerant, and at the same time, it can also prevent the refrigerant discharged from the gas outlet 320 from flowing to the second heat exchange branch 510, that is, it ensures that the refrigerant discharged from the gas outlet 320 can flow smoothly into the compressor 100, thereby ensuring the amount of refrigerant in the heating cycle.

[0131] In some embodiments, Figure 2As shown, the gas-liquid separator 300 includes a tank body 340, and a refrigerant inlet 310, a gas outlet 320, and a liquid outlet 330 are respectively arranged at the top of the tank body 340. This facilitates the connection between the refrigerant inlet 310 and the exhaust port 110, the connection between the gas outlet 320 and the return air port 120, and the connection between the liquid outlet 330 and the first heat exchange branch 430 and the second heat exchange branch 510, that is, the assembly difficulty of the gas-liquid separator 300 is reduced, so that the gas-liquid separator 300 is used to separate the refrigerant into gas and liquid.

[0132] In some embodiments, Figure 2 As shown, a gas circuit 341 and a liquid circuit 342 are provided in the tank body 340 , the gas outlet 320 is connected to the gas circuit 341 , the inlet end of the gas circuit 341 is located at the top of the tank body 340 , the liquid outlet 330 is connected to the liquid circuit 342 , and the inlet end of the liquid circuit 342 is located at the bottom of the tank body 340 . After the gas-liquid separator 300 separates the refrigerant, the liquid is in the lower layer and the gas is in the upper layer. By setting the inlet end of the gas circuit 341 to be located at the top of the tank body 340 and the inlet end of the liquid circuit 342 to be located at the bottom of the tank body 340, the liquid outlet 330 can discharge the liquid refrigerant separated by the gas-liquid separator 300, and the gas outlet 320 can discharge the gaseous refrigerant separated by the gas-liquid separator 300. This not only prevents the liquid refrigerant from hitting the compressor 100, but also reduces the dryness of the refrigerant entering the heat exchange element 500 and the in-vehicle evaporator 410, thereby ensuring the cooling effect of the thermal management system 1000.

[0133] In addition, by configuring the gas-liquid separator 300 to include a tank body 340 , the problem of refrigerant storage can also be solved, so that unnecessary refrigerant can be stored in the gas-liquid separator 300 , thereby reducing the exhaust pressure, that is, reducing the energy consumption of the compressor 100 .

[0134] At the same time, because the gas-liquid separator 300 is connected to the thermal management system 1000, the tank body 340 can be provided to adjust the refrigerant circulation amount according to the heat exchange demand to ensure the heat exchange effect.

[0135] In summary, the present application adds a gas-liquid separator 300 having a tank body 340, a refrigerant inlet 310, a gas outlet 320 and a liquid outlet 330 after the first heat exchanger 210. The gas-liquid separator 300 operates in different modes to realize both liquid storage and gas-liquid separation. At the same time, it can reduce the dryness of the liquid entering the heat exchange element 500 and the in-vehicle evaporator 410, thereby ensuring the refrigeration effect of the thermal management system 1000.

[0136] In some embodiments, the gas-liquid separator 300 further has an oil return port, which is used to transfer the oil-dissolved liquid refrigerant to the compressor 100 to improve the reliability of the compressor 100.

[0137] Optionally, the gas-liquid separator 300 also has a pressure equalizing hole, which can keep the pressure of the gas circuit 341 and the tank body 340 consistent, preventing the refrigerant from entering the compressor 100 without being vaporized, thereby preventing the liquid refrigerant from impacting the compressor 100.

[0138] In some embodiments, in combination Figure 1 , Figure 6 and Fig.10 As shown, the thermal management system 1000 further includes a third control valve 720 and a fourth control valve 730, wherein the third control valve 720 is respectively connected to the exhaust port 110 and the second end of the second heat exchange branch 510, and the fourth control valve 730 is respectively connected to the return air port 120 and the second end of the second heat exchange branch 510. In other words, the second end of the second heat exchange branch 510 is respectively connected to the exhaust port 110 and the return air port 120 of the compressor 100 through the third control valve 720 and the fourth control valve 730.

[0139] Among them, the third control valve 720 is used to control the connection between the second end of the second heat exchange branch 510 and the exhaust port 110, so as to control the flow path of the refrigerant, that is, to control whether the refrigerant discharged through the exhaust port 110 flows to the second heat exchange branch 510; the fourth control valve 730 is used to control the connection between the second end of the second heat exchange branch 510 and the return air port 120, so as to control the flow path of the refrigerant, that is, to control whether the refrigerant discharged through the second heat exchange branch 510 flows to the return air port 120.

