Thermal management system of vehicle and vehicle

Abstract

The invention discloses a thermal management system of a vehicle and the vehicle. The thermal management system of the vehicle comprises a first heat exchange branch, a second heat exchange branch and a third heat exchange branch, the second heat exchange branch is used for exchanging heat with the battery; the heating flow path is used for heating the heating flow path, and the heating flow path selectively communicates with at least one of the first heat exchange branch and the second heat exchange branch. Therefore, according to the heat management system, the heating flow path can communicate with the first heat exchange branch and / or the second heat exchange branch, so that the heating piece can be directly used for adjusting the temperature of a passenger compartment and / or the temperature of a battery, compared with the prior art, the power specification of the heating piece can be reduced, the part cost of the heat management system is reduced, and in addition, the service life of the heat management system is prolonged. The working mode of the thermal management system does not need to be frequently adjusted, air conditioner outlet air temperature fluctuation can be reduced, the comfort of a passenger compartment can be improved, the control difficulty of the thermal management system can be reduced, and the robustness of the thermal management system can be improved.

Description

Technical Field

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

[0002] In the related art, in the thermal management architecture of the vehicle, when the PTC heater is arranged on the low-temperature water side, the PTC heater cannot directly heat the passenger compartment, and when the PTC heater is arranged on the high-temperature water side, the PTC heater cannot directly heat the battery. For the thermal management system architecture where the PTC heater is arranged on the high-temperature water side, the required PTC heater power specification is large, and the system component cost is high. For the thermal management system architecture where the PTC heater is arranged on the low-temperature water side, although the power specification of the PTC heater can be reduced, the entire thermal management system will have a problem of excess heat when heating the passenger compartment at a small load, and the working mode of the thermal management system needs to be adjusted frequently, which will not only cause large fluctuations in the air outlet temperature of the air conditioner, reducing the comfort of the passenger compartment, but also increase the control difficulty of the thermal management system and reduce the robustness of the thermal management system. Summary of the invention

[0003] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present application is to propose a thermal management system for a vehicle, which has low cost, high robustness, and is conducive to improving the comfort of the passenger compartment.

[0004] In a first aspect, an embodiment of the present application provides a thermal management system for a vehicle, comprising:

[0005] a first heat exchange branch for adjusting the temperature of the passenger compartment;

[0006] a second heat exchange branch for performing heat exchange with the battery;

[0007] The heating component includes a heating flow path and a heating element for heating the heating flow path. The heating flow path can be selectively connected to at least one of the first heat exchange branch and the second heat exchange branch to guide the heated heat exchange medium to the first heat exchange branch and / or the second heat exchange branch.

[0008] In the above technical scheme, through the thermal management system of the present application, the heating flow path can be connected to the first heat exchange branch and / or the second heat exchange branch, so that the heating element can be directly used to adjust the temperature of the passenger compartment and / or adjust the battery temperature. Compared with the prior art, it is beneficial to reduce the power specification of the heating element to reduce the component cost of the thermal management system. In addition, there is no need to frequently adjust the working mode of the thermal management system, which can reduce the fluctuation of the air-conditioning outlet temperature, which is beneficial to improving the comfort of the passenger compartment. It can also reduce the control difficulty of the thermal management system, which is beneficial to improving the robustness of the thermal management system.

[0009] In some embodiments, one end of the first heat exchange branch can be selectively connected to at least one of an end of the second heat exchange branch and an end of the heating flow path; the other end of the second heat exchange branch is connected to the other end of the heating flow path, and the other end of the first heat exchange branch can be selectively connected to the other end of the heating flow path.

[0010] In the above technical solution, by enabling one end of the heating branch to be selectively connected to any one of the first heat exchange branch and the second heat exchange branch, the heating element can be directly used to adjust the temperature of the passenger compartment and / or the battery temperature, thereby simplifying the control logic of the thermal management system when there is excess heat, reducing the complexity of the control software, and reducing the difficulty of controlling the thermal management system, which is conducive to improving the robustness of the thermal management system.

[0011] In some embodiments, the vehicle's thermal management system also includes: a first heat exchanger, which can be selectively connected to at least one of the heating flow path and the second heat exchange branch to direct the heated heat exchange medium to the first heat exchanger, and the first heat exchanger is suitable for transferring heat to the first heat exchange branch.

[0012] In the above technical solution, by setting up a first heat exchanger and selectively connecting the first heat exchanger to at least one of the heating flow path and the second heat exchange branch, the first heat exchanger can absorb the heat of the heating element, and then transfer the heat to the first heat exchange branch through the first heat exchanger to adjust the temperature of the passenger compartment, so that the thermal management system of the present application can have multiple working modes to meet user needs.

[0013] In some embodiments, the first heat exchanger has a first end and a second end that are connected, the first end can selectively connect to at least one of one end of the second heat exchange branch and one end of the heating flow path, and the second end can selectively connect to the other end of the heating flow path.

[0014] In the above technical solution, by making the first end of the first heat exchanger selectively connected to at least one of one end of the second heat exchange branch and one end of the heating flow path, the second end of the first heat exchanger selectively connected to the other end of the heating flow path, the first heat exchanger and the second heat exchange branch, and the first heat exchanger and the heating flow path can be directly connected, so that the first heat exchanger can absorb the heat of the heating element, and then transfer the heat to the first heat exchange branch through the first heat exchanger to adjust the temperature of the passenger compartment. The thermal management system of the present application can have multiple working modes to meet user requirements.

[0015] In some embodiments, the thermal management system of the vehicle further includes: a second heat exchanger, the second heat exchanger is suitable for transferring heat with the first heat exchanger, and the second heat exchanger is in communication with the first heat exchange branch.

[0016] In the above technical solution, by setting up a second heat exchanger and making the second heat exchanger suitable for heat transfer with the first heat exchanger and connecting the second heat exchanger with the first heat exchange branch, the heat of the heating element can be reliably introduced into the first heat exchange branch through the first heat exchanger and the second heat exchanger to adjust the temperature of the passenger compartment, which is beneficial to improving the working reliability of the thermal management system.

[0017] In some embodiments, the thermal management system of the vehicle further includes: a compressor, a first expansion valve and an evaporator, and the compressor, the second heat exchanger, the first expansion valve and the evaporator are connected in series to form a refrigeration flow path.

[0018] In the above technical solution, by connecting the compressor, the second heat exchanger, the first expansion valve and the evaporator in series to form a refrigeration flow path, it can be used to reduce the temperature of the passenger compartment, so as to reliably realize the function of the thermal management system to reduce the temperature of the passenger compartment.

[0019] In some embodiments, the thermal management system of the vehicle further includes: a second expansion valve, the second expansion valve is connected in series between the second heat exchanger and the first heat exchanger, and the second expansion valve is connected in parallel with the first expansion valve.

[0020] In the above technical solution, by connecting the second expansion valve in series between the second heat exchanger and the first heat exchanger, and connecting the second expansion valve and the first expansion valve in parallel, the first circulation loop and the refrigeration flow path can share the compressor and the third sub-channel of the second heat exchanger, so that the thermal management system can be designed sophisticatedly, which is beneficial to reduce the number of components and the length of pipelines, thereby reducing the production cost of the thermal management system.

[0021] In some embodiments, the second heat exchanger is configured as part of the first heat exchange branch.

[0022] In the above technical solution, by constructing the second heat exchanger as part of the first heat exchange branch, the heat of the heating element can be reliably transferred to the first heat exchange branch to adjust the temperature of the passenger compartment, which is beneficial to improving the working reliability of the thermal management system.

[0023] In some embodiments, the thermal management system of the vehicle further includes: a third heat exchange branch, the third heat exchange branch is connected to the first heat exchange branch, and the third heat exchange branch has a first pump body and a one-way valve connected in series.

[0024] In the above technical scheme, by connecting the third heat exchange branch in parallel with the first heat exchange branch, and making the third heat exchange branch have a first pump body and a one-way valve connected in series, the first pump body, the one-way valve, the fourth sub-channel of the second heat exchanger, and the warm air core can be connected in series to form a second circulation loop, so that heat transfer between the first heat exchange branch and the second heat exchanger can be continuously realized, the temperature of the passenger compartment can be adjusted reliably, stably and efficiently, and the user comfort can be improved.

[0025] In some embodiments, the thermal management system of the vehicle also includes: a heat dissipation branch for heat exchange with the electric drive system, the heat dissipation branch can be selectively connected to the first heat exchanger to form a first circulation flow path; and / or the heat dissipation branch can selectively connect the first heat exchange branch and the first heat exchanger to guide the heat exchange medium to the first heat exchanger; and / or the heat dissipation branch can selectively connect to the first heat exchange branch to form a second circulation flow path.

