Thermal management system of vehicle and vehicle

Abstract

The heat management system comprises a compressor, a first heat exchange branch and a gas-liquid separator, the compressor is provided with an exhaust port and an air return port, the first heat exchange branch is used for adjusting the temperature in a vehicle cabin, the first heat exchange branch is connected with the exhaust port and the air return port, and the gas-liquid separator is connected with the first heat exchange branch. The gas-liquid separator is provided with a first connector, a gas outlet and a liquid outlet, the first connector is connected with the exhaust port, the gas outlet is connected with the gas return port, and the liquid outlet is connected with the first heat exchange branch. According to the thermal management system of the vehicle, the temperature in the vehicle cabin can be effectively adjusted, and the heat exchange effect is good.

Description

Technical Field

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

[0002] In the prior art, in order to improve the comfort and safety of the vehicle, a thermal management system is usually set up in the vehicle, and the thermal management system is used to heat and cool the vehicle cabin and the battery to ensure the comfort and safety of the vehicle.

[0003] However, when existing thermal management systems cool down the vehicle cabin and battery, there is too little liquid refrigerant and the cooling effect is poor. In order to achieve the battery temperature and the passenger compartment temperature, the existing technology needs to continuously increase the compressor speed, causing the compressor to operate in a low-efficiency area, which in turn leads to 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 present invention proposes a thermal management system for a vehicle, which can increase the amount of liquid refrigerant when cooling the cabin and the battery, and reduce the amount of liquid refrigerant entering the compressor, while ensuring the cooling effect of the thermal management system, and can also improve the use safety of the thermal management system, solving the technical problem of poor cooling effect of the thermal management system of the vehicle in the prior art.

[0005] The present invention also aims to provide a vehicle having the above thermal management system.

[0006] According to a thermal management system of a vehicle in an embodiment of the present invention, the thermal management system includes: a compressor, the compressor having an exhaust port and an air return port; a first heat exchange branch for adjusting the temperature in the vehicle cabin, the first heat exchange branch being connected to the exhaust port and the air return port, respectively; a gas-liquid separator, the gas-liquid separator being provided with a first interface, a gas outlet and a liquid outlet, the first interface being connected to the exhaust port, the gas outlet being connected to the air return port, and the liquid outlet being connected to the first heat exchange branch.

[0007] According to the thermal management system of the vehicle of the embodiment of the present invention, a gas-liquid separator is provided, and the liquid outlet of the gas-liquid separator is arranged to be connected to the first heat exchange branch. Thus, when cooling the vehicle cabin, the gas-liquid separator can be used to separate the refrigerant into gas and liquid first, so as to reduce the dryness of the refrigerant for heat exchange in the vehicle cabin, thereby increasing the liquid content of the refrigerant and ensuring the cooling effect; at the same time, the return air port of the compressor is arranged to be connected to the gas outlet of the gas-liquid separator, so that the gas-liquid separator can be used to separate the refrigerant about to enter the compressor into gas and liquid, so as to increase the dryness of the refrigerant entering the compressor, avoid the impact of the liquid refrigerant on the compressor, extend the service life of the compressor, and improve the safety of the use of the compressor. In other words, the gas-liquid separator of the present application can not only improve the cooling effect of the thermal management system, but also avoid the impact of the liquid refrigerant on the compressor.

[0008] In some embodiments, the thermal management system further includes a second heat exchange branch for performing heat exchange with the battery, the second heat exchange branch is respectively connected to the exhaust port and the return port, and the liquid outlet is connected to the second heat exchange branch.

[0009] In some embodiments, the first heat exchange branch and the second heat exchange branch are connected in parallel.

[0010] In some embodiments, the gas outlet is connected to the gas return port through a first control valve.

[0011] In some embodiments, the thermal management system further includes a common circuit, the common circuit is connected to the return air port, and the second heat exchange branch and the gas outlet are respectively connected to the common circuit.

[0012] In some embodiments, the thermal management system further includes a first one-way valve, which is disposed between the second heat exchange branch and the common circuit so that the refrigerant discharged from the second heat exchange branch flows to the common circuit in one direction.

[0013] In some embodiments, the first heat exchange branch is connected to the common circuit.

[0014] In some embodiments, the thermal management system also includes a second one-way valve and a first heat exchanger, wherein the first heat exchanger is connected between the exhaust port and the first interface, and the second one-way valve is connected between the first heat exchanger and the first interface to allow the refrigerant to flow unidirectionally to the first interface.

[0015] In some embodiments, the gas-liquid separator includes a tank body, and the first interface, the gas outlet, and the liquid outlet are respectively arranged on the top of the tank body.

[0016] In some embodiments, a gas circuit and a liquid circuit are provided in the tank body, the gas outlet is connected to the gas circuit, the inlet end of the gas circuit is located at the top of the tank body, the liquid outlet is connected to the liquid circuit, and the inlet end of the liquid circuit is located at the bottom of the tank body.

[0017] In some embodiments, the thermal management system also includes a second heat exchanger and a second control valve, wherein the first end of the second heat exchanger is connected to the first interface, and the second control valve is respectively connected to the second end of the second heat exchanger and the exhaust port, and the second control valve controls the connection between the second heat exchanger and the exhaust port.

[0018] In some embodiments, the second heat exchanger includes a first refrigerant flow path and a first coolant flow path for exchanging heat with each other, and the first refrigerant flow path is connected to the first interface; the thermal management system also includes a heat dissipation circuit for dissipating heat from the electronic control module, and the first coolant flow path is a part of the heat dissipation circuit.

[0019] A vehicle according to an embodiment of the present invention includes the aforementioned vehicle thermal management system.

[0020] The vehicle according to the embodiment of the present invention adopts the aforementioned thermal management system to ensure the comfort of the vehicle, extend the service life of the vehicle and improve the safety of the vehicle.

[0021] 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

[0022] 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:

[0023] Figure 1 Schematic diagram of a thermal management system according to some embodiments of the present invention.

[0024] Figure 2 Schematic diagram of a gas-liquid separator according to some embodiments of the present invention.

[0025] Figure 3 Schematic diagram of a heat dissipation circuit according to some embodiments of the present invention.

[0026] Figure 4 A schematic diagram of a thermal management system in some embodiments of the present invention turning on a cabin cooling mode.

[0027] Figure 5 This is a schematic diagram of a thermal management system in some embodiments of the present invention starting a first battery cooling mode.

[0028] Figure 6A schematic diagram of a thermal management system in some embodiments of the present invention turning on the cabin and battery cooling modes.

[0029] Figure 7 A schematic diagram of activating a cabin heating mode of a thermal management system according to some embodiments of the present invention.