[0140] Optionally, the third control valve 720 and the fourth control valve 730 are normally open valves or normally closed valves, so that the third control valve 720 can be used to control the connection between the second end of the second heat exchange branch 510 and the exhaust port 110, and the fourth control valve 730 can be used to control the connection between the second end of the second heat exchange branch 510 and the return air port 120, thereby reducing the control difficulty of the third control valve 720 and the fourth control valve 730.

[0141] In a specific example, when a battery heating instruction is obtained, the third control valve 720 is controlled to be turned on so that the refrigerant discharged through the exhaust port 110 can flow to the second heat exchange branch 510, thereby facilitating the use of the refrigerant to heat the battery; when a battery cooling instruction is obtained, the fourth control valve 730 is controlled to be turned on so that the refrigerant discharged through the second heat exchange branch 510 can flow into the compressor 100, thereby facilitating the circulation of the refrigerant, so as to achieve the purpose of cooling the battery using the refrigerant.

[0142] Alternatively, if Figure 1As shown, a third throttling module 640 is provided between the third control valve 720 and the second end of the second heat exchange branch 510 and between the fourth control valve 730 and the second end of the second heat exchange branch 510. The third throttling module 640 is used to throttle and reduce the pressure of the refrigerant flowing through it, so as to accurately adjust the output of the refrigerant, thereby making the thermal management system 1000 more energy-efficient and lower in energy consumption.

[0143] In some embodiments, the third throttling module 640 is an electronic expansion valve.

[0144] In some embodiments, in combination Figure 1 , Figure 6 and Fig.10 As shown, the thermal management system 1000 also includes a third one-way valve 930 and a fourth one-way valve 920. The fourth one-way valve 920 is arranged between the liquid outlet 330 and the second throttling module 620 so that the refrigerant discharged from the liquid outlet 330 flows to the second throttling module 620 in one direction; at the same time, the fourth one-way valve 920 can also prevent the refrigerant derived from the second throttling module 620 from flowing to the gas-liquid separator 300, that is, to ensure that the refrigerant derived from the second throttling module 620 can enter the second heat exchanger 220, so that the refrigerant after heating the battery can enter the gas-liquid separator 300 for gas-liquid separation.

[0145] Alternatively, if Figure 1 As shown, the third one-way valve 930 is arranged between the second end of the second heat exchanger 220 and the second throttling module 620 so that the refrigerant discharged from the second throttling module 620 flows unidirectionally to the second heat exchanger 220; at the same time, the third one-way valve 930 can also prevent the refrigerant flowing from the exhaust port 110 to the second heat exchanger 220 from flowing to the second heat exchange branch 510, that is, to ensure that the refrigerant discharged from the compressor 100 can smoothly enter the second heat exchanger 220, so as to facilitate the use of the second heat exchanger 220 to exchange heat with the refrigerant to reduce the refrigerant temperature.

[0146] In some embodiments, in combination Figure 1 , Fig.11 and Fig.12 As shown, the thermal management system 1000 further includes a third heat exchange branch 440, which is used for cabin heating. The third heat exchange branch 440 is respectively connected to the exhaust port 110 of the compressor 100 and the refrigerant inlet 310.

[0147] In the cabin heating mode, the refrigerant discharged from the compressor 100 flows to the third heat exchange branch 440 and then flows through the gas-liquid separator 300 , and the gaseous refrigerant discharged from the gas outlet 320 flows back to the compressor 100 .

[0148] That is to say, the thermal management system 1000 also includes a third heat exchange branch 440, which is used to heat the cabin to increase the temperature in the cabin, and the third heat exchange branch 440 is respectively connected to the exhaust port 110 of the compressor 100 and the refrigerant inlet 310. In this way, when the cabin heating instruction is obtained, the refrigerant discharged from the compressor 100 is first controlled to flow to the third heat exchange branch 440 through the exhaust port 110. When the refrigerant enters the third heat exchange branch 440, the refrigerant is used to exchange heat with the temperature in the cabin to achieve the purpose of adjusting the temperature in the cabin, thereby achieving the purpose of increasing the temperature in the cabin. temperature to ensure the comfort of the vehicle. After the refrigerant in the third heat exchange branch 440 is exchanged with the temperature in the cabin, the refrigerant in the third heat exchange branch 440 is controlled to enter the gas-liquid separator 300 through the refrigerant inlet 310, so that the refrigerant can be separated into gas and liquid by the gas-liquid separator 300. After the refrigerant is separated into gas and liquid by the gas-liquid separator 300, the liquid refrigerant flowing out of the gas outlet 320 is controlled to flow back to the compressor 100 to ensure that the refrigerant entering the compressor 100 is in a gaseous state, thereby avoiding the liquid refrigerant from impacting the compressor 100 and ensuring the working performance of the compressor 100.