[0026] In the above technical solution, if Figure 1 and Figure 2 As shown, the heat dissipation branch is connected to the first heat exchanger to form a first circulation flow path, which can dissipate heat from the electric drive system, and can also absorb the preheating of the electric drive system through the first heat exchanger, and use the waste heat of the electric drive system to heat the passenger compartment. Figure 5 As shown, the first heat exchange branch and the first heat exchanger are selectively connected through the heat dissipation branch. When the refrigeration flow path is working and absorbing the heat of the passenger compartment, the heat exchange medium in the fourth sub-flow channel of the second heat exchanger can absorb the heat of the passenger compartment absorbed by the refrigeration flow path, and enter the battery through the second six-way valve, the heat dissipation branch, the first heat exchanger, etc., so as to heat the battery through the residual heat of the passenger compartment. Figure 6 As shown, the heat exchange medium in the second circulation flow path can absorb the heat absorbed by the heat exchange branch and the first circulation loop through the second heat exchanger when the cooling flow path is working and absorbing the heat of the passenger compartment and the first circulation loop is working and absorbing the heat of the battery, and heat the electric drive system with this heat or dissipate this heat to the environment through the heat exchange branch. The thermal management system of the present application can be selectively connected with at least one of the first heat exchanger and the first heat exchange branch through the heat exchange branch to realize multiple working modes of the thermal management system, which is conducive to improving the working performance of the thermal management system.

[0027] In some embodiments, the vehicle's thermal management system also includes: a connecting branch that can selectively connect with the heat dissipation branch to form a third circulation flow path; and / or a connecting branch that can selectively connect the heat dissipation branch and the second heat exchange branch to guide the heat exchange medium to the heat dissipation branch.

[0028] In the above technical solution, if Figure 3 and Figure 4 As shown, the connecting branch can be selectively connected to the heat dissipation branch to form a third circulation flow path, which can dissipate heat for the electric drive system, and the electric drive system and the first heat exchanger can be located in different circuits, so that the first heat exchanger can form a circuit with the heating component, which is beneficial to improve the reliability of the thermal management system. Figure 7As shown, by selectively connecting the heat dissipation branch and the second heat exchange branch through the connecting branch to guide the heat exchange medium to the heat dissipation branch, the waste heat of the electric drive system and the battery can be absorbed by the first heat exchanger, and the waste heat absorbed by the first heat exchanger can be transferred to the passenger compartment through the second heat exchanger through the first circulation loop, so as to use the waste heat of the electric drive system and the battery to heat the passenger compartment, and if the waste heat of the electric drive system and the battery is not enough to meet the heat demand of the passenger compartment, the heating element can work to supplement the heat. In this way, multiple working modes of the thermal management system can be realized, which is conducive to improving the working performance of the thermal management system.

[0029] In some embodiments, the heat dissipation branch has a second pump body and a radiator connected in series, and the communication branch is connected in parallel with the radiator.

[0030] In the above technical solution, by setting the connecting branch in parallel with the radiator, the radiator can be kept out of the working circuit of the thermal management system in certain working modes (for example, working modes that require the use of waste heat), thereby making full use of certain components (such as batteries and waste heat from electric drive systems), which is beneficial to improving the reliability of the thermal management system and saving energy.

[0031] In a second aspect, an embodiment of the present application further provides a vehicle, comprising the thermal management system of the vehicle described above.

[0032] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0034] Figure 1 is a schematic diagram of a first working mode of a thermal management system according to an embodiment of the present application;

[0035] Figure 2 is a schematic diagram of a second working mode of a thermal management system according to an embodiment of the present application;

[0036] Figure 3 is a schematic diagram of a third working mode of a thermal management system according to an embodiment of the present application;

[0037] Figure 4 is a schematic diagram of a fourth operating mode of a thermal management system according to an embodiment of the present application;

[0038] Figure 5 is a schematic diagram of a fifth working mode of a thermal management system according to an embodiment of the present application;

[0039] Figure 6 is a schematic diagram of a sixth working mode of a thermal management system according to an embodiment of the present application;

[0040] Figure 7 is a schematic diagram of the seventh operating mode of the thermal management system according to an embodiment of the present application.

[0041] Reference numerals:

[0042] Thermal management system 100;

[0043] First heat exchange branch 10; warm air core 101; seventh end 102; eighth end 103;

[0044] The second heat exchange branch 20; the battery 201; the third end 202; the fourth end 203;

[0045] Heating assembly 30; heating flow path 31; fifth end 311; sixth end 312; heating element 32; third pump body 33;

[0046] First heat exchanger 40; first sub-channel 41; first end 411; second end 412; second sub-channel 42;

[0047] The second heat exchanger 50; the third sub-channel 51; the fourth sub-channel 52; the refrigeration channel 53; the compressor 531; the first expansion valve 532; the evaporator 533; the second sub-branch 534; the third sub-branch 535; the second expansion valve 54; the first circulation loop 55; the liquid storage device 56; the first sub-branch 57;

[0048] The third heat exchange branch 60; the first pump body 61; the one-way valve 62; the second circulation loop 63;

[0049] Heat dissipation branch 70; ninth end 701; tenth end 702; electric drive system 71; second pump body 72; radiator 73; fan 731; first circulation flow path 74; second circulation flow path 75; connecting branch 76; eleventh end 761; twelfth end 762; third circulation flow path 77;

[0050] First six-way valve 80; first connection end 801; second connection end 802; third connection end 803; fourth connection end 804; fifth connection end 805; sixth connection end 806; second six-way valve 81; seventh connection end 811; eighth connection end 812; ninth connection end 813; tenth connection end 814; eleventh connection end 815; twelfth connection end 816. DETAILED DESCRIPTION

[0051] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0052] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as those commonly understood by technicians in the technical field of this application; the terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned drawings and any variations thereof are intended to cover non-exclusive inclusions. The terms "first", "second", etc. in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary and secondary relationship.

[0053] Reference to "embodiment" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiment may be included in at least one embodiment of the present application. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments.

[0054] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "attached" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0055] The term "and / or" in this application is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, G and / or H can represent: G exists alone, G and H exist at the same time, and H exists alone. In addition, the character " / " in this application generally indicates that the associated objects before and after are in an "or" relationship.

[0056] In the embodiments of the present application, the same reference numerals represent the same components, and for the sake of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width and other dimensions of various components in the embodiments of the present application shown in the drawings, as well as the overall thickness, length, width and other dimensions of the integrated device are only exemplary descriptions and should not constitute any limitation to the present application.

[0057] The term "plurality" used in the present application refers to two or more (including two).

[0058] The thermal management system of the vehicle of the present application can be used to adjust the battery temperature. The battery can include multiple battery cells, and the battery cells can include lithium-ion secondary batteries, lithium-ion primary batteries, lithium-sulfur batteries, sodium-lithium-ion batteries, sodium-ion batteries, or magnesium-ion batteries, etc., which are not limited in the embodiments of the present application. The battery cells can be cylindrical, flat, rectangular, or other shapes, etc., which are not limited in the embodiments of the present application. Battery cells are generally divided into three types according to the packaging method: cylindrical battery cells, square battery cells, and soft-pack battery cells, which are not limited in the embodiments of the present application.

[0059] The battery cell includes a shell, an electrode assembly and an electrolyte, and the shell is used to contain the electrode assembly and the electrolyte. The electrode assembly is composed of a positive electrode sheet, a negative electrode sheet and a separator. The battery cell mainly relies on the movement of metal ions between the positive electrode sheet and the negative electrode sheet to work. The positive electrode sheet includes a positive electrode collector and a positive electrode active material layer. The positive electrode active material layer is coated on the surface of the positive electrode collector. The positive electrode collector not coated with the positive electrode active material layer protrudes from the positive electrode collector coated with the positive electrode active material layer. The positive electrode collector not coated with the positive electrode active material layer serves as the positive electrode ear. Taking lithium-ion batteries as an example, the material of the positive electrode collector can be aluminum, and the positive electrode active material can be lithium cobalt oxide, lithium iron phosphate, ternary lithium or lithium manganese oxide, etc. The negative electrode sheet includes a negative electrode current collector and a negative electrode active material layer. The negative electrode active material layer is coated on the surface of the negative electrode current collector. The negative electrode current collector not coated with the negative electrode active material layer protrudes from the negative electrode current collector coated with the negative electrode active material layer. The negative electrode current collector not coated with the negative electrode active material layer serves as a negative electrode tab. The material of the negative electrode current collector can be copper, and the negative electrode active material can be carbon or silicon, etc. In order to ensure that a large current passes without melting, the number of positive electrode tabs is multiple and stacked together, and the number of negative electrode tabs is multiple and stacked together.

[0060] The material of the isolation film may be PP (polypropylene) or PE (polyethylene), etc. In addition, the electrode assembly may be a winding structure or a stacked structure, but the embodiments of the present application are not limited thereto.

[0061] In the existing vehicle thermal management architecture, when the PTC (Positive Temperature Coefficient) is arranged on the low-temperature water side, the PTC cannot directly heat the passenger compartment, and when the PTC is arranged on the high-temperature water side, the PTC cannot directly heat the battery. For the thermal management system architecture where the PTC is arranged on the high-temperature water side, the required PTC power specification is large and the system component cost is high. For the thermal management system architecture where the PTC is arranged on the low-temperature water side, although the PTC power specification can be reduced, the entire thermal management system will have excess heat when heating the passenger compartment at a small load, and the working mode of the thermal management system needs to be adjusted frequently, which will not only cause large fluctuations in the air conditioning outlet temperature, reducing the comfort of the passenger compartment, but also increase the control difficulty of the thermal management system and reduce the robustness of the thermal management system.