[0030] Figure 8 This is a schematic diagram of a thermal management system in some embodiments of the present invention turning on a battery heating mode.

[0031] Fig. 9 A schematic diagram of a thermal management system in some embodiments of the present invention turning on the cabin and battery heating modes.

[0032] Fig.10 This is a schematic diagram of a thermal management system in some embodiments of the present invention starting a second battery cooling mode.

[0033] Fig.11 A schematic diagram of a thermal management system in some embodiments of the present invention turning on cabin heating and battery cooling modes.

[0034] Fig.12 A schematic diagram of a thermal management system in some embodiments of the present invention turning on a cabin heating and dehumidification mode.

[0035] Reference numerals:

[0036] 1000. Thermal management system;

[0037] 100, compressor; 110, exhaust port; 120, air return port;

[0038] 210, a first heat exchanger;

[0039] 220, second heat exchanger; 221, first refrigerant flow path; 222, first coolant flow path;

[0040] 300. Gas-liquid separator;

[0041] 310, first interface;

[0042] 320, gas outlet;

[0043] 330, liquid outlet;

[0044] 340, tank body;

[0045] 341, gas circuit; 342, liquid circuit;

[0046] 410, in-vehicle evaporator; 420, in-vehicle condenser; 430, first heat exchange branch;

[0047] 500, heat exchange element; 510, second heat exchange branch;

[0048] 610, a first throttling module; 620, a second throttling module;

[0049] 630, a third throttling module; 640, a fourth throttling module;

[0050] 740, first control valve; 710, second control valve; 720, third control valve;

[0051] 730, fourth control valve; 750, fifth control valve;

[0052] 810, heat dissipation circuit;

[0053] 811, three-way valve; 8111, first communication port; 8112, second communication port; 8113, third communication port;

[0054] 812, third heat exchanger; 813, water pump; 814, radiator; 815, fan;

[0055] 820, common circuit;

[0056] 910, first one-way valve; 940, second one-way valve; 930, third one-way valve; 920, fourth one-way valve. DETAILED DESCRIPTION

[0057] 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.

[0058] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0059] The thermal management system 1000 of a vehicle according to an embodiment of the present invention is described below with reference to the accompanying drawings. The vehicle includes a vehicle cabin.

[0060] like Figure 1As shown, a thermal management system 1000 for a vehicle according to an embodiment of the present invention includes: a compressor 100 , a first heat exchange branch 430 , and a gas-liquid separator 300 .

[0061] Among them, Figure 1 As shown, the compressor 100 has an exhaust port 110 and an air return port 120. The exhaust port 110 is used to discharge the refrigerant in the compressor 100, and the air return port 120 is used to introduce the refrigerant into the compressor 100, thereby ensuring that the refrigerant can circulate, so as to use the refrigerant to adjust the temperature in the vehicle cabin, thereby improving the comfort of the vehicle.

[0062] The first heat exchange branch 430 is used to adjust the temperature in the vehicle cabin. Figure 1 As shown, the first heat exchange branch 430 is respectively connected to the exhaust port 110 and the return air port 120. In this way, the refrigerant in the compressor 100 can flow to the first heat exchange branch 430 through the exhaust port 110, and the first heat exchange branch 430 then exchanges heat with the air in the cabin through the refrigerant, 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 a suitable range and ensure the comfort of the vehicle.

[0063] Combination Figure 1 and Figure 2 As shown, the gas-liquid separator 300 is provided with a first interface 310 , a gas outlet 320 and a liquid outlet 330 , the first interface 310 is connected to the exhaust port 110 , the gas outlet 320 is connected to the gas return port 120 , and the liquid outlet 330 is connected to the first heat exchange branch 430 .

[0064] It should be noted that the gas-liquid separator 300 is mainly used to separate the refrigerant into gas and liquid.

[0065] Among them, by setting the first interface 310 of the gas-liquid separator 300 to be connected to the exhaust port 110, the refrigerant in the gas-liquid separator 300 can flow into the gas-liquid separator 300 through the exhaust port 110, so that the gas-liquid separator 300 can be used to separate the refrigerant into gas and liquid, so as to facilitate the subsequent use of the refrigerant to effectively reduce the temperature in the vehicle cabin. By setting the gas outlet 320 of the gas-liquid separator 300 to be connected to the return air port 120 of the compressor 100, it is ensured that the refrigerant entering the compressor 100 is formed into a gaseous state, thereby avoiding liquid refrigerant from impacting the compressor 100 and ensuring the working performance of the compressor 100.

[0066] By setting the liquid outlet 330 of the gas-liquid separator 300 to be connected to the first heat exchange branch 430, the liquid refrigerant separated by the gas-liquid separator 300 can enter the first heat exchange branch 430. When the liquid refrigerant enters the first heat exchange branch 430, it is used to exchange heat with the vehicle cabin to achieve the purpose of regulating the cabin temperature.

[0067] It is worth noting that the present application configures the liquid outlet 330 of the gas-liquid separator 300 to be connected to the first heat exchange branch 430, so that the refrigerant entering the first heat exchange branch 430 is 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 vehicle cabin, and improving the user experience.

[0068] It can be seen from the above structure that the thermal management system 1000 of the vehicle in the embodiment of the present invention, by setting the gas-liquid separator 300, and setting the gas-liquid separator 300 to include a gas outlet 320 and a liquid outlet 330, so that the gas-liquid separator 300 of the present application can not only be used to prevent the 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 can reduce the dryness of the refrigerant entering the first heat exchange branch 430 to ensure the refrigeration effect of the thermal management system 1000.

[0069] It can be understood that, compared with the prior art, 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.

[0070] In summary, the thermal management system 1000 of the present application can meet the heat exchange requirements of the vehicle cabin and increase human comfort, that is, increase the comfort of the vehicle and enhance the user experience.

[0071] Optionally, the vehicle includes a battery, which is used to power the vehicle so that the vehicle can operate normally.

[0072] 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.

[0073] 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.

[0074] In some embodiments, Figure 1As shown, the thermal management system 1000 of the vehicle further includes a second heat exchange branch 510, which is used for heat exchange with the battery, and is respectively connected to the exhaust port 110 and the return air port 120. In this way, the refrigerant in the compressor 100 can flow to the second heat exchange branch 510 through the exhaust port 110, and the second heat exchange branch 510 then exchanges heat with the battery through the refrigerant, so as to achieve the purpose of adjusting the battery temperature by using the second heat exchange branch 510, so as to ensure that the battery temperature can be maintained within a suitable range, thereby ensuring the working performance of the battery and ensuring the safety of the battery.