[0149] In some embodiments, in combination Figure 1 and Fig.12 As shown, the thermal management system 1000 further includes an in-vehicle condenser 420, which is connected to the third heat exchange branch 440. The in-vehicle condenser 420 is used to adjust the temperature in the cabin. The first end of the in-vehicle condenser 420 is connected to the exhaust port 110, and the second end of the in-vehicle condenser 420 is connected to the second end of the second heat exchanger 220 through the fourth throttling module 630. In this way, the refrigerant in the compressor 100 can flow to the in-vehicle condenser 420 through the exhaust port 110. The in-vehicle condenser 420 is used to realize heat exchange between the refrigerant and the cabin, thereby increasing the cabin temperature and achieving the purpose of heating the cabin.

[0150] At the same time, the second end of the in-vehicle condenser 420 is connected to the second end of the second heat exchanger 220 to ensure that the refrigerant discharged through the in-vehicle condenser 420 can smoothly enter the second heat exchanger 220, and then flow through the first end of the second heat exchanger 220 to the gas-liquid separator 300 for gas-liquid separation to realize the circulation of the refrigerant.

[0151] In addition, the second end of the in-vehicle condenser 420 is connected to the second end of the second heat exchanger 220 through the fourth throttling module 630. The fourth throttling module 630 is used to throttle and reduce the pressure of the refrigerant flowing through it to accurately adjust the output of the refrigerant, thereby making the thermal management system 1000 more energy-efficient and lower in energy consumption.

[0152] In some embodiments, the fourth throttling module 630 is an electronic expansion valve.

[0153] To sum up, the thermal management system 1000 of the present application is not only provided with an in-vehicle evaporator 410, but also provided with an in-vehicle condenser 420. The in-vehicle evaporator 410 and the in-vehicle condenser 420 cooperate so that the thermal management system 1000 can heat and cool the cabin respectively, thereby improving the comfort of the vehicle.

[0154] Optionally, combined Figure 1 and Fig.12 As shown, the in-vehicle condenser 420 is arranged in parallel with the first heat exchanger 210. In this way, when the second heat exchanger 220 is used to cool the battery, the refrigerant discharged from the compressor 100 can directly enter the second heat exchanger 220 to achieve the cooling function of the battery, while reducing the exhaust pressure drop and improving the battery cooling efficiency.

[0155] It is worth noting that the third one-way valve 930 of the present application can also prevent the refrigerant derived from the fourth throttling module 630 from flowing to the second heat exchange branch 510, that is, to ensure that the refrigerant derived from the in-vehicle condenser 420 can smoothly enter the second heat exchanger 220, thereby ensuring the refrigerant quantity and improving the refrigerant heat exchange effect.

[0156] In some embodiments, in combination Fig.13 and Fig.14 As shown, the battery heating mode and the cabin heating mode are obtained, and the refrigerant discharged from the compressor 100 is controlled to flow to the second heat exchange branch 510 and the third heat exchange branch 440 respectively, and then the gaseous refrigerant discharged from the gas outlet 320 flows back to the compressor 100. In other words, when the battery heating instruction and the cabin heating instruction are obtained at the same time, the refrigerant discharged from the compressor 100 is controlled to flow to the second heat exchange branch 510 and the third heat exchange branch 440 respectively, and then the gaseous refrigerant discharged from the gas outlet 320 flows back to the compressor 100.

[0157] Among them, when the refrigerant discharged from the compressor 100 flows to the second heat exchange branch 510, the refrigerant is used to exchange heat with the battery to achieve the purpose of regulating the battery temperature; when the refrigerant discharged from the compressor 100 flows to the third heat exchange branch 440, the refrigerant is used to exchange heat with the temperature in the cabin to achieve the purpose of regulating the cabin temperature.

[0158] At the same time, the gaseous refrigerant discharged from the gas outlet 320 is controlled to flow back to the compressor 100 to ensure that the refrigerant entering the compressor 100 is in a gaseous state, to avoid liquid refrigerant from impacting the compressor 100, and to ensure the working performance of the compressor 100.

[0159] In summary, the thermal management system 1000 of the present application can obtain a battery heating instruction, a cabin heating instruction, and a battery heating instruction and a cabin heating instruction.

[0160] In a specific example, Fig.10As shown, when a battery heating instruction is obtained, in response to the battery heating instruction, the high-temperature and high-pressure refrigerant is controlled to flow from the exhaust port 110 of the compressor 100 into the second heat exchange branch 510, and the refrigerant with a higher temperature in the second heat exchange branch 510 exchanges heat with the battery to achieve the effect of heating the battery. The heated refrigerant flows to the gas-liquid separator 300 for gas-liquid separation, and then the gaseous refrigerant is discharged through the gas outlet 320. The discharged refrigerant returns to the compressor 100 at the gas return port 120, completing the battery heating cycle.