[0062] Based on the above considerations, in order to solve the technical problem that the cost of system components is high when PTC is arranged on the high-temperature water side, and the PTC is arranged on the low-temperature water side, which will affect the comfort of the passenger compartment and reduce the robustness of the thermal management system. The present application proposes a thermal management system for a vehicle, which includes: a first heat exchange branch for adjusting the temperature of the passenger compartment; a second heat exchange branch for heat exchange with the battery; a heating component, the heating component includes a heating flow path and a heating element for heating the heating flow path, and the heating flow path can be selectively connected to at least one of the first heat exchange branch and the second heat exchange branch to guide the heated heat exchange medium to the first heat exchange branch and / or the second heat exchange branch.

[0063] In this thermal management system, the heating flow path can be connected to the first heat exchange branch and / or the second heat exchange branch, so that the heating element can be directly used to adjust the temperature of the passenger compartment and / or adjust the battery temperature. Compared with the prior art, it is beneficial to reduce the power specification of the heating element to reduce the component cost of the thermal management system. In addition, there is no need to frequently adjust the working mode of the thermal management system, which can reduce the fluctuation of the air conditioning outlet temperature, which is beneficial to improving the comfort of the passenger compartment. It can also reduce the control difficulty of the thermal management system, which is beneficial to improving the robustness of the thermal management system.

[0064] Reference below Figure 1-Figure 7 A thermal management system 100 for a vehicle according to an embodiment of the present application is described.

[0065] like Figure 1-Figure 7As shown, the thermal management system 100 of the vehicle according to the embodiment of the present application includes: a first heat exchange branch 10 for adjusting the temperature of the passenger compartment; a second heat exchange branch 20 for performing heat exchange with a battery 201; a heating assembly 30, the heating assembly 30 including a heating flow path 31 and a heating element 32 for heating the heating flow path 31, the heating flow path 31 can be selectively connected to at least one of the first heat exchange branch 10 and the second heat exchange branch 20 to guide the heated heat exchange medium to the first heat exchange branch 10 and / or the second heat exchange branch 20.

[0066] Among them, Figure 1-Figure 7 As shown, as some optional embodiments of the present application, the first heat exchange branch 10 may be provided with a heat exchanger for heat exchange with the passenger compartment. For example, the first heat exchange branch 10 may be provided with a heater core 101, which may transfer heat to the passenger compartment to increase the temperature of the passenger compartment, or the heater core 101 may absorb the heat of the passenger compartment to reduce the temperature of the passenger compartment. As some optional embodiments of the present application, air may be blown toward the passenger compartment by a fan or a blower, and the heater core 101 may be located downstream of the fan or the blower. The heater core 101 may heat or cool the surrounding gas so that the wind blown toward the passenger compartment by the fan or the blower is hot air or cold air.

[0067] As some optional embodiments of the present application, the first heat exchange branch 10 may extend into the passenger compartment to directly exchange heat with the passenger compartment to adjust the temperature of the passenger compartment.

[0068] As some optional embodiments of the present application, Figure 1-Figure 7 As shown, the second heat exchange branch 20 may be provided with a battery 201, and a heat exchange medium may be provided in the second heat exchange branch 20. The heat exchange medium in the second heat exchange branch 20 may flow into the battery 201 to adjust the temperature of the battery 201. As some optional embodiments of the present application, the second heat exchange branch 20 may be attached to the battery 201 to perform heat exchange with the battery 201 to adjust the temperature of the battery 201.

[0069] The heating assembly 30 includes a heating flow path 31 and a heating element 32. The heating element 32 is used to heat the heating flow path 31. Specifically, the heating flow path 31 has a heat exchange medium, and the heating element 32 can heat the heat exchange medium in the heat exchange flow path. As some optional embodiments of the present application, the heating element 32 is connected to the heating flow path 31, and the heating element 32 can heat the heat exchange medium flowing through it. As some optional embodiments of the present application, the heating element 32 can be attached to the heating flow path 31 to heat the heat exchange medium in the heating flow path 31.

[0070] The heating flow path 31 may selectively communicate with at least one of the first heat exchange branch 10 and the second heat exchange branch 20 to guide the heated heat exchange medium to the first heat exchange branch 10 and / or the second heat exchange branch 20 .

[0071] As some optional embodiments of the present application, Figure 1 As shown, the heating flow path 31 can be connected to the first heat exchange branch 10 to guide the heat exchange medium heated by the heating element 32 to the first heat exchange branch 10. In this embodiment, the heating element 32 can be directly used to adjust the temperature of the passenger compartment.

[0072] As some optional embodiments of the present application, Figure 2 As shown, the heating flow path 31 can be connected to the second heat exchange branch 20 to guide the heat exchange medium heated by the heating element 32 to the second heat exchange branch 20. In this embodiment, the heating element 32 can be directly used to adjust the temperature of the battery 201.

[0073] As some optional embodiments of the present application, the heating flow path 31 is connected to the first heat exchange branch 10 and the heating flow path 31 is connected to the second heat exchange branch 20, so as to guide the heat exchange medium heated by the heating element 32 to the first heat exchange branch 10 and the second heat exchange branch 20. In this embodiment, the heating element 32 can be directly used to adjust the temperature of the passenger compartment and the temperature of the battery 201.

[0074] As some optional embodiments of the present application, valves may be provided between the heating flow path 31 and the first heat exchange branch 10, and between the heating flow path 31 and the second heat exchange branch 20. For example, but not limited to, solenoid ball valves, solenoid butterfly valves, etc. may be provided between the heating flow path 31 and the first heat exchange branch 10, and between the heating flow path 31 and the second heat exchange branch 20. By controlling the working state of the valve, the heating flow path 31 can be selectively connected to at least one of the first heat exchange branch 10 and the second heat exchange branch 20.

[0075] As some optional embodiments of the present application, Figure 1 and Figure 2 As shown, the thermal management system 100 may have a first six-way valve 80, and the first six-way valve 80 may have a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. One end of the first heat exchange branch 10 may be connected to the second connection end 802, one end of the second heat exchange branch 20 may be connected to the fifth connection end 805, and one end of the heating flow path 31 may be connected to the sixth connection end 806.

[0076] In the embodiment where the heating flow path 31 is connected to the first heat exchange branch 10, the heat exchange medium flowing out of the heating flow path 31 and heated by the heating element 32 can flow into the first heat exchange branch 10 through the sixth connection end 806 and the second connection end 802, and then flow back to the heating flow path 31.

[0077] In the embodiment where the heating flow path 31 is connected to the second heat exchange branch 20, the heat exchange medium flowing out of the heating flow path 31 and heated by the heating element 32 can flow into the second heat exchange branch 20, and then flow back to the heating flow path 31 through the fifth connection end 805 and the first connection end 801.

[0078] In an embodiment in which the heating flow path 31 is connected to the first heat exchange branch 10, and the heating flow path 31 is connected to the second heat exchange branch 20, a portion of the heat exchange medium flowing out of the heating flow path 31 and heated by the heating element 32 can flow into the first heat exchange branch 10 through the sixth connection end 806 and the second connection end 802, and then flow back to the heating flow path 31, and another portion of the heat exchange medium flowing out of the heating flow path 31 and heated by the heating element 32 can flow into the second heat exchange branch 20, and then flow back to the heating flow path 31 through the fifth connection end 805 and the first connection end 801.

[0079] In the thermal management system 100 proposed in the present application, the heating element 32 can be directly used to adjust the temperature of the passenger compartment, and the heating element 32 can also be directly used to adjust the temperature of the battery 201. Compared with the thermal management architecture in which the heating element 32 is arranged on the high-temperature water side, a heating element 32 with a relatively small power specification can be set, which is beneficial to reducing the component cost of the thermal management system 100. Moreover, compared with the thermal management architecture in which the heating element 32 is arranged on the low-temperature water side, the number of mode switching times when heating the passenger compartment can be reduced, and the fluctuation of the air-conditioning outlet temperature can be reduced, thereby improving the comfort of the passenger compartment. Moreover, since the heating element 32 can be directly used to adjust the temperature of the passenger compartment and / or adjust the temperature of the battery 201, the control logic of the rest of the thermal management system 100 when there is excess heat can be simplified, thereby reducing the complexity of the control software and the control difficulty of the thermal management system 100, which is beneficial to improving the robustness of the thermal management system 100. In addition, since the heating element 32 can be directly connected to the first heat exchange branch 10, when there is excess heat in the rest of the thermal management system 100, accurate adjustment of the required heat can be achieved.

[0080] The high-temperature water side and the low-temperature water side in the prior art can be understood as follows: the flow path on one side of the thermal management architecture used to adjust the temperature of the passenger compartment is the high-temperature water side, and the flow path on one side of the thermal management architecture used to adjust the temperature of the battery is the low-temperature water side.

[0081] As some optional embodiments of the present application, the heat exchange medium may be a coolant, such as but not limited to a mixed coolant of ethylene glycol and water, a glycerin-type coolant, and the like.