[0075] Optionally, combined Figure 1 and Figure 2 As shown, the liquid outlet 330 is connected to the second heat exchange branch 510. In this way, the liquid refrigerant separated by the gas-liquid separator 300 can enter the second heat exchange branch 510, and the liquid refrigerant is used to exchange heat with the battery to achieve the purpose of regulating the battery temperature.

[0076] It is worth noting that the present application sets the liquid outlet 330 of the gas-liquid separator 300 to be connected to the second heat exchange branch 510, so that the refrigerant entering the second heat exchange branch 510 is 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, 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.

[0077] In some embodiments, Figure 1 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.

[0078] In some embodiments, Figure 1As 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 , and a second end of the first heat exchanger 210 is connected to the first interface 310 . 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 first interface 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 first interface 310, ensuring 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, and 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 of the vehicle and the battery.

[0079] 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 and 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.

[0080] In some embodiments, the first heat exchanger 210 is an external condenser, and the refrigerant releases heat to the outside of the vehicle cabin through the external condenser to reduce the temperature of the refrigerant, thereby facilitating the use of the refrigerant to reduce the temperature of the vehicle and the battery, so as to achieve the purpose of cooling the vehicle cabin and dissipating heat from the battery.

[0081] In some embodiments, Figure 1 As shown, the thermal management system 1000 further includes an in-vehicle evaporator 410, which is disposed in the first heat exchange branch 430 and is used to adjust the temperature in the vehicle cabin. Thus, the first heat exchange branch 430 can adjust the temperature in the vehicle cabin, that is, the thermal management system 1000 of the present application can adjust the temperature in the vehicle cabin to improve the comfort of the vehicle.

[0082] Optionally, combined Figure 1 and Figure 2As 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 vehicle cabin through the in-vehicle evaporator 410 to achieve the purpose of adjusting the vehicle 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.

[0083] 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.

[0084] 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.

[0085] In some embodiments, Figure 1 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.

[0086] 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.

[0087] 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.

[0088] 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.

[0089] Optionally, combined Figure 1 and Figure 3 As shown, the thermal management system 1000 further includes a fan 815 , which is disposed opposite to the first heat exchanger 210 . The fan 815 operates 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 .

[0090] 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.

[0091] 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.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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.

[0096] In some embodiments, Figure 1 As shown, the gas outlet 320 is connected to the gas return port 120 via the first control valve 740. The first 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.

[0097] Optionally, the first control valve 740 is a normally open valve or a normally closed valve, so that the first 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 first control valve 740 .

[0098] In a specific example, when the heating mode of the thermal management system 1000 is operated, the first 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 .

[0099] It should be noted that, by providing the first control valve 740 , when condensation or frost forms on the surface of the in-vehicle evaporator 410 during operation, the first control valve 740 can be opened to achieve the effect of low-pressure air replenishment and enthalpy increase.

[0100] 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.

[0101] In some embodiments, Figure 1 As shown, the thermal management system 1000 further includes a common loop 820, which is connected to the return air port 120, and the second heat exchange branch 510 and the gas outlet 320 are respectively connected to the common loop 820. In other words, the second heat exchange branch 510 and the gas outlet 320 are both connected to the return air port 120 through the common loop 820, so that the refrigerant discharged through 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.

[0102] 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 .

[0103] Alternatively, if Figure 1 As shown, the thermal management system 1000 further includes a first 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, preventing the refrigerant discharged from the gas outlet 320 from flowing to the second heat exchange branch 510, that is, ensuring 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.

[0104] Alternatively, if Figure 1 As shown, the first heat exchange branch 430 is connected to the common loop 820, so that the refrigerant discharged through the first heat exchange branch 430 can smoothly flow into the compressor 100 through the common loop 820, thereby realizing the circulation of the refrigerant.

[0105] That is to say, the first heat exchange branch 430, the second heat exchange branch 510 and the gas outlet 320 of the present application are respectively connected to the common circuit 820. While ensuring 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, the structure of the thermal management system 1000 can be further simplified, making the thermal management system 1000 simple in structure.

[0106] Alternatively, if Figure 1 As shown, the thermal management system 1000 further includes a second one-way valve 940, which is connected between the first heat exchanger 210 and the first interface 310 to allow the refrigerant to flow unidirectionally to the first interface 310. This allows the refrigerant to circulate, and at the same time prevents the refrigerant downstream of the first heat exchanger 210 (such as the refrigerant in the second heat exchanger 220 described below) from flowing to the first heat exchanger 210, thereby improving the heat exchange efficiency of the second heat exchanger 220, that is, improving the working performance of the thermal management system 1000.

[0107] In some embodiments, Figure 2 As shown, the gas-liquid separator 300 includes a tank body 340, and a first interface 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 first interface 310 and the exhaust port 110, the connection between the gas outlet 320 and the return 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.

[0108] 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.

[0109] 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 .

[0110] 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.

[0111] In summary, the present application adds a gas-liquid separator 300 having a tank body 340, a first interface 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 liquid entering the heat exchange element 500 and the in-vehicle evaporator 410, thereby ensuring the cooling effect of the thermal management system 1000.

[0112] 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.

[0113] 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.

[0114] In some embodiments, Figure 1 As shown, the thermal management system 1000 further includes a second heat exchanger 220, and a first end of the second heat exchanger 220 is connected to the first interface 310. This enables the second heat exchanger 220 to communicate with the gas-liquid separator 300, ensuring that the refrigerant after heat exchange in the second heat exchanger 220 enters the gas-liquid separator 300 for gas-liquid separation.

[0115] In some embodiments, the thermal management system 1000 includes a cooling mode in which the thermal management system 1000 is configured to cool the thermal management system 1000 and cool the thermal management system 1000. Figure 1 and Figure 2 As shown, the first end of the second heat exchange branch 510 is connected to the liquid outlet 330, and the second end of the second heat exchange branch 510 is connected to the air return port 120. In this way, the liquid refrigerant separated by the gas-liquid separator 300 can enter the second heat exchange branch 510 through the liquid outlet 330, that is, enter the heat exchange element 500, and the liquid refrigerant exchanges heat with the battery through the heat exchange element 500 to achieve the purpose of adjusting the battery temperature. At the same time, the refrigerant after heat exchange flows to the air return port 120 through the second end of the second heat exchange branch 510 and enters the compressor 100 through the air return port 120 to realize the circulation of the refrigerant.

[0116] Optionally, combined Figure 1 and Figure 2 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. The second throttling module 620 is used to throttle and reduce the pressure of the refrigerant flowing through it to accurately adjust the output of the refrigerant, further making the thermal management system 1000 more energy-efficient and lower in energy consumption.