[0161] like Fig.12 As shown, when a cabin heating command is obtained, in response to the cabin heating command, the high-temperature and high-pressure refrigerant is controlled to flow from the exhaust port 110 of the compressor 100 into the third heat exchange branch 440, and the refrigerant with a higher temperature in the third heat exchange branch 440 exchanges heat with the temperature in the cabin to achieve the effect of heating the cabin, and the heated refrigerant flows to the gas-liquid separator 300 for gas-liquid separation, and then the gaseous refrigerant is discharged through the gas outlet 320, and the discharged refrigerant returns to the compressor 100 through the return air port 120, completing the cabin heating cycle.

[0162] like Fig.14 As shown, when the battery heating instruction and the cabin heating instruction are issued, in response to the battery heating instruction and the cabin heating instruction, the high-temperature and high-pressure refrigerant is controlled to flow from the exhaust port 110 of the compressor 100 into the second heat exchange branch 510 and the third heat exchange branch 440 respectively. The refrigerant with a higher temperature flowing into the second heat exchange branch 510 exchanges heat with the battery, thereby achieving the effect of heating the battery; the refrigerant with a higher temperature flowing into the third heat exchange branch 440 exchanges heat with the temperature in the cabin, thereby achieving the effect of heating the cabin. Subsequently, the refrigerant in the second heat exchange branch 510 and the refrigerant in the third heat exchange branch 440 both flow to the gas-liquid separator 300 for gas-liquid separation, and are discharged through the gas outlet 320. The discharged refrigerant returns to the compressor 100 through the return air port 120, thereby completing the heating cycle of the cabin and the battery.

[0163] It should be noted that Fig.10 , Fig.12 and Fig.14 The arrows shown in the figure all indicate the flow direction of the refrigerant.

[0164] In some embodiments, in combination Fig.15 and Fig.16 As shown, in the cabin heating mode and the battery cooling mode, the refrigerant discharged from the compressor 100 flows through the third heat exchange branch 440 and the gas-liquid separator 300 in sequence, and the liquid refrigerant discharged from the liquid outlet 330 flows to the second heat exchange branch 510 .

[0165] That is, when the cabin heating instruction and the battery cooling instruction are obtained, the refrigerant discharged from the compressor 100 is controlled to flow through the third heat exchange branch 440 and the gas-liquid separator 300 in sequence, and the liquid refrigerant discharged from the liquid outlet 330 is controlled to flow to the second heat exchange branch 510.

[0166] Among them, when the refrigerant discharged from the compressor 100 flows through the third heat exchange branch 440, the refrigerant is used to exchange heat with the temperature in the vehicle cabin to achieve the purpose of adjusting the temperature in the cabin, thereby improving the temperature in the cabin to ensure the comfort of the vehicle; when the liquid refrigerant discharged from the liquid outlet 330 is controlled to flow to the second heat exchange branch 510, the liquid refrigerant in the second heat exchange branch 510 is used to exchange heat with the battery to achieve the purpose of adjusting the battery temperature, ensuring that the battery temperature can be maintained within an appropriate range, thereby ensuring the working performance of the battery and ensuring the safety of the battery. At the same time, the refrigerant entering the second heat exchange branch 510 can also be a liquid refrigerant, thereby reducing the dryness of the refrigerant entering the second heat exchange branch 510, thereby improving the heat exchange effect of the refrigerant, that is, improving the cooling effect of the thermal management system 1000 on the battery.

[0167] In some embodiments, when the ambient temperature is lower than the threshold temperature, the thermal management system 1000 is in the battery cooling mode. That is, when the ambient temperature is lower than the threshold temperature, the battery is cooled so that the battery temperature can be maintained within a suitable temperature range to ensure the working performance of the battery.

[0168] In some embodiments, in combination Fig.17 and Fig.18 As shown, the thermal management system 1000 further includes a cooling circuit 810 , and the cooling circuit 810 is used to cool the electronic control module.

[0169] When the battery needs to be cooled and the ambient temperature is lower than the threshold temperature, the liquid refrigerant flowing out of the liquid outlet 330 is controlled to flow to the second heat exchange branch 510;

[0170] The cooling circuit 810 is controlled to circulate, and the coolant in the cooling circuit 810 exchanges heat with the refrigerant discharged from the compressor 100 .