[0082] In the above technical scheme, through the thermal management system 100 of the present application, the heating flow path 31 can be connected to the first heat exchange branch 10 and / or the second heat exchange branch 20, so that the heating element 32 can be directly used to adjust the temperature of the passenger compartment and / or adjust the temperature of the battery 201. Compared with the prior art, it is beneficial to reduce the power specification of the heating element 32 to reduce the component cost of the thermal management system 100. In addition, there is no need to frequently adjust the working mode of the thermal management system 100, which can reduce the fluctuation of the air conditioning outlet temperature, which is beneficial to improving the comfort of the passenger compartment. It can also reduce the control difficulty of the thermal management system 100, which is beneficial to improving the robustness of the thermal management system 100.

[0083] According to some embodiments of the present application, Figure 1 and Figure 2 As shown, one end of the first heat exchange branch 10 can be selectively connected to at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31; the other end of the second heat exchange branch 20 is connected to the other end of the heating flow path 31, and the other end of the first heat exchange branch 10 can be selectively connected to the other end of the heating flow path 31.

[0084] The first heat exchange branch 10 may have a seventh end 102 and an eighth end 103 connected, the second heat exchange branch 20 may have a third end 202 and a fourth end 203 connected, and the heating flow path 31 may have a fifth end 311 and a sixth end 312 connected.

[0085] As some optional embodiments of the present application, valves may be provided between the seventh end 102 of the first heat exchange branch 10 and the third end 202 of the second heat exchange branch 20, and between the seventh end 102 of the first heat exchange branch 10 and the fifth end 311 of the heating flow path 31. For example, valves including but not limited to electromagnetic ball valves, electromagnetic butterfly valves, etc. may be provided between the seventh end 102 of the first heat exchange branch 10 and the third end 202 of the second heat exchange branch 20, and between the seventh end 102 of the first heat exchange branch 10 and the fifth end 311 of the heating flow path 31. By controlling the working state of the valve, one end of the first heat exchange branch 10 can be selectively connected to at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31. The fourth end 203 of the second heat exchange branch 20 can be connected to the fifth end 311 of the heating flow path 31, and a valve can be arranged between the eighth end 103 of the first heat exchange branch 10 and the sixth end 312 of the heating flow path 31. For example, a solenoid ball valve, a solenoid butterfly valve, etc. may be arranged between the eighth end 103 of the first heat exchange branch 10 and the sixth end 312 of the heating flow path 31, but not limited to. By controlling the working state of the valve, the other end of the first heat exchange branch 10 can be selectively connected to the other end of the heating flow path 31.

[0086] As some optional embodiments of the present application, Figure 1 and Figure 2 As shown, the thermal management system 100 may have a first six-way valve 80 , and the first six-way valve 80 may have a first connection end 801 , a second connection end 802 , a third connection end 803 , a fourth connection end 804 , a fifth connection end 805 and a sixth connection end 806 .

[0087] The seventh end 102 of the first heat exchange branch 10 can be communicated with the second connection end 802, the third end 202 of the second heat exchange branch 20 can be communicated with the fifth connection end 805, and the fifth end 311 of the heating flow path 31 can be communicated with the sixth connection end 806. By controlling the working state of the first six-way valve 80, one end of the first heat exchange branch 10 can be selectively communicated with at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31.

[0088] As some optional embodiments of the present application, Figure 1 and Figure 2 As shown, the thermal management system 100 may have a second six-way valve 81 , and the second six-way valve 81 may have a seventh connection terminal 811 , an eighth connection terminal 812 , a ninth connection terminal 813 , a tenth connection terminal 814 , an eleventh connection terminal 815 and a twelfth connection terminal 816 .

[0089] The eighth end 103 of the first heat exchange branch 10 can be connected to the tenth connection end 814, and the sixth end 312 of the heating flow path 31 can be connected to the twelfth connection end 816. By controlling the working state of the second six-way valve 81, the other end of the first heat exchange branch 10 can be selectively connected to the other end of the heating flow path 31.

[0090] In the above technical solution, by enabling one end of the heating branch to be selectively connected to any one of the first heat exchange branch 10 and the second heat exchange branch 20, the heating element 32 can be directly used to adjust the temperature of the passenger compartment and / or the temperature of the battery 201, thereby simplifying the control logic of the thermal management system 100 when there is excess heat, reducing the complexity of the control software, and reducing the difficulty of controlling the thermal management system 100, which is beneficial to improving the robustness of the thermal management system 100.

[0091] According to some embodiments of the present application, Figure 3 and Figure 4 As shown, the thermal management system 100 of the vehicle also includes: a first heat exchanger 40, which can be selectively connected to at least one of the heating flow path 31 and the second heat exchange branch 20 to guide the heated heat exchange medium to the first heat exchanger 40, and the first heat exchanger 40 is suitable for transferring heat to the first heat exchange branch 10.

[0092] Among them, Figure 3 and Figure 4As shown, the first heat exchanger 40 may have a first sub-channel 41 therein, and the first sub-channel 41 may be selectively connected to at least one of the heating channel 31 and the second heat exchange branch 20 .

[0093] As some optional embodiments of the present application, the first sub-channel 41 may be in communication with the heating channel 31 to guide the heat exchange medium heated by the heating element 32 to the first heat exchanger 40 .

[0094] As some optional embodiments of the present application, the first sub-channel 41 can be connected to the second heat exchange branch 20 to guide the heat exchange medium heated by the heating element 32 to the first heat exchanger 40 after passing through the second heat exchange branch 20.

[0095] As some optional embodiments of the present application, the first sub-channel 41 can be connected to the heating channel 31, and the first sub-channel 41 can be connected to the second heat exchange branch 20 to guide a portion of the heat exchange medium heated by the heating element 32 to the first heat exchanger 40, and guide another portion of the heat exchange medium heated by the heating element 32 to the first heat exchanger 40 after passing through the second heat exchange branch 20.

[0096] As some optional embodiments of the present application, valves may be provided between the first sub-channel 41 and the heating channel 31, and between the first sub-channel 41 and the second heat exchange branch 20. For example, but not limited to, electromagnetic ball valves, electromagnetic butterfly valves, etc. may be provided between the first sub-channel 41 and the heating channel 31, and between the first sub-channel 41 and the second heat exchange branch 20. By controlling the working state of the valve, the first heat exchanger 40 can be selectively connected to at least one of the heating channel 31 and the second heat exchange branch 20.

[0097] As some optional embodiments of the present application, Figure 3 and Figure 4 As shown, the thermal management system 100 may have a first six-way valve 80 , and the first six-way valve 80 may have a first connection end 801 , a second connection end 802 , a third connection end 803 , a fourth connection end 804 , a fifth connection end 805 and a sixth connection end 806 .

[0098] One end of the first sub-channel 41 of the first heat exchanger 40 can be communicated with the fourth connection end 804, one end of the second heat exchange branch 20 can be communicated with the fifth connection end 805, and one end of the heating flow path 31 can be communicated with the sixth connection end 806. By controlling the working state of the first six-way valve 80, the first heat exchanger 40 can be selectively communicated with at least one of the heating flow path 31 and the second heat exchange branch 20.

[0099] The first heat exchanger 40 is suitable for transferring heat to the first heat exchange branch 10. As some optional embodiments of the present application, the first heat exchanger 40 can be attached to the first heat exchange branch 10 to exchange heat with the first heat exchanger 40. As some optional embodiments of the present application, a heat conduction component can be provided between the first heat exchange branch 10 and the first heat exchanger 40, and heat exchange between the first heat exchange branch 10 and the first heat exchanger 40 is achieved through the heat conduction component.

[0100] In the above technical solution, by setting up a first heat exchanger 40 and selectively connecting the first heat exchanger 40 to at least one of the heating flow path 31 and the second heat exchange branch 20, the first heat exchanger 40 can absorb the heat of the heating element 32, and then transfer the heat to the first heat exchange branch 10 through the first heat exchanger 40 to adjust the temperature of the passenger compartment, so that the thermal management system 100 of the present application can have multiple working modes to meet user requirements.

[0101] According to some embodiments of the present application, Figure 3 and Figure 4 As shown, the first heat exchanger 40 has a first end 411 and a second end 412 that are connected. The first end 411 can be selectively connected to at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31, and the second end 412 can be selectively connected to the other end of the heating flow path 31.

[0102] The first heat exchanger 40 may include a first sub-channel 41 , and two ends of the first sub-channel 41 are respectively connected to each other, a first end 411 and a second end 412 .

[0103] As some optional embodiments of the present application, valves may be provided between the first end 411 of the first heat exchanger 40 and the third end 202 of the second heat exchange branch 20, and between the first end 411 of the first heat exchanger 40 and the fifth end 311 of the heating flow path 31. For example, valves including but not limited to electromagnetic ball valves, electromagnetic butterfly valves, etc. may be provided between the first end 411 of the first heat exchanger 40 and the third end 202 of the second heat exchange branch 20, and between the first end 411 of the first heat exchanger 40 and the fifth end 311 of the heating flow path 31. By controlling the working state of the valve, the first end 411 of the first heat exchanger 40 can be connected to at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31. A valve may be provided between the second end 412 of the first heat exchanger 40 and the sixth end 312 of the heating flow path 31. For example, a solenoid ball valve, a solenoid butterfly valve, etc. may be provided between the second end 412 of the first heat exchanger 40 and the sixth end 312 of the heating flow path 31, but not limited to. By controlling the working state of the valve, the second end 412 of the first heat exchanger 40 can be selectively connected to the other end of the heating flow path 31.