[0117] 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. When the first end of the second heat exchange branch 510 is connected to the liquid outlet 330, the liquid refrigerant discharged from the liquid outlet 330 flows to the second heat exchange branch 510.

[0118] In a specific example, when the vehicle cabin is cooled, the first throttling module 610 is turned on so that the liquid outlet 330 is connected to the first heat exchange branch 430; when the battery is cooled, the second throttling module 620 is turned on so that the liquid outlet 330 is connected to the second heat exchange branch 510; when the vehicle cabin and the battery are cooled at the same time, 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.

[0119] It should be noted that the cooling modes of the thermal management system 1000 include a cabin cooling mode, a battery first cooling mode, and a cabin and battery cooling mode.

[0120] Among them, Figure 4 As shown, when the cabin cooling mode is running, the high-temperature and high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the first heat exchanger 210 and releases 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 evaporator 410 in the vehicle. 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. Then the refrigerant in the evaporator 410 in the vehicle returns to the compressor 100 through the return air port 120 to complete the cabin refrigeration cycle.

[0121] It should be noted that Figure 4 The arrows shown in indicate the flow direction of the refrigerant.

[0122] like Figure 5As shown, when the first battery cooling mode is running, the high-temperature and high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the first heat exchanger 210 and releases 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 refrigeration cycle.

[0123] like Figure 6 As shown, when the cabin and battery cooling mode is operated, the high-temperature and high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the first heat exchanger 210 and releases 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 evaporator 410 in the vehicle after throttling through the first throttling module 610. 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. The other refrigerant enters the heat exchange element 500 after throttling through 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 evaporator 410 in the vehicle and the refrigerant in the heat exchange element 500 both return to the compressor 100 through the return air port 120 to complete the refrigeration cycle of the cabin and the battery.

[0124] In some embodiments, a throttling element 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.

[0125] Optionally, the thermal management system 1000 further includes a heating mode, in which the second end of the second heat exchange branch 510 is connected to the exhaust port 110 and the first end of the second heat exchange branch 510 is connected to the second end of the second heat exchanger 220. That is, in the heating mode, the opposite ends of the second heat exchanger 220 are respectively connected to the heat exchange element 500 and the gas-liquid separator 300, so that when the thermal management system 1000 operates in the heating mode, the refrigerant in the compressor 100 can enter the second heat exchange branch 510 through the second end of the second heat exchange branch 510, that is, enter the heat exchange element 500, so as to heat the battery by using the heat exchange element 500, and at the same time, the refrigerant after heating the battery can also flow to the second heat exchanger 220 through the first end of the second heat exchange branch 510, and then flow to the gas-liquid separator 300 through the first end of the second heat exchanger 220 for gas-liquid separation, so as to realize the circulation of the refrigerant.

[0126] Optionally, in the heating mode, the refrigerant in the gas-liquid separator 300 is discharged from the compressor 100 through the gas outlet 320 , which can realize the circulation of the refrigerant and prevent the refrigerant flowing into the compressor 100 from causing impact on the compressor 100 .

[0127] In addition, in the heating mode, the second end of the second heat exchange branch 510 is connected to the exhaust port 110. 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 the heating mode and is connected to the return air port 120 in the cooling mode, so that the thermal management system 1000 can heat and cool the battery respectively.

[0128] In some embodiments, Figure 1 As shown, the thermal management system 1000 further includes a second control valve 710, which is connected to the second end of the second heat exchanger 220 and the exhaust port 110, respectively, and the second control valve 710 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 second control valve 710, so as to ensure that the refrigerant discharged from the compressor 100 can flow into the second heat exchanger 220.

[0129] The second heat exchanger 220 may exchange heat between the refrigerant flowing through it and external components to change the temperature of the refrigerant, thereby realizing the use of the refrigerant to regulate the temperature of the vehicle cabin and the battery.

[0130] It should be noted that the second end of the second heat exchanger 220 of the present application is connected to the second heat exchange branch 510 in the heating mode, and is connected to the exhaust port 110 in the cooling mode.

[0131] Optionally, the cooling mode of the thermal management system 1000 further includes a second battery cooling mode.

[0132] like Fig.10As shown, when the second cooling mode of the battery is operated, the second control valve 710 can be controlled to be turned on to achieve the connection between the second end of the second heat exchanger 220 and the exhaust port 110, so that the high-temperature and high-pressure refrigerant can enter the second heat exchanger 220 through the second control valve 710 after being discharged from the exhaust port 110 of the compressor 100. The second heat exchanger 220 can exchange heat with the refrigerant flowing through it and the external components 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 refrigeration cycle.

[0133] In summary, the present application sets a second 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.

[0134] At the same time, 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.

[0135] In some embodiments, Figure 1 As shown, the thermal management system 1000 further includes a third control valve 720 and a fourth control valve 730, and the third control valve 720 is respectively connected to the exhaust port 110 and the second end of the second heat exchange branch 510. The third control valve 720 is used to control the connection and disconnection 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.

[0136] Optionally, the third control valve 720 is a normally open valve or a normally closed valve, 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 reduce the control difficulty of the third control valve 720.

[0137] In a specific example, when the heating mode is running, 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 heating the battery by the refrigerant.

[0138] Alternatively, if Figure 1 As shown, 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. 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.

[0139] Optionally, the fourth control valve 730 is a normally open valve or a normally closed valve, so that 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 and reduce the control difficulty of the fourth control valve 730.

[0140] In a specific example, when the cooling mode is running, 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 to achieve the purpose of using the refrigerant to cool the battery.

[0141] Alternatively, if Figure 1 As shown, a fourth 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 fourth 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.

[0142] In some embodiments, the fourth throttling module 640 is an electronic expansion valve.

[0143] In some embodiments, in combination Figure 1 and Figure 2 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.

[0144] Alternatively, if Figure 1As 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 derived from the second control valve 710 from flowing to the second heat exchange branch 510, that is, to ensure that the refrigerant derived from the compressor 100 can smoothly enter the second heat exchanger 220, thereby facilitating the use of the second heat exchanger 220 to exchange heat with the refrigerant to reduce the refrigerant temperature.

[0145] In some embodiments, Figure 1 As shown, the thermal management system 1000 further includes an in-vehicle condenser 420, which is used to adjust the temperature in the vehicle 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 third 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, and the in-vehicle condenser 420 is used to realize heat exchange between the refrigerant and the vehicle cabin, thereby increasing the cabin temperature and achieving the purpose of heating the cabin.

[0146] 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.