[0171] That is to say, the thermal management system 1000 also includes a cooling circuit 810, which is used to cool the electronic control module. When the ambient temperature is lower than the threshold temperature, the battery cooling instruction is triggered, and the liquid refrigerant flowing out of the liquid outlet 330 is controlled to flow to the second heat exchange branch 510. In the process of the liquid refrigerant flowing out of the liquid outlet 330 toward the second heat exchange branch 510, the cooling circuit 810 is controlled to circulate at the same time to achieve heat exchange between the coolant with a lower temperature in the cooling circuit 810 and the refrigerant discharged from the compressor 100, thereby reducing the temperature of the refrigerant. Finally, the cooled refrigerant flows to the gas-liquid separator 300 for gas-liquid separation. After gas-liquid separation, the refrigerant is discharged through the liquid outlet 330 of the gas-liquid separator 300, and the discharged refrigerant enters the second heat exchange branch 510. The refrigerant with a lower temperature in the second heat exchange branch 510 exchanges heat with the battery to achieve the effect of cooling the battery, thereby achieving the purpose of regulating the battery temperature and ensuring that the battery temperature can be maintained within an appropriate range, thereby ensuring the working performance of the battery and ensuring the safety of the battery.

[0172] It should be noted that by utilizing the coolant with a relatively low temperature in the cooling circuit 810 to perform heat exchange with the refrigerant discharged from the compressor 100 , it is possible to fully utilize the temperature of the coolant in the cooling circuit 810 .

[0173] In summary, when the present application cools the battery, the high-temperature and high-pressure refrigerant can be controlled to flow from the exhaust port 110 of the compressor 100 into the first heat exchanger 210 and release heat to the outside of the cabin through the first heat exchanger 210 to reduce the temperature of the refrigerant. The cooling circuit 810 circulation can also be controlled to utilize the heat exchange between the coolant in the cooling circuit 810 and the refrigerant discharged from the compressor 100 to reduce the temperature of the refrigerant.

[0174] In a specific example, when it is detected that the ambient temperature is higher than a threshold temperature (e.g., 20°C), the high-temperature and high-pressure refrigerant is controlled to flow from the exhaust port 110 of the compressor 100 into the first heat exchanger 210 and release heat to the outside of the cabin through the first heat exchanger 210, so as to utilize the first heat exchanger 210 to achieve heat exchange between the refrigerant and the external environment, thereby reducing the temperature of the refrigerant; when it is detected that the ambient temperature is lower than the threshold temperature, the cooling circuit 810 is controlled to circulate, so as to utilize the coolant in the cooling circuit 810 to exchange heat with the refrigerant discharged from the compressor 100, thereby reducing the temperature of the refrigerant, and at the same time avoiding the lower temperature of the refrigerant due to the lower ambient temperature, that is, avoiding the lower temperature of the battery after cooling, so that the temperature of the battery after cooling can be maintained within a suitable temperature range to ensure the working performance of the battery.

[0175] In a specific example, when it is detected that the ambient temperature is higher than a threshold temperature (e.g., 20°C), the high-temperature and high-pressure refrigerant is controlled to flow from the exhaust port 110 of the compressor 100 into the first heat exchanger 210 and release heat to the outside of the cabin through the first heat exchanger 210, so as to utilize the first heat exchanger 210 to achieve heat exchange between the refrigerant and the external environment, thereby reducing the temperature of the refrigerant; when it is detected that the ambient temperature is lower than the threshold temperature, the cooling circuit 810 is controlled to circulate, so as to utilize the coolant in the cooling circuit 810 to exchange heat with the refrigerant discharged from the compressor 100, thereby reducing the temperature of the refrigerant, and at the same time avoiding the lower temperature of the refrigerant due to the lower ambient temperature, that is, avoiding the lower temperature of the battery after cooling, so that the temperature of the battery after cooling can be maintained within a suitable temperature range to ensure the working performance of the battery.

[0176] At the same time, when executing the above control steps, no cabin cooling command is obtained, because the above control steps are executed based on determining that the ambient temperature is lower than the threshold temperature. When the ambient temperature is lower than the threshold temperature, there is no need to cool the cabin.

[0177] In some embodiments, in combination Figure 1 and Fig.18 As shown, the thermal management system 1000 further includes a fifth control valve 710, which is connected to the second end of the second heat exchanger 220 and the exhaust port 110, respectively, and controls the on-off between the second heat exchanger 220 and the exhaust port 110. In other words, the second end of the second heat exchanger 220 is not only connected to the first end of the second heat exchange branch 510, but also connected to the exhaust port 110 of the compressor 100 through the fifth control valve 710, so as to ensure that the refrigerant discharged from the compressor 100 can flow into the second heat exchanger 220.