[0104] As some optional embodiments of the present application, Figure 3 and Figure 4 As shown, the thermal management system 100 may have a first six-way valve 80 , and the first six-way valve 80 may have a first connection end 801 , a second connection end 802 , a third connection end 803 , a fourth connection end 804 , a fifth connection end 805 and a sixth connection end 806 .

[0105] The first end 411 of the first heat exchanger 40 can be in communication with the fourth connection end 804, the third end 202 of the second heat exchange branch 20 can be in communication with the fifth connection end 805, and the fifth end 311 of the heating flow path 31 can be in communication with the sixth connection end 806. By controlling the working state of the first six-way valve 80, the first end 411 of the first heat exchanger 40 can be in communication with at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31.

[0106] As some optional embodiments of the present application, Figure 3 and Figure 4 As shown, the thermal management system 100 may have a second six-way valve 81 , and the second six-way valve 81 may have a seventh connection terminal 811 , an eighth connection terminal 812 , a ninth connection terminal 813 , a tenth connection terminal 814 , an eleventh connection terminal 815 and a twelfth connection terminal 816 .

[0107] The second end 412 of the first heat exchanger 40 can be connected to the seventh connection end 811, and the sixth end 312 of the heating flow path 31 can be connected to the twelfth connection end 816. By controlling the working state of the second six-way valve 81, the second end 412 of the first heat exchanger 40 can be selectively connected to the other end of the heating flow path 31.

[0108] In the above technical solution, by making the first end 411 of the first heat exchanger 40 selectively connected to at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31, the second end 412 of the first heat exchanger 40 selectively connected to the other end of the heating flow path 31, the first heat exchanger 40 and the second heat exchange branch 20, and the first heat exchanger 40 and the heating flow path 31 can be directly connected, so that the first heat exchanger 40 can absorb the heat of the heating element 32, and then transfer the heat to the first heat exchange branch 10 through the first heat exchanger 40 to adjust the temperature of the passenger compartment, so that the thermal management system 100 of the present application can have multiple working modes to meet user requirements.

[0109] According to some embodiments of the present application, Figure 3 and Figure 4 As shown, the thermal management system 100 of the vehicle further includes: a second heat exchanger 50 , which is suitable for transferring heat with the first heat exchanger 40 , and the second heat exchanger 50 is in communication with the first heat exchange branch 10 .

[0110] Among them, the first heat exchanger 40 can have a second sub-channel 42, which is arranged in parallel with the first sub-channel 41, that is, the second sub-channel 42 is not connected to the first sub-channel 41, the second heat exchanger 50 can have a third sub-channel 51, the second sub-channel 42 and the third sub-channel 51 can be selectively connected, and the second heat exchanger 50 can have a fourth sub-channel 52, which is arranged in parallel with the third sub-channel 51, that is, the fourth sub-channel 52 is not connected to the third sub-channel 51, and the fourth sub-channel 52 of the second heat exchanger 50 is connected to the first heat exchange branch 10.

[0111] The second sub-channel 42 and the third sub-channel 51 may contain a refrigerant, such as but not limited to R134a (1,1,1,2-tetrafluoroethane), R1234YF (2,3,3,3-tetrafluoropropylene), etc.

[0112] It can be understood that the first sub-channel 41 of the first heat exchanger 40 can be selectively connected to at least one of one end of the second heat exchange branch 20 and one end of the heating channel 31, so that the heat exchange medium heated by the heating element 32 can flow through the first heat exchanger 40, and the first heat exchanger 40 can absorb the heat of the heating element 32. Then, when the refrigerant flows through the second sub-channel 42, it can absorb the heat of the first heat exchanger 40. In short, the refrigerant in the second sub-channel 42 can absorb the refrigerant in the first sub-channel 41. The heat of the heat exchange medium, and then, when the refrigerant that absorbs the heat of the heat exchange medium flows through the third sub-channel 51 of the second heat exchanger 50, the second heat exchanger 50 can absorb the heat of the refrigerant and transfer the heat to the heat exchange medium flowing through the fourth sub-channel 52. In short, the heat exchange medium in the fourth sub-channel 52 can absorb the heat of the refrigerant in the third sub-channel 51, and then, the heat exchange medium in the fourth sub-channel 52 of the second heat exchanger 50 can transfer the heat to the first heat exchange branch 10 for adjusting the temperature of the passenger compartment.

[0113] In the above technical solution, by setting up a second heat exchanger 50 and making the second heat exchanger 50 suitable for heat transfer with the first heat exchanger 40 and connecting the second heat exchanger 50 with the first heat exchange branch 10, the heat of the heating element 32 can be reliably introduced into the first heat exchange branch 10 through the first heat exchanger 40 and the second heat exchanger 50 to adjust the temperature of the passenger compartment, which is beneficial to improving the working reliability of the thermal management system 100.

[0114] According to some embodiments of the present application, Figure 2-Figure 7 As shown, the thermal management system 100 of the vehicle further includes: a compressor 531 , a first expansion valve 532 and an evaporator 533 , wherein the compressor 531 , the second heat exchanger 50 , the first expansion valve 532 and the evaporator 533 are connected in series to form a refrigeration flow path 53 .

[0115] The compressor 531, the second heat exchanger 50, the first expansion valve 532 and the evaporator 533 may contain refrigerant, such as but not limited to R134a (1,1,1,2-tetrafluoroethane), R1234YF (2,3,3,3-tetrafluoropropylene), etc. The refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 531 and then flows into the third sub-channel 51 of the second heat exchanger 50. The refrigerant in the third sub-channel 51 dissipates heat after passing through the second heat exchanger 50 and becomes a low-temperature and high-pressure liquid refrigerant. The low-temperature and high-pressure liquid refrigerant is depressurized by the first expansion valve 532 and becomes a low-temperature and low-pressure refrigerant and then flows into the evaporator 533. The refrigerant absorbs heat after passing through the evaporator 533 and then enters the compressor 531 to start the next cycle.

[0116] As some optional embodiments of the present application, the refrigerant can directly absorb the heat of the passenger compartment after passing through the evaporator 533. As some optional embodiments of the present application, the refrigerant can absorb the heat of the gas around the evaporator 533 after passing through the evaporator 533, and then the gas around the evaporator 533 that has absorbed the heat can be blown into the passenger compartment through components such as a fan or a blower.

[0117] In the above technical solution, by connecting the compressor 531, the second heat exchanger 50, the first expansion valve 532 and the evaporator 533 in series to form a refrigeration flow path 53, it can be used to reduce the temperature of the passenger compartment to reliably realize the function of the thermal management system 100 to reduce the temperature of the passenger compartment.

[0118] According to some embodiments of the present application, Figure 2-Figure 7 As shown, the thermal management system 100 of the vehicle further includes: a second expansion valve 54 , which is connected in series between the second heat exchanger 50 and the first heat exchanger 40 , and the second expansion valve 54 and the first expansion valve 532 are connected in parallel.

[0119] That is, both ends of the second expansion valve 54 may be communicated with the second heat exchanger 50 and the first heat exchanger 40 respectively, and the second expansion valve 54 and the first expansion valve 532 may be arranged in parallel.

[0120] As some optional embodiments of the present application, the thermal management system 100 may further include a first sub-branch 57, the second sub-channel 42 of the first heat exchanger 40 and the second expansion valve 54 may be located in the first sub-branch 57, one end of the first sub-branch 57 may be connected to any point between the third sub-channel 51 of the second heat exchanger 50 and the first expansion valve 532, and the other end of the first sub-branch 57 may be connected to any point between the evaporator 533 and the compressor 531. In this way, the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the first expansion valve 532 and the evaporator 533 may be connected in series to form a refrigeration channel 53, and the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-channel 42 of the first heat exchanger 40 may also be connected in series to form a first circulation loop 55.

[0121] As some optional embodiments of the present application, the thermal management system 100 may also include a first sub-branch 57, the second sub-channel 42 of the first heat exchanger 40 and the second expansion valve 54 may both be located in the first sub-branch 57, the refrigeration flow circuit 53 may include a second sub-branch 534 and a third sub-branch 535, the second sub-branch 534 and the third sub-branch 535 are connected in series, the compressor 531 and the third sub-channel 51 of the second heat exchanger 50 may be located in the second sub-branch 534, the first expansion valve 532 and the evaporator 533 may be located in the third sub-branch 535, and the first sub-branch 57 and the third sub-branch 535 are connected in parallel.

[0122] It can be understood that the refrigeration flow path 53 formed by the series connection of the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the first expansion valve 532 and the evaporator 533 can be used to reduce the temperature of the passenger compartment, and the first circulation loop 55 formed by the series connection of the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-channel 42 of the first heat exchanger 40 can be used to transfer the heat of the heating element 32 to the first heat exchange branch 10 to adjust the temperature of the passenger compartment.