[0147] 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 third throttling module 630. The third 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.

[0148] In some embodiments, the third throttling module 630 is an electronic expansion valve.

[0149] 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 vehicle cabin respectively, thereby improving the comfort of the vehicle.

[0150] At the same time, the present application sets the in-vehicle condenser 420 in parallel with the first heat exchanger 210, and sets a second control valve 710, so that when the second heat exchanger 220 is used to cool the battery, the refrigerant discharged by the compressor 100 can directly enter the second heat exchanger 220 to achieve low ambient temperature and battery cooling function, while reducing the exhaust pressure drop and improving the battery cooling efficiency.

[0151] It is worth noting that the third one-way valve 930 of the present application can also prevent the refrigerant derived from the third 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.

[0152] In some embodiments, in combination Figure 1 and Figure 3 As shown, the second heat exchanger 220 includes a first refrigerant flow path 221 and a first coolant flow path 222, the first refrigerant flow path 221 and the first coolant flow path 222 exchange heat with each other, and the first refrigerant flow path 221 is connected to the first interface 310; the thermal management system 1000 also includes a heat dissipation circuit 810, the heat dissipation circuit 810 is used to dissipate heat from the electronic control module, and the first coolant flow path 222 is a part of the heat dissipation circuit 810. In other words, a part of the heat dissipation circuit 810 can exchange heat with the first refrigerant flow path 221, so as to facilitate the use of the coolant in the heat dissipation 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 temperature in the cabin and the battery temperature by using the thermal management system 1000.

[0153] In addition, by utilizing the heat dissipation circuit 810 to exchange heat with the refrigerant, the present application can make full use of the waste heat generated by the normal operation of the electronic control module, so that when heating the vehicle 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 is increased; at the same time, the second heat exchanger 220 can also be used to cool the battery.

[0154] Optionally, the heat dissipation circuit 810 is filled with coolant, and the coolant circulates in the heat dissipation circuit 810. When the temperature of the coolant in the heat dissipation circuit 810 is high, the heat dissipation circuit 810 is used to increase the temperature of the refrigerant to achieve the purpose of heating up the battery and the cabin; when the temperature of the coolant in the heat dissipation circuit 810 is low, the heat dissipation circuit 810 is used to lower the temperature of the refrigerant to achieve the purpose of cooling and dissipating the battery.

[0155] 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 heat is dissipated from the electric control module through the heat dissipation circuit 810, the temperature of the coolant can be reduced.

[0156] 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 heat dissipation circuit 810 .

[0157] In some embodiments, in combination Figure 1 and Figure 3As shown, the heat dissipation 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.

[0158] Optionally, combined Figure 1 and Figure 3 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 .

[0159] In some examples, such as Figure 3 As shown, the heat dissipation circuit 810 also includes a three-way valve 811, which is used to control the connection between the first coolant flow path 222 and the third heat exchanger 812 and the radiator 814, so as to control the flow direction of the coolant.

[0160] It should be noted that when the three-way valve 811 controls the first 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 vehicle cabin and the battery; when the three-way valve 811 controls the first 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.

[0161] In a specific example, when the heating mode is running, the three-way valve 811 controls the first coolant flow path 222 to connect to the third heat exchanger 812 ; when the battery second cooling mode is running, the three-way valve 811 controls the first coolant flow path 222 to connect to the radiator 814 .

[0162] Alternatively, if Figure 3As 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 first 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 first 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 first coolant flow path 222 and the radiator 814.

[0163] In some embodiments, Figure 3 As shown, a water pump 813 is provided on the heat dissipation 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.

[0164] In a specific example, when the second cooling mode of the battery is running, the three-way valve 811 controls the first coolant flow path 222 to connect to the radiator 814. At this time, the coolant in the heat dissipation 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.

[0165] It should be noted that the heating modes of the thermal management system 1000 include a cabin heating mode, a battery heating mode, and a cabin and battery heating mode.

[0166] Among them, Figure 7As shown, when the cabin heating mode is running, the high-temperature and high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the interior condenser 420, and the refrigerant with a higher temperature in the interior condenser 420 exchanges heat with the temperature in the cabin to achieve the effect of heating the cabin. The heated refrigerant enters the second heat exchanger 220 after throttling by the third throttling module 630. At this time, the coolant in the heat dissipation circuit 810 circulates between the water pump 813, the second heat exchanger 220, the three-way valve 811 and the third heat exchanger 812 to absorb the heat generated by the electronic control module during operation, and the refrigerant entering the second heat exchanger 220 exchanges heat with the coolant with a higher temperature to increase the temperature of the refrigerant. 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 through the return air port 120 to complete the cabin heating cycle.

[0167] like Figure 8 As shown, when the battery heating mode is running, the high-temperature and high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the third control valve 720 and flows into the second heat exchange branch 510 through the third control valve 720 and the fourth throttling module 640 in sequence. 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 enters the third one-way valve 930 after throttling by the second throttling module 620, and enters the second heat exchanger 220 through the third one-way valve 930. At this time, the heat is dissipated. The coolant in the loop 810 circulates between the water pump 813, the second heat exchanger 220, the three-way valve 811 and the third heat exchanger 812 to absorb the heat generated by the electronic control module during operation, and the refrigerant entering the second heat exchanger 220 exchanges heat with the coolant with a higher temperature to increase the temperature of the refrigerant. 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 through the gas return port 120 to complete the battery heating cycle.

[0168] like Fig. 9As shown, when the cabin and battery heating mode is operated, the high-temperature and high-pressure refrigerant is discharged from the exhaust port 110 of the compressor 100 and is divided into two paths. One path flows into the in-vehicle condenser 420 to heat the cabin, and the other path flows into the third control valve 720 and sequentially passes through the third control valve 720 and the fourth throttling module 640 to flow into the second heat exchange branch 510 to heat the battery. The refrigerant after heating the cabin enters the second heat exchanger 220 after throttling by the third throttling module 630. At the same time, the refrigerant after heating the battery enters the third one-way valve 930 after throttling by the second throttling module 620, and passes through the third one-way valve 930 enters the second heat exchanger 220, at which time the coolant in the heat dissipation circuit 810 circulates between the water pump 813, the second heat exchanger 220, the three-way valve 811 and the third heat exchanger 812 to absorb the heat generated by the electronic control module during operation, and the refrigerant entering the second heat exchanger 220 exchanges heat with the coolant with a higher temperature to increase the temperature of the refrigerant, 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 and battery heating cycle.

[0169] In addition, since the in-vehicle condenser 420 is provided in the present application, the thermal management system 1000 of the present application can cool the battery and dehumidify the vehicle cabin at the same time when heating the vehicle cabin.