[0178] In the description of the present invention, features limited to "first", "second", "third", "fourth" and "fifth" may explicitly or implicitly include one or more of the features, and are used to distinguish and describe the features, without any order or importance.

[0179] In a specific example, when the ambient temperature is lower than the threshold temperature, the battery cooling instruction is triggered, and the fifth control valve 710 is used to control the connection between the second heat exchanger 220 and the exhaust port 110 to ensure that the air exhausted by the compressor 100 can enter the second heat exchanger 220. The second heat exchanger 220 can exchange heat between the refrigerant flowing through it and the coolant in the cooling circuit 810 to reduce the refrigerant temperature. The cooled refrigerant enters the gas-liquid separator 300 for gas-liquid separation, and then the liquid refrigerant is discharged through the liquid outlet 330. The discharged refrigerant is throttled by the second throttling module 620 and then enters the heat exchange element 500. The refrigerant with a lower temperature in the heat exchange element 500 exchanges heat with the battery to achieve the effect of cooling the battery. Then the refrigerant in the heat exchange element 500 returns to the compressor 100 through the return air port 120 to complete the battery cooling cycle.

[0180] In summary, the present application sets the fifth control valve 710 so that the exhaust gas of the compressor 100 can directly enter the second heat exchanger 220. After the second heat exchanger 220 releases heat, it enters the gas-liquid separator 300 and enters the second heat exchange branch 510 through the liquid outlet 330 of the gas-liquid separator 300. At this time, the power consumption of the compressor 100 is smaller and the energy efficiency is better. At the same time, the dryness of the refrigerant entering the second heat exchange branch 510 when the second heat exchanger 220 is cooled can also be reduced after passing through the gas-liquid separator 300, that is, the proportion of liquid refrigerant entering the second heat exchange branch 510 is increased, so that the latent heat of vaporization and the heat exchange effect are better.

[0181] In addition, since the exhaust gas of the compressor 100 can directly enter the second heat exchanger 220 for heat exchange, it can avoid flowing into other heat exchange components first, so as to reduce the exhaust pressure drop and energy consumption, thereby ensuring the heat exchange effect of the refrigerant, that is, further improving the cooling effect of the thermal management system 1000.

[0182] In some embodiments, in combination Figure 1 and Fig.18 As shown, the second heat exchanger 220 includes a refrigerant flow path 221 and a coolant flow path 222. The refrigerant flow path 221 and the coolant flow path 222 exchange heat with each other. The refrigerant flow path 221 is connected to the compressor 100 and the refrigerant inlet 310 respectively, and the coolant flow path 222 is a part of the cooling circuit 810. It is convenient to use the coolant in the cooling circuit 810 to change the temperature of the refrigerant, that is, to adjust the temperature of the refrigerant entering the gas-liquid separator 300, so as to achieve the purpose of adjusting the battery temperature by using the thermal management system 1000.

[0183] Optionally, the cooling circuit 810 is filled with a coolant, and the coolant circulates in the cooling circuit 810. When the temperature of the coolant in the cooling circuit 810 is low, the cooling circuit 810 is used to reduce the temperature of the refrigerant to achieve the purpose of cooling and dissipating heat for the battery.

[0184] It should be noted that when the electric control module operates normally, the temperature generated by the electric control module itself can increase the temperature of the coolant. When the electric control module is cooled through the cooling circuit 810, the temperature of the coolant can be reduced.

[0185] Optionally, the coolant may be an environmentally friendly liquid with a large specific heat, such as water, ethylene glycol, etc., to ensure the heat exchange effect of the cooling circuit 810 .

[0186] It should also be noted that when the temperature of the coolant in the cooling circuit 810 is high, the cooling circuit 810 is used to increase the temperature of the refrigerant so that the present application can make full use of the waste heat generated by the normal operation of the electronic control module. In this way, when heating the cabin and / or the battery, the energy efficiency of the thermal management system 1000 can be increased, that is, the heating capacity of the thermal management system 1000 can be increased.

[0187] In some embodiments, in combination Fig.18 and Fig.19 As shown, the cooling circuit 810 includes a third heat exchanger 812 and a radiator 814. The third heat exchanger 812 is suitable for heat exchange with the electric control module. Thus, the temperature of the electric control module can be changed, and while the working performance of the electric control module is improved, the heat of the electric control module can also be recovered to effectively utilize the waste heat of the electric control module and avoid heat waste; the radiator 814 is used to dissipate the heat of the coolant flowing through it to reduce the temperature of the coolant, thereby dissipating the heat of the electric control module.

[0188] Optionally, combined Figure 1 , Fig.18 and Fig.19 As shown, the radiator 814 is directly opposite to the fan 815 , and the fan 815 operates to increase the heat dissipation efficiency of the radiator 814 , thereby improving the working performance of the thermal management system 1000 .