[0123] Furthermore, by controlling the working states of the first expansion valve 532 and the second expansion valve 54, at least one of the refrigeration circuit 53 and the first circulation loop 55 can be turned on and operated. As some optional embodiments of the present application, by controlling the first expansion valve 532 to be closed and the second expansion valve 54 to be opened, the first circulation loop 55 can be turned on and operated, and the refrigeration circuit 53 can be turned off. As some optional embodiments of the present application, by controlling the second expansion valve 54 to be closed and the first expansion valve 532 to be opened, the refrigeration circuit 53 can be turned on and operated, and the first circulation loop 55 can be turned off. As some optional embodiments of the present application, by controlling the first expansion valve 532 to be opened and the second expansion valve 54 to be opened, the first circulation loop 55 and the refrigeration circuit 53 can both be turned on and operated.

[0124] In the above technical solution, by connecting the second expansion valve 54 in series between the second heat exchanger 50 and the first heat exchanger 40, and connecting the second expansion valve 54 and the first expansion valve 532 in parallel, the two circulation circuits of the first circulation loop 55 and the refrigeration circuit 53 can share the compressor 531 and the third sub-channel 51 of the second heat exchanger 50, so that the thermal management system 100 can be designed in a sophisticated manner, which is beneficial to reduce the number of components and the length of pipelines, thereby reducing the production cost of the thermal management system 100.

[0125] According to some embodiments of the present application, Figure 2-Figure 7 As shown, the thermal management system 100 of the vehicle further includes: a liquid storage device 56 , which is connected in series between the first expansion valve 532 and the second heat exchanger 50 .

[0126] It should be noted that the refrigerant is compressed by the compressor 531 to become a high-temperature and high-pressure refrigerant and then flows into the third sub-channel 51 of the second heat exchanger 50. The refrigerant in the third sub-channel 51 dissipates heat after passing through the second heat exchanger 50 and becomes a low-temperature and high-pressure liquid refrigerant. The low-temperature and high-pressure refrigerant flows through the liquid storage device 56 and then passes through the first expansion valve 532. The liquid storage device 56 can play the role of a liquid seal to reduce the probability of high-pressure refrigerant gas flowing in the circuit, and can also replenish the circuit.

[0127] As some optional embodiments of the present application, the liquid storage device 56 can be independent of the first circulation loop 55, that is, the liquid storage device 56 is located in the refrigeration flow circuit 53, but the liquid storage device 56 is not located in the first circulation loop 55. In an embodiment in which the thermal management system 100 includes a first sub-branch 57 and the refrigeration flow circuit 53 includes a second sub-branch 534 and a third sub-branch 535, the liquid storage device 56 can be located in the third sub-branch 535.

[0128] As some optional embodiments of the present application, the first circulation loop 55 and the refrigeration circuit 53 can share a liquid storage device 56, that is, the liquid storage device 56 is located in the refrigeration circuit 53, and the liquid storage device 56 is also located in the first circulation loop 55. In an embodiment where the thermal management system 100 includes a first sub-branch 57 and the refrigeration circuit 53 includes a second sub-branch 534 and a third sub-branch 535, the liquid storage device 56 can be located in the second sub-branch 534.

[0129] In the above technical solution, by connecting the liquid storage device 56 in series between the first expansion valve 532 and the second heat exchanger 50, it is beneficial to improve the working reliability of the thermal management system 100, and by arranging the liquid storage device 56 in the second sub-branch 534, the first circulation loop 55 and the refrigeration flow path 53 can share the liquid storage device 56, so that the thermal management system 100 can be designed in a sophisticated manner, which is beneficial to reduce the number of components and the length of pipelines, thereby reducing the production cost of the thermal management system 100.

[0130] According to some embodiments of the present application, Figure 1-Figure 7 As shown, the second heat exchanger 50 is designed as part of the first heat exchange branch 10 .

[0131] Specifically, the fourth sub-channel 52 of the second heat exchanger 50 can be configured as part of the first heat exchange branch 10. It can be understood that the first sub-channel 41 of the first heat exchanger 40 can be selectively connected to at least one of one end of the second heat exchange branch 20 and one end of the heating channel 31, so that the heat exchange medium heated by the heating element 32 can flow through the first heat exchanger 40, and the first heat exchanger 40 can absorb the heat of the heating element 32.

[0132] The heat of the first heat exchanger 40 can then be absorbed and transferred to the second heat exchanger 50 through the first circulation loop 55 formed by the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-channel 42 of the first heat exchanger 40. Since the fourth sub-channel 52 of the second heat exchanger 50 is constructed as part of the first heat exchange branch 10, the heat of the heating element 32 can be reliably transferred to the first heat exchange branch 10 to adjust the temperature of the passenger compartment.

[0133] In the above technical solution, by constructing the second heat exchanger 50 as part of the first heat exchange branch 10, the heat of the heating element 32 can be reliably transferred to the first heat exchange branch 10 to adjust the temperature of the passenger compartment, which is beneficial to improving the working reliability of the thermal management system 100.

[0134] According to some embodiments of the present application, Figure 2-Figure 4 and Figure 7 As shown, the thermal management system 100 of the vehicle further includes: a third heat exchange branch 60 , the third heat exchange branch 60 is connected to the first heat exchange branch 10 , and the third heat exchange branch 60 has a first pump body 61 and a one-way valve 62 connected in series.

[0135] Among them, the third heat exchange branch 60 and the first heat exchange branch 10 can jointly form a second circulation loop 63. Specifically, the first pump body 61, the one-way valve 62, the fourth sub-channel 52 of the second heat exchanger 50, and the warm air core 101 can be connected in series to form a second circulation loop 63. The second circulation loop 63 can have a heat exchange medium. The heat exchange medium in the fourth sub-channel 52 in the second circulation loop 63 can transfer heat with the second heat exchanger 50, thereby realizing continuous and uninterrupted heat transfer between the first heat exchange branch 10 and the second heat exchanger 50.

[0136] In the above technical scheme, by connecting the third heat exchange branch 60 in parallel with the first heat exchange branch 10, and making the third heat exchange branch 60 have a first pump body 61 and a one-way valve 62 connected in series, the first pump body 61, the one-way valve 62, the fourth sub-channel 52 of the second heat exchanger 50, and the warm air core 101 can be connected in series to form a second circulation loop 63, so that the heat transfer between the first heat exchange branch 10 and the second heat exchanger 50 can be continuously realized, the temperature of the passenger compartment can be adjusted reliably, stably and efficiently, and the user comfort can be improved.

[0137] It can be understood that, in the present application, refrigerant circulates in the refrigeration flow path 53 and the first circulation loop 55, and heat exchange medium circulates in the remaining flow paths, branches, loops, etc.

[0138] According to some embodiments of the present application, Figure 1-Figure 7 As shown, the thermal management system 100 of the vehicle also includes: a heat dissipation branch 70 for performing heat exchange with the electric drive system 71, the heat dissipation branch 70 can be selectively connected to the first heat exchanger 40 to form a first circulation flow path 74; and / or the heat dissipation branch 70 can be selectively connected to the first heat exchange branch 10 and the first heat exchanger 40 to guide the heat exchange medium to the first heat exchanger 40; and / or the heat dissipation branch 70 can be selectively connected to the first heat exchange branch 10 to form a second circulation flow path 75.

[0139] The heat dissipation branch 70 may have a ninth end 701 and a tenth end 702 that are connected.

[0140] As some optional embodiments of the present application, Figure 1-Figure 7 As shown, the electric drive system 71 can be arranged in the heat dissipation branch 70, and the heat dissipation branch 70 can have a heat exchange medium. The heat exchange medium in the heat dissipation branch 70 can flow through the electric drive system 71 to adjust the temperature of the electric drive system 71. As some optional embodiments of the present application, the heat dissipation branch 70 can be attached to the electric drive system 71 to perform heat exchange with the electric drive system 71 to adjust the temperature of the electric drive system 71. The electric drive system 71 can be understood as the electric drive system of the vehicle, such as but not limited to the wheel side motor, the front motor, etc.

[0141] like Figure 1 and Figure 2 As shown, the heat dissipation branch 70 can be selectively connected to the first heat exchanger 40 to form a first circulation flow path 74. As some optional embodiments of the present application, a valve can be provided between the heat dissipation branch 70 and the first heat exchanger 40. For example, a solenoid ball valve, a solenoid butterfly valve, etc. can be provided between the heat dissipation branch 70 and the first heat exchanger 40, but not limited to. By controlling the working state of the valve, the heat dissipation branch 70 can be selectively connected to the first heat exchanger 40.

[0142] As some optional embodiments of the present application, Figure 1 and Figure 2 As shown, the thermal management system 100 may have a first six-way valve 80, and the first six-way valve 80 may have a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. The first end 411 of the first sub-channel 41 of the first heat exchanger 40 may be in communication with the fourth connection end 804, and the ninth end 701 of the heat dissipation branch 70 may be in communication with the third connection end 803. The thermal management system 100 may have a second six-way valve 81, and the second six-way valve 81 may have a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815, and a twelfth connection end 816. The second end 412 of the first sub-channel 41 of the first heat exchanger 40 may be in communication with the seventh connection end 811, and the tenth end 702 of the heat dissipation branch 70 may be in communication with the eighth connection end 812. By controlling the working states of the first six-way valve 80 and the second six-way valve 81, the heat dissipation branch 70 can be selectively connected to the first heat exchanger 40. The heat dissipation branch 70 is connected to the first heat exchanger 40 to form a first circulation flow path 74, so that the electric drive system 71 can be cooled, and the waste heat of the electric drive system 71 can be absorbed by the first heat exchanger 40, and the passenger compartment can be heated by the waste heat of the electric drive system 71 (for example, the waste heat of the electric drive system 71 absorbed by the first heat exchanger 40 is transferred to the second heat exchanger 50 through the second circulation loop 63).