[0170] That is, the thermal management system 1000 of the present application also has a cabin heating and battery cooling mode as well as a cabin heating and dehumidification mode.

[0171] like Fig.11 As shown, when the cabin heating and battery cooling modes are running, the high-temperature and high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the in-vehicle condenser 420, and the in-vehicle condenser 420 heats the cabin. After heating, the refrigerant is throttled by the third throttling module 630 and flows to the gas-liquid separator 300 for gas-liquid separation. Then the liquid refrigerant is discharged through the liquid outlet 330. The discharged refrigerant is throttled and cooled by the fourth one-way valve 920 and the second throttling module 620 and then 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 completing the cabin heating and battery cooling cycle.

[0172] like Fig.12As shown, when the cabin heating and dehumidification mode is running, the high-temperature and high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the in-vehicle condenser 420, and the in-vehicle condenser 420 heats the cabin. After heating, the refrigerant is throttled by the third throttling module 630 and flows to the gas-liquid separator 300 for gas-liquid separation. 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, and the cabin is dehumidified by the in-vehicle evaporator 410, thereby achieving the effect of heating and dehumidifying the cabin.

[0173] Alternatively, if Figure 1 As shown, a fifth control valve 750 is provided between the first end of the first heat exchanger 210 and the exhaust port 110. The fifth 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.

[0174] Optionally, the fifth control valve 750 is a normally open valve or a normally closed valve, so that the fifth 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 fifth control valve 750.

[0175] 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.

[0176] In some embodiments, the thermal management system 1000 also includes a controller, which is electrically connected to the throttling modules (first throttling module 610, second throttling module 620, third throttling module 630, fourth throttling module 640), control valves (second control valve 710, third control valve 720, fourth control valve 730, first control valve 740, fifth control valve 750) and three-way valve 811, respectively, for controlling the on-off and opening of the throttling modules, controlling the on-off of the control valves and the on-off of the three-way valve 811, so that the thermal management system 1000 can switch between multiple modes, thereby improving the user experience and ensuring the battery performance.

[0177] Next, a vehicle according to an embodiment of the present invention will be described.

[0178] A vehicle according to an embodiment of the present invention includes: a thermal management system 1000 .

[0179] The thermal management system 1000 is the aforementioned thermal management system 1000 , and the specific structure of the thermal management system 1000 is not described in detail here.

[0180] It can be seen from the above structure that the vehicle according to the embodiment of the present invention adopts the above-mentioned thermal management system 1000 to ensure the comfort of the vehicle, extend the service life of the vehicle and improve the safety of the vehicle.

[0181] It should be noted that the vehicle of the present application can be a pure electric vehicle or a hybrid vehicle.

[0182] The following description of the accompanying drawings illustrates several embodiments of a thermal management system 1000 for a vehicle of the present invention.

[0183] Example 1

[0184] Running the vehicle's thermal management system 1000 in cabin cooling mode, combined with Figure 1 and Figure 4 As shown, the fifth control valve 750 and the first throttling module 610 are controlled to be turned on, and the second control valve 710, the third control valve 720, the fourth control valve 730, the first control valve 740, the second throttling module 620, the third throttling module 630, the fourth throttling module 640, and the three-way valve 811 are controlled to be turned off.

[0185] At this time, the refrigerant is compressed by the compressor 100 into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the first heat exchanger 210 and releases 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 through the second one-way valve 940, and enters the tank body 340 through the first interface 310 of the gas-liquid separator 300. After entering the tank body 340, the refrigerant is separated into gas and liquid, and then the liquid refrigerant is discharged through the liquid outlet 330. The discharged refrigerant is throttled by the first throttling module 610 and enters the evaporator 410 in the vehicle. 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. Then the refrigerant in the evaporator 410 in the vehicle returns to the compressor 100 through the return air port 120 to complete the cabin refrigeration cycle.

[0186] Example 2

[0187] The battery first cooling mode of the vehicle thermal management system 1000 is operated in combination with Figure 1 and Figure 5 As shown, the fourth control valve 730, the fifth control valve 750, the second throttling module 620, and the fourth throttling module 640 are controlled to be turned on, and the second control valve 710, the third control valve 720, the first control valve 740, the first throttling module 610, the third throttling module 630, and the three-way valve 811 are controlled to be turned off.

[0188] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 100. The high-temperature and high-pressure refrigerant flows into the first heat exchanger 210 from the exhaust port 110 of the compressor 100 and releases 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 through the second one-way valve 940, and enters the tank body 340 through the first interface 310 of the gas-liquid separator 300. The refrigerant entering the tank body 340 is subjected to 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 fourth one-way valve 920 and 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 flows to the return port 120 through the fourth throttling module 640, the fourth control valve 730, and the first one-way valve 910 in turn and returns to the compressor 100 through the return port 120 to complete the battery refrigeration cycle.

[0189] Example 3

[0190] Running the vehicle's thermal management system 1000 in cabin and battery cooling mode, combined with Figure 1 and Figure 6 As shown, the fourth control valve 730, the fifth control valve 750, the first throttling module 610, the second throttling module 620, and the fourth throttling module 640 are controlled to be turned on, and the second control valve 710, the third control valve 720, the first control valve 740, the third throttling module 630, and the three-way valve 811 are controlled to be turned off.

[0191] At this time, the refrigerant is compressed by the compressor 100 into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows from the exhaust port 110 of the compressor 100 into the first heat exchanger 210 and releases 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 through the second one-way valve 940, and enters the tank body 340 through the first interface 310 of the gas-liquid separator 300. The refrigerant entering the tank body 340 is separated into gas and liquid, 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 evaporator 410 in the vehicle. The lower temperature in the evaporator 410 in the vehicle The refrigerant exchanges heat with the temperature in the cabin to achieve the effect of cooling the cabin. The other path enters the heat exchanger 500 after throttling through the fourth one-way valve 920 and the second throttling module 620. The refrigerant with a lower temperature in the heat exchanger 500 exchanges heat with the battery to achieve the effect of cooling the battery. Subsequently, the refrigerant in the evaporator 410 in the vehicle returns to the compressor 100 through the return air port 120, completing the cabin refrigeration cycle. The refrigerant in the heat exchanger 500 flows to the return air port 120 through the fourth throttling module 640, the fourth control valve 730, and the first one-way valve 910 in turn and returns to the compressor 100 through the return air port 120, completing the battery refrigeration cycle.