[0189] In some examples, such as Fig.19 As shown, the cooling circuit 810 further includes a three-way valve 811, which is used to control the connection between the coolant flow path 222 and the third heat exchanger 812 and the radiator 814, thereby controlling the flow direction of the coolant.

[0190] It should be noted that when the three-way valve 811 controls the coolant flow path 222 to connect to the third heat exchanger 812, the coolant circulates between the third heat exchanger 812 and the second heat exchanger 220 to collect the heat generated by the electronic control module during operation, so as to facilitate the use of the second heat exchanger 220 to increase the refrigerant temperature and achieve the purpose of heating the cabin and the battery; when the three-way valve 811 controls the coolant flow path 222 to connect to the radiator 814, the coolant circulates between the third heat exchanger 812, the second heat exchanger 220 and the radiator 814 to dissipate heat to the electronic control module and reduce the coolant temperature, so as to facilitate the use of the second heat exchanger 220 to dissipate heat to the battery.

[0191] In a specific example, when a battery heating instruction and / or a cabin heating instruction is obtained, the three-way valve 811 controls the coolant flow path 222 to connect to the third heat exchanger 812; when the ambient temperature is lower than the threshold temperature, the battery cooling instruction is triggered, and the three-way valve 811 controls the coolant flow path 222 to connect to the radiator 814.

[0192] Alternatively, if Fig.19 As shown, the three-way valve 811 has a first communication port 8111, a second communication port 8112 and a third communication port 8113. The first communication port 8111 is connected to the coolant flow path 222, the second communication port 8112 is connected to the third heat exchanger 812, and the third communication port 8113 is connected to the radiator 814. When the three-way valve 811 is switched to the first communication port 8111 and the second communication port 8112 are connected, the three-way valve 811 is used to control the communication between the coolant flow path 222 and the third heat exchanger 812. When the three-way valve 811 is switched to the first communication port 8111 and the third communication port 8113 are connected, the three-way valve 811 is used to control the communication between the coolant flow path 222 and the radiator 814.

[0193] In some embodiments, Fig.19 As shown, a water pump 813 is provided on the cooling circuit 810, and the water pump 813 is used to drive the flow of the coolant, so as to facilitate the use of the coolant to change the refrigerant temperature and to use the coolant to dissipate heat from the electronic control module.

[0194] In a specific example, when the ambient temperature is lower than the threshold temperature, the battery cooling instruction is triggered, and the three-way valve 811 controls the coolant flow path 222 to connect to the radiator 814. At this time, the coolant in the cooling circuit 810 circulates between the water pump 813, the second heat exchanger 220, the three-way valve 811, the radiator 814 and the third heat exchanger 812 to reduce the temperature of the coolant. In this way, when the refrigerant enters the second heat exchanger 220 from the compressor 100, the refrigerant exchanges heat with the coolant with a lower temperature to reduce the temperature of the refrigerant. The cooled refrigerant flows to the gas-liquid separator 300 for gas-liquid separation, and then the liquid refrigerant is discharged through the liquid outlet 330. The discharged refrigerant is throttled by the second throttling module 620 and enters the second heat exchange branch 510. The refrigerant with a lower temperature in the second heat exchange branch 510 exchanges heat with the battery to achieve the effect of cooling the battery.

[0195] In some embodiments, Fig. 20 and Fig.21 As shown, the thermal management system 1000 further includes a third heat exchange branch 440, which is used for cabin heating. The third heat exchange branch 440 is respectively connected to the exhaust port 110 of the compressor 100 and the refrigerant inlet 310.

[0196] In the heating and dehumidification mode, the refrigerant discharged from the compressor 100 flows through the third heat exchange branch 440 and the gas-liquid separator 300 , and the liquid refrigerant discharged from the liquid outlet 330 flows to the first heat exchange branch 430 .

[0197] That is to say, the thermal management system 1000 also includes a third heat exchange branch 440, which is used for cabin heating and is respectively connected to the exhaust port 110 of the compressor 100 and the refrigerant inlet 310. In this way, when a heating and dehumidification instruction is obtained, the refrigerant discharged from the compressor 100 is first controlled to flow to the third heat exchange branch 440 and the gas-liquid separator 300 through the exhaust port 110. When the refrigerant flows through the third heat exchange branch 440, the third heat exchange branch 440 The refrigerant in branch 440 is used to exchange heat with the temperature in the cabin to achieve the purpose of heating the cabin. After heating, the refrigerant flows to the gas-liquid separator 300 through the refrigerant inlet 310 for gas-liquid separation; when the refrigerant flows to the gas-liquid separator 300, the liquid refrigerant discharged from the liquid outlet 330 of the gas-liquid separator 300 can flow to the first heat exchange branch 430. At this time, the cabin can be dehumidified through the first heat exchange branch 430, thereby achieving the effect of heating and dehumidifying the cabin.