[0143] like Figure 5 As shown, the heat dissipation branch 70 can selectively connect the first heat exchange branch 10 and the first heat exchanger 40 to guide the heat exchange medium to the first heat exchanger 40. As some optional embodiments of the present application, the heat dissipation branch 70 can be connected in series between the first heat exchange branch 10 and the first heat exchanger 40, that is, the heat dissipation branch 70, the first heat exchanger 40, and the first heat exchange branch 10 are connected in series in sequence, and valves can be provided between the heat dissipation branch 70 and the first heat exchanger 40, between the heat dissipation branch 70 and the first heat exchange branch 10, and between the first heat exchanger 40 and the first heat exchange branch 10. Between the heat dissipation branch 70 and the first heat exchanger 40, between the heat dissipation branch 70 and the first heat exchange branch 10, and between the first heat exchanger 40 and the first heat exchange branch 10, but not limited to, electromagnetic ball valves, electromagnetic butterfly valves, etc. can be provided, and by controlling the working state of the valve, the heat dissipation branch 70 can be selectively connected to the first heat exchange branch 10 and the first heat exchanger 40.

[0144] As some optional embodiments of the present application, Figure 5As shown, the thermal management system 100 may include a first six-way valve 80, and the first six-way valve 80 may include a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. The thermal management system 100 may include a second six-way valve 81, and the second six-way valve 81 may include a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815, and a twelfth connection end 816.

[0145] The first end 411 of the first sub-channel 41 of the first heat exchanger 40 can be connected to the fourth connection end 804, the ninth end 701 of the heat dissipation branch 70 can be connected to the third connection end 803, the second end 412 of the first sub-channel 41 of the first heat exchanger 40 can be connected to the seventh connection end 811, the sixth end 312 of the heating flow path 31 can be connected to the twelfth connection end 816, the fifth end 311 of the heating flow path 31 can be connected to the fourth end 203 of the second heat exchange branch 20, the third end 202 of the second heat exchange branch 20 can be connected to the fifth connection end 805, the seventh end 102 of the first heat exchange branch 10 can be connected to the second connection end 802, the eighth end 103 of the first heat exchange branch 10 can be connected to the tenth connection end 814, and the tenth end 702 of the heat dissipation branch 70 can be connected to the eighth connection end 812. By controlling the working states of the first six-way valve 80 and the second six-way valve 81, the heat dissipation branch 70 can be selectively connected to the first heat exchange branch 10 and the first heat exchanger 40. By selectively connecting the first heat exchange branch 10 and the first heat exchanger 40 through the heat dissipation branch 70, when the refrigeration flow path 53 is working and absorbing the heat of the passenger compartment, the heat exchange medium in the fourth sub-flow channel 52 of the second heat exchanger 50 can absorb the heat of the passenger compartment absorbed by the refrigeration flow path 53, and enter the battery 201 through the second six-way valve 81, the heat dissipation branch 70, the first heat exchanger 40, etc., so as to heat the battery 201 through the residual heat of the passenger compartment.

[0146] like Figure 6 As shown, the heat dissipation branch 70 can be selectively connected with the first heat exchange branch 10 to form a second circulation flow path 75. As some optional embodiments of the present application, a valve can be provided between the heat dissipation branch 70 and the first heat exchange branch 10, and a solenoid ball valve, a solenoid butterfly valve, etc. can be provided between the heat dissipation branch 70 and the first heat exchange branch 10, but not limited to, by controlling the working state of the valve, the heat dissipation branch 70 can be selectively connected with the first heat exchange branch 10 to form the second circulation flow path 75.

[0147] As some optional embodiments of the present application, Figure 6As shown, the thermal management system 100 may include a first six-way valve 80, and the first six-way valve 80 may include a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. The thermal management system 100 may include a second six-way valve 81, and the second six-way valve 81 may include a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815, and a twelfth connection end 816.

[0148] The ninth end 701 of the heat dissipation branch 70 can be communicated with the third connection end 803, the seventh end 102 of the first heat exchange branch 10 can be communicated with the second connection end 802, the eighth end 103 of the first heat exchange branch 10 can be communicated with the tenth connection end 814, and the tenth end 702 of the heat dissipation branch 70 can be communicated with the eighth connection end 812. By controlling the working states of the first six-way valve 80 and the second six-way valve 81, the heat dissipation branch 70 can be selectively connected with the first heat exchange branch 10 to form the second circulation flow path 75.

[0149] The heat dissipation branch 70 is selectively connected to the first heat exchange branch 10. When the refrigeration flow path 53 is working and absorbing the heat from the passenger compartment and the first circulation loop 55 is working and absorbing the heat from the battery 201, the heat exchange medium in the second circulation flow path 75 can absorb the heat absorbed by the heat dissipation branch 70 and the first circulation loop 55 through the second heat exchanger 50, and heat the electric drive system 71 with the heat or dissipate the heat to the environment through the heat dissipation branch 70.

[0150] In the above technical solution, if Figure 1 and Figure 2 As shown, the heat dissipation branch 70 is connected to the first heat exchanger 40 to form a first circulation flow path 74, so that the electric drive system 71 can be cooled. In addition, the waste heat of the electric drive system 71 can be absorbed by the first heat exchanger 40 and the waste heat of the electric drive system 71 can be used to heat the passenger compartment.

[0151] like Figure 5 As shown, the first heat exchange branch 10 and the first heat exchanger 40 are selectively connected through the heat dissipation branch 70. When the refrigeration flow path 53 is working and absorbing the heat of the passenger compartment, the heat exchange medium in the fourth sub-channel 52 of the second heat exchanger 50 can absorb the heat of the passenger compartment absorbed by the refrigeration flow path 53, and enter the battery 201 through the second six-way valve 81, the heat dissipation branch 70, the first heat exchanger 40, etc., so as to heat the battery 201 through the residual heat of the passenger compartment.

[0152] like Figure 6As shown, the second heat exchange branch 10 is selectively connected to the first heat exchange branch 10 through the heat dissipation branch 70. When the refrigeration flow path 53 is working and absorbing the heat from the passenger compartment and the first circulation loop 55 is working and absorbing the heat from the battery 201, the heat exchange medium in the second circulation flow path 75 can absorb the heat absorbed by the heat dissipation branch 70 and the first circulation loop 55 through the second heat exchanger 50, and heat the electric drive system 71 with this heat or dissipate this heat to the environment through the heat dissipation branch 70.

[0153] The thermal management system 100 of the present application can be selectively connected to at least one of the first heat exchanger 40 and the first heat exchange branch 10 through the heat dissipation branch 70 to realize multiple working modes of the thermal management system 100, which is beneficial to improving the working performance of the thermal management system 100.

[0154] According to some embodiments of the present application, Figure 3 , Figure 4 and Figure 7 As shown, the vehicle's thermal management system 100 also includes: a connecting branch 76, which can be selectively connected to the heat dissipation branch 70 to form a third circulation flow path 77; and / or the connecting branch 76 can selectively connect the heat dissipation branch 70 and the second heat exchange branch 20 to guide the heat exchange medium to the heat dissipation branch 70.

[0155] Among them, Figure 1-Figure 7 As shown, the connecting branch 76 may have an eleventh end 761 and a twelfth end 762 that are connected.

[0156] like Figure 3 and Figure 4 As shown, the connecting branch 76 can be selectively connected with the heat dissipation branch 70 to form a third circulation flow path 77. As some optional embodiments of the present application, a valve can be provided between the connecting branch 76 and the heat dissipation branch 70. For example, a solenoid ball valve, a solenoid butterfly valve, etc. can be provided between the connecting branch 76 and the heat dissipation branch 70, but not limited to. By controlling the working state of the valve, the connecting branch 76 can be selectively connected with the heat dissipation branch 70 to form the third circulation flow path 77.

[0157] As some optional embodiments of the present application, Figure 3 and Figure 4As shown, the thermal management system 100 may have a first six-way valve 80, and the first six-way valve 80 may have a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. The thermal management system 100 may have a second six-way valve 81, and the second six-way valve 81 may have a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815, and a twelfth connection end 816. The ninth end 701 of the heat dissipation branch 70 may be communicated with the third connection end 803, the eleventh end 761 of the communication branch 76 may be communicated with the first connection end 801, the tenth end 702 of the heat dissipation branch 70 may be communicated with the eighth connection end 812, and the twelfth end 762 of the communication branch 76 may be communicated with the eleventh connection end 815. By controlling the working states of the first six-way valve 80 and the second six-way valve 81, the connecting branch 76 can be selectively connected to the heat dissipation branch 70 to form the third circulation flow path 77. The connecting branch 76 can be selectively connected to the heat dissipation branch 70 to form the third circulation flow path 77, so that the electric drive system 71 can be cooled, and the electric drive system 71 and the first heat exchanger 40 can be located in different circuits, so that the first heat exchanger 40 can form a circuit with the heating assembly 30, which is conducive to improving the reliability of the thermal management system 100.