[0192] Example 4

[0193] Running the vehicle's thermal management system 1000 in cabin heating mode, combined with Figure 1 and Figure 7 As shown, the water pump 813 is turned on, the first control valve 740, the third throttling module 630, and the three-way valve 811 are controlled to be connected, and the first connecting port 8111 of the three-way valve 811 is connected to the second connecting port 8112, and the second control valve 710, the third control valve 720, the fourth control valve 730, the fifth control valve 750, the first throttling module 610, the second throttling module 620, and the fourth throttling module 640 are controlled to be disconnected.

[0194] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 100, and the high-temperature and high-pressure refrigerant flows into the in-vehicle condenser 420 from the exhaust port 110 of the compressor 100. The refrigerant with a higher temperature in the in-vehicle condenser 420 exchanges heat with the temperature in the vehicle cabin to achieve the effect of heating the vehicle cabin. The heated refrigerant enters the second heat exchanger 220 after throttling by the third throttling module 630. At this time, the coolant in the heat dissipation circuit 810 circulates between the water pump 813, the second heat exchanger 220, the three-way valve 811 and the third heat exchanger 812 to absorb the electronic control The module generates heat when working, and the refrigerant entering the second heat exchanger 220 exchanges heat with the coolant with a higher temperature to increase the temperature of the refrigerant. The heated refrigerant flows to the gas-liquid separator 300 and enters the tank body 340 through the first interface 310 of the gas-liquid separator 300. The refrigerant entering the tank body 340 is separated into gas and liquid, and then the gaseous refrigerant is discharged through the gas outlet 320. The discharged refrigerant flows to the return air port 120 through the first control valve 740 and returns to the compressor 100 through the return air port 120, completing the cabin heating cycle.

[0195] Example 5

[0196] Running the battery heating mode of the vehicle's thermal management system 1000, combined with Figure 1 and Figure 8 As shown, the water pump 813 is turned on, and the third control valve 720, the first control valve 740, the second throttling module 620, the fourth throttling module 640, and the three-way valve 811 are controlled to be connected, and the first connecting port 8111 of the three-way valve 811 is connected to the second connecting port 8112, and the second control valve 710, the fourth control valve 730, the fifth control valve 750, the first throttling module 610, and the third throttling module 630 are controlled to be disconnected.

[0197] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 100, and the high-temperature and high-pressure refrigerant flows into the third control valve 720 from the exhaust port 110 of the compressor 100 and flows into the heat exchanger 500 through the third control valve 720 and the fourth throttling module 640 in sequence. The refrigerant with a higher temperature in the heat exchanger 500 exchanges heat with the battery to achieve the effect of heating the battery. The heated refrigerant enters the third one-way valve 930 after throttling by the second throttling module 620, and enters the second heat exchanger 220 through the third one-way valve 930. At this time, the coolant in the heat dissipation circuit 810 is throttled by the water pump 813, the second heat exchanger 220, and the three-way valve The refrigerant circulates between 811 and the third heat exchanger 812 to absorb the heat generated by the electronic control module during operation, and the refrigerant entering the second heat exchanger 220 exchanges heat with the coolant with a higher temperature to increase the temperature of the refrigerant. The heated refrigerant flows to the gas-liquid separator 300 and enters the tank body 340 through the first interface 310 of the gas-liquid separator 300. The refrigerant entering the tank body 340 is separated into gas and liquid, and then the gaseous refrigerant is discharged through the gas outlet 320. The discharged refrigerant flows to the return air port 120 through the first control valve 740 and returns to the compressor 100 through the return air port 120, completing the battery heating cycle.

[0198] Example 6

[0199] Running the vehicle's thermal management system 1000 in cabin and battery heating mode, combined with Figure 1 and Fig. 9 As shown, the water pump 813 is turned on, and the third control valve 720, the first control valve 740, the second throttling module 620, the third throttling module 630, the fourth throttling module 640, and the three-way valve 811 are controlled to be connected, and the first connecting port 8111 of the three-way valve 811 is connected to the second connecting port 8112, and the second control valve 710, the fourth control valve 730, the fifth control valve 750, and the first throttling module 610 are controlled to be disconnected.

[0200] At this time, the refrigerant is compressed by the compressor 100 into a high-temperature and high-pressure refrigerant. After being discharged from the exhaust port 110 of the compressor 100, the high-temperature and high-pressure refrigerant is divided into two paths. One path flows into the in-vehicle condenser 420. The refrigerant with a higher temperature in the in-vehicle condenser 420 exchanges heat with the temperature in the cabin, thereby achieving the effect of heating the cabin. The other path flows into the third control valve 720 and flows into the heat exchange element 500 through the third control valve 720 and the fourth throttling module 640 in turn. The refrigerant with a higher temperature in the heat exchange element 500 exchanges heat with the battery, thereby achieving the effect of heating the battery.

[0201] The refrigerant after heating the cabin enters the second heat exchanger 220 after throttling through the third throttling module 630. At the same time, the refrigerant after heating the battery enters the third one-way valve 930 after throttling through the second throttling module 620, and enters the second heat exchanger 220 through the third one-way valve 930. At this time, the coolant in the heat dissipation circuit 810 circulates between the water pump 813, the second heat exchanger 220, the three-way valve 811 and the third heat exchanger 812 to absorb the heat generated by the electronic control module during operation, and enters the second heat exchanger. The refrigerant in the heat exchanger 220 exchanges heat with the coolant with a higher temperature to increase the temperature of the refrigerant. The heated refrigerant flows to the gas-liquid separator 300 and enters the tank body 340 through the first interface 310 of the gas-liquid separator 300. After entering the tank body 340, the refrigerant is separated into gas and liquid, and then the gaseous refrigerant is discharged through the gas outlet 320. The discharged refrigerant flows to the return air port 120 through the first control valve 740 and returns to the compressor 100 through the return air port 120, completing the cabin and battery heating cycle.

[0202] Example 7

[0203] The second battery cooling mode of the vehicle thermal management system 1000 is operated, combined with Figure 1 and Fig.10 As shown, the second control valve 710, the fourth control valve 730, the second throttling module 620, the fourth throttling module 640, and the three-way valve 811 are controlled to be connected, and the first connecting port 8111 of the three-way valve 811 is connected to the third connecting port 8113, and the third control valve 720, the first control valve 740, the fifth control valve 750, the first throttling module 610, and the third throttling module 630 are controlled to be disconnected.