[0198] Next, a vehicle according to an embodiment of the present invention will be described.

[0199] A vehicle according to an embodiment of the present invention includes: the aforementioned thermal management system 1000 .

[0200] It can be seen from the above structure that the vehicle according to the embodiment of the present invention can ensure the cooling effect of the vehicle by adopting the above-mentioned thermal management system 1000 to ensure the comfort of the vehicle.

[0201] It should be noted that the vehicle of the present application can be a pure electric vehicle or a hybrid vehicle.

[0202] The thermal management system 1000 and other components of the vehicle according to the embodiment of the present invention are well known to those skilled in the art and will not be described in detail herein.

[0203] In the description of this specification, the description with reference to the terms "embodiment", "example", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0204] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that: include: a first heat exchange branch, wherein the first heat exchange branch is used for cabin cooling; A gas-liquid separator, wherein the gas-liquid separator is provided with a refrigerant inlet and a liquid outlet, wherein the refrigerant inlet is connected to the exhaust port of the compressor, and the liquid outlet is connected to the first heat exchange branch; In the cabin cooling mode, the refrigerant discharged from the compressor flows to the gas-liquid separator, and the liquid refrigerant flowing out of the liquid outlet flows to the first heat exchange branch.

2. The thermal management system according to claim 1, characterized in that: Also includes: a second heat exchange branch, the second heat exchange branch being used for exchanging heat with the battery, and the liquid outlet being used for connecting with the second heat exchange branch; In the battery cooling mode, the refrigerant discharged from the compressor flows to the gas-liquid separator, and the liquid refrigerant flowing out of the liquid outlet flows to the second heat exchange branch.

3. The thermal management system according to claim 2, characterized in that: In the cabin cooling mode and the battery cooling mode, the liquid refrigerant flowing out of the liquid outlet flows to the first heat exchange branch and the second heat exchange branch respectively.

4. The thermal management system according to claim 2, characterized in that: The gas-liquid separator is provided with a gas outlet, the gas outlet is connected to the return air port of the compressor, and the second heat exchange branch is respectively connected to the exhaust port and the refrigerant inlet; In the battery heating mode, the refrigerant discharged from the compressor flows to the second heat exchange branch and then flows through the gas-liquid separator, and the gaseous refrigerant discharged from the gas outlet flows back to the compressor.

5. The thermal management system according to claim 4, characterized in that: It also includes a third heat exchange branch, the third heat exchange branch is used for cabin heating, and the third heat exchange branch is respectively connected to the exhaust port of the compressor and the refrigerant inlet; In the cabin heating mode, the refrigerant discharged from the compressor flows to the third heat exchange branch and then flows through the gas-liquid separator, and the gaseous refrigerant discharged from the gas outlet flows back to the compressor.

6. The thermal management system according to claim 5, characterized in that: In the battery heating mode and the cabin heating mode, the refrigerant discharged from the compressor flows to the second heat exchange branch and the third heat exchange branch respectively, and then the gaseous refrigerant discharged from the gas outlet flows back to the compressor.

7. The thermal management system according to claim 5, characterized in that: In the cabin heating mode and the battery cooling mode, the refrigerant discharged from the compressor flows through the third heat exchange branch and the gas-liquid separator in sequence, and the liquid refrigerant discharged from the liquid outlet flows to the second heat exchange branch.

8. The thermal management system according to claim 2, characterized in that: When the ambient temperature is below a threshold temperature, the thermal management system is in the battery cooling mode.

9. The thermal management system according to claim 8, characterized in that: The thermal management system also includes a cooling circuit for cooling the electronic control module; When the battery needs to be cooled and the ambient temperature is lower than the threshold temperature, controlling the liquid refrigerant flowing out of the liquid outlet to flow to the second heat exchange branch; The cooling circuit circulation is controlled so that the coolant in the cooling circuit exchanges heat with the refrigerant discharged from the compressor.

10. The thermal management system according to any one of claims 1 to 9, characterized in that: It also includes a third heat exchange branch for cabin heating, wherein the third heat exchange branch is respectively connected to the exhaust port of the compressor and the refrigerant inlet; In the heating and dehumidification mode, the refrigerant discharged from the compressor flows through the third heat exchange branch and the gas-liquid separator, and the liquid refrigerant discharged from the liquid outlet flows to the first heat exchange branch.

11. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1-10.

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