[0204] At this time, the refrigerant is compressed by the compressor 100 into a high-temperature and high-pressure refrigerant, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 110 of the compressor 100 and enters the second heat exchanger 220 through the second control valve 710. At this time, the coolant in the heat dissipation 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, and the refrigerant entering the second heat exchanger 220 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 and passes through the first An interface 310 enters the tank body 340. After entering the tank body 340, the refrigerant undergoes 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 fourth one-way valve 920 and 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 passes through the fourth throttling module 640, the fourth control valve 730, and the first one-way valve 910 in turn to the return port 120 and returns to the compressor 100 through the return port 120, completing the battery refrigeration cycle.

[0205] Example 8

[0206] Running the vehicle's thermal management system 1000 in cabin heating and battery cooling mode, combined with Figure 1 and Fig.11 As shown, the fourth control valve 730, the second throttling module 620, the third throttling module 630, and the fourth throttling module 640 are controlled to be turned on, and the second control valve 710, the third control valve 720, the first control valve 740, the fifth control valve 750, the first throttling module 610, and the three-way valve 811 are controlled to be turned off.

[0207] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 100, and the high-temperature and high-pressure refrigerant flows into the in-vehicle condenser 420 from the exhaust port 110 of the compressor 100. The refrigerant with a higher temperature in the in-vehicle condenser 420 exchanges heat with the temperature in the vehicle cabin to achieve the effect of heating the vehicle cabin. The temperature of the refrigerant after heating is reduced and after throttling and cooling by the third throttling module 630, it flows to the gas-liquid separator 300 and enters the tank body 340 through the first interface 310 of the gas-liquid separator 300. After entering the tank body 340, the refrigerant is separated into gas and liquid. The liquid refrigerant is then discharged through the liquid outlet 330, and the discharged refrigerant enters the heat exchange element 500 after being throttled and cooled by the fourth one-way valve 920 and 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. The refrigerant in the heat exchange element 500 then flows to the return air port 120 through the fourth throttling module 640, the fourth control valve 730, and the first one-way valve 910 in sequence and returns to the compressor 100 through the return air port 120, completing the cabin heating and battery cooling cycle.

[0208] Example 9

[0209] The vehicle thermal management system 1000 operates in the cabin heating and dehumidification mode, combined with Figure 1 and Fig.12 As shown, the first throttling module 610 and the third throttling module 630 are controlled to be turned on, and the second control valve 710, the third control valve 720, the fourth control valve 730, the first control valve 740, the fifth control valve 750, the second throttling module 620, the fourth throttling module 640, and the three-way valve 811 are controlled to be turned off.

[0210] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 100, and the high-temperature and high-pressure refrigerant flows into the in-vehicle condenser 420 from the exhaust port 110 of the compressor 100. The refrigerant with a higher temperature in the in-vehicle condenser 420 exchanges heat with the temperature in the vehicle cabin to achieve the effect of heating the vehicle cabin. The heated refrigerant flows to the gas-liquid separator 300 after being throttled by the third throttling module 630, and enters the tank body 340 through the first interface 310 of the gas-liquid separator 300. The refrigerant after entering the tank body 340 is subjected to gas-liquid separation, and then the liquid refrigerant is discharged through the liquid outlet 330. The discharged refrigerant enters the in-vehicle evaporator 410 after being throttled by the first throttling module 610, and the cabin is dehumidified through the in-vehicle evaporator 410, thereby achieving the effect of heating and dehumidifying 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 heating and dehumidification cycle.

[0211] The thermal management system 1000 of the vehicle according to the embodiment of the present invention and other components of the vehicle are well known to those skilled in the art and will not be described in detail herein.

[0212] 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.

[0213] 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 for a vehicle, characterized in that: The thermal management system comprises: A compressor having an exhaust port and an air return port; a first heat exchange branch for adjusting the temperature in the vehicle cabin, wherein the first heat exchange branch is connected to the exhaust port and the return air port respectively; A gas-liquid separator, wherein the gas-liquid separator is provided with a first interface, a gas outlet and a liquid outlet, wherein the first interface is connected to the exhaust port, the gas outlet is connected to the gas return port, and the liquid outlet is connected to the first heat exchange branch.

2. The thermal management system of a vehicle according to claim 1, characterized in that: The thermal management system further includes a second heat exchange branch for performing heat exchange with the battery, the second heat exchange branch is connected to the exhaust port and the return air port respectively, and the liquid outlet is connected to the second heat exchange branch.

3. The thermal management system for a vehicle according to claim 2, characterized in that: The first heat exchange branch and the second heat exchange branch are connected in parallel.

4. The thermal management system for a vehicle according to claim 1, characterized in that: The gas outlet is connected to the gas return port through a first control valve.

5. The thermal management system for a vehicle according to claim 2, characterized in that: It also includes a common circuit, which is connected to the return air port, and the second heat exchange branch and the gas outlet are respectively connected to the common circuit.

6. The thermal management system for a vehicle according to claim 5, characterized in that: It also includes a first one-way valve, which is arranged between the second heat exchange branch and the common circuit so that the refrigerant discharged from the second heat exchange branch flows to the common circuit in one direction.

7. The thermal management system for a vehicle according to claim 5, characterized in that: The first heat exchange branch is connected to the common circuit.

8. The thermal management system for a vehicle according to claim 1, characterized in that: It also includes a second one-way valve and a first heat exchanger, wherein the first heat exchanger is connected between the exhaust port and the first interface, and the second one-way valve is connected between the first heat exchanger and the first interface to allow the refrigerant to flow unidirectionally to the first interface.

9. The thermal management system for a vehicle according to claim 1, characterized in that: The gas-liquid separator comprises a tank body, and the first interface, the gas outlet and the liquid outlet are respectively arranged on the top of the tank body.

10. The thermal management system for a vehicle according to claim 9, characterized in that: A gas circuit and a liquid circuit are provided in the tank body, the gas outlet is communicated with the gas circuit, the inlet end of the gas circuit is located at the top of the tank body, the liquid outlet is communicated with the liquid circuit, and the inlet end of the liquid circuit is located at the bottom of the tank body.

11. The thermal management system for a vehicle according to any one of claims 1 to 10, characterized in that: It also includes a second heat exchanger and a second control valve, wherein the first end of the second heat exchanger is connected to the first interface, and the second control valve is respectively connected to the second end of the second heat exchanger and the exhaust port, and the second control valve controls the connection between the second heat exchanger and the exhaust port.

12. The thermal management system for a vehicle according to claim 11, characterized in that: The second heat exchanger includes a first refrigerant flow path and a first coolant flow path for mutual heat exchange, and the first refrigerant flow path is connected to the first interface; The thermal management system further includes a heat dissipation circuit for dissipating heat from the electronic control module, and the first coolant flow path is a part of the heat dissipation circuit.

13. A vehicle, characterized in that: A thermal management system for a vehicle including any one of 1-12.

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