[0158] like Figure 7 As shown, the connecting branch 76 can selectively connect the heat dissipation branch 70 and the second heat exchange branch 20 to guide the heat exchange medium to the heat dissipation branch 70. As some optional embodiments of the present application, the connecting branch 76 can be connected in series between the heat dissipation branch 70 and the second heat exchange branch 20, that is, the connecting branch 76, the heat dissipation branch 70, and the second heat exchange branch 20 are connected in series in sequence, and valves can be provided between the connecting branch 76 and the heat dissipation branch 70, between the heat dissipation branch 70 and the second heat exchange branch 20, and between the second heat exchange branch 20 and the connecting branch 76. The valve can be, but is not limited to, an electromagnetic ball valve, an electromagnetic butterfly valve, etc. By controlling the working state of the valve, the connecting branch 76 can be selectively connected to the heat dissipation branch 70 and the second heat exchange branch 20.

[0159] As some optional embodiments of the present application, Figure 7 As shown, the thermal management system 100 may include a first six-way valve 80, and the first six-way valve 80 may include a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. The thermal management system 100 may include a second six-way valve 81, and the second six-way valve 81 may include a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815, and a twelfth connection end 816.

[0160] The ninth end 701 of the heat dissipation branch 70 can be connected to the third connection end 803, the first end 411 of the first sub-channel 41 of the first heat exchanger 40 can be connected to the fourth connection end 804, the second end 412 of the first sub-channel 41 of the first heat exchanger 40 can be connected to the seventh connection end 811, the sixth end 312 of the heating flow path 31 can be connected to the twelfth connection end 816, the fifth end 311 of the heating flow path 31 can be connected to the fourth end 203 of the second heat exchange branch 20, the third end 202 of the second heat exchange branch 20 can be connected to the fifth connection end 805, the eleventh end 761 of the connecting branch 76 can be connected to the first connection end 801, and the twelfth end 762 of the connecting branch 76 can be connected to the eleventh connection end 815 and connected to the heat dissipation branch 70 through the ninth connection end 813.

[0161] By controlling the working states of the first six-way valve 80 and the second six-way valve 81, the connecting branch 76 can be selectively connected to the heat dissipation branch 70 and the second heat exchange branch 20. By selectively connecting the heat dissipation branch 70 and the second heat exchange branch 20 through the connecting branch 76 to guide the heat exchange medium to the heat dissipation branch 70, the waste heat of the electric drive system 71 and the battery 201 can be absorbed by the first heat exchanger 40, and the waste heat absorbed by the first heat exchanger 40 can be transferred to the passenger compartment through the second heat exchanger 50 through the first circulation loop 55, so as to heat the passenger compartment with the waste heat of the electric drive system 71 and the battery 201, and if the waste heat of the electric drive system 71 and the battery 201 is not enough to meet the heat demand of the passenger compartment, the heating element 32 can work to supplement the heat.

[0162] In the above technical solution, if Figure 3 and Figure 4 As shown, the connecting branch 76 can be selectively connected to the heat dissipation branch 70 to form a third circulation flow path 77, which can dissipate heat for the electric drive system 71, and the electric drive system 71 and the first heat exchanger 40 can be located in different loops, so that the first heat exchanger 40 can form a loop with the heating component 30, which is beneficial to improving the reliability of the thermal management system 100.

[0163] like Figure 7 As shown, the heat dissipation branch 70 and the second heat exchange branch 20 are selectively connected through the connecting branch 76 to guide the heat exchange medium to the heat dissipation branch 70, and the waste heat of the electric drive system 71 and the battery 201 can be absorbed by the first heat exchanger 40, and the waste heat absorbed by the first heat exchanger 40 can be transferred to the passenger compartment through the second heat exchanger 50 through the first circulation loop 55, so as to use the waste heat of the electric drive system 71 and the battery 201 to heat the passenger compartment, and if the waste heat of the electric drive system 71 and the battery 201 is not enough to meet the heat demand of the passenger compartment, the heating element 32 can work to supplement the heat. In this way, multiple working modes of the thermal management system 100 can be realized, which is conducive to improving the working performance of the thermal management system 100.

[0164] According to some embodiments of the present application, Figure 1-Figure 7 As shown, the heat dissipation branch 70 has a second pump body 72 and a radiator 73 connected in series, and the communication branch 76 is connected in parallel with the radiator 73 .

[0165] Among them, the radiator 73, the second pump body 72, and the electric drive system 71 can be arranged in series, the second pump body 72 can be used to drive the heat exchange medium in the heat dissipation branch 70, and the connecting branch 76 is arranged in parallel with the radiator 73. Specifically, the eleventh end 761 of the connecting branch 76 can be connected to the first connection end 801 of the first six-way valve 80, and the twelfth end 762 of the connecting branch 76 can be connected to the eleventh connection end 815 and connected between the radiator 73 and the second pump body 72 through the ninth connection end 813.

[0166] As some optional embodiments of the present application, Figure 1-Figure 7 As shown, a fan 731 may be provided near the radiator 73 to supply air toward the radiator 73 .

[0167] As some optional embodiments of the present application, Figure 1-Figure 7 As shown, the heating element 32 can be connected in series with the third pump body 33 .

[0168] In the above technical solution, by connecting the connecting branch 76 and the radiator 73 in parallel, the radiator 73 can be kept out of the working circuit of the thermal management system 100 in certain working modes (for example, working modes that require the use of waste heat), thereby making full use of certain components (such as the waste heat of the battery 201 and the electric drive system 71), which is beneficial to improving the reliability of the thermal management system 100 and saving energy.

[0169] According to some embodiments of the present application, the present application further provides a vehicle, the vehicle includes the above-mentioned thermal management system 100, and the thermal management system 100 is used to perform thermal management on the vehicle.

[0170] According to some embodiments of the present application, see Figure 1-Figure 7 As shown, the present application provides a thermal management system 100 for a vehicle. The thermal management system 100 for a vehicle includes a first heat exchange branch 10 for adjusting the temperature of the passenger compartment, a second heat exchange branch 20 for performing heat exchange with a battery 201, a heating assembly 30, a first heat exchanger 40, a second heat exchanger 50, a compressor 531, a first expansion valve 532, an evaporator 533, a second expansion valve 54, a third heat exchange branch 60, a heat dissipation branch 70 for performing heat exchange with an electric drive system 71, a connecting branch 76, a first six-way valve 80, and a second six-way valve 81.

[0171] The first six-way valve 80 may have a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. The second six-way valve 81 may have a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815, and a twelfth connection end 816.

[0172] The first heat exchange branch 10 may have a seventh end 102 and an eighth end 103 that are connected, the second heat exchange branch 20 may have a third end 202 and a fourth end 203 that are connected, and the heating flow path 31 may have a fifth end 311 and a sixth end 312 that are connected.

[0173] The seventh end 102 of the first heat exchange branch 10 can be communicated with the second connection end 802, the eighth end 103 of the first heat exchange branch 10 can be communicated with the tenth connection end 814, the third end 202 of the second heat exchange branch 20 can be communicated with the fifth connection end 805, the fourth end 203 of the second heat exchange branch 20 can be communicated with the fifth end 311 of the heating flow path 31, the fifth end 311 of the heating flow path 31 can be communicated with the sixth connection end 806, and the fifth end 311 of the heating flow path 31 can be communicated with the fourth end 203 of the second heat exchange branch 20, and the sixth end 312 of the heating flow path 31 can be communicated with the twelfth connection end 816,

[0174] The first heat exchanger 40 has a first sub-channel 41, and two ends of the first sub-channel 41 are respectively connected to a first end 411 and a second end 412. The first end 411 of the first sub-channel 41 of the first heat exchanger 40 can be connected to the fourth connection end 804, and the second end 412 of the first sub-channel 41 of the first heat exchanger 40 can be connected to the seventh connection end 811.

[0175] The heat dissipation branch 70 may have a ninth end 701 and a tenth end 702 connected. The electric drive system 71 may be disposed on the heat dissipation branch 70 , the ninth end 701 of the heat dissipation branch 70 may be connected to the third connection end 803 , and the tenth end 702 of the heat dissipation branch 70 may be connected to the eighth connection end 812 .

[0176] The connecting branch 76 may have an eleventh end 761 and a twelfth end 762 that are connected. The eleventh end 761 of the connecting branch 76 may be connected to the first connection end 801, and the twelfth end 762 of the connecting branch 76 may be connected to the eleventh connection end 815 and connected to the heat dissipation branch 70 through the ninth connection end 813. The twelfth end 762 of the connecting branch 76 may be connected to the eleventh connection end 815 and connected between the radiator 73 and the second pump body 72 through the ninth connection end 813.

[0177] The first heat exchanger 40 may have a second sub-channel 42, which is arranged in parallel with the first sub-channel 41, that is, the second sub-channel 42 is not connected to the first sub-channel 41, and the second heat exchanger 50 may have a third sub-channel 51, and the second sub-channel 42 and the third sub-channel 51 can be selectively connected, and the second heat exchanger 50 may have a fourth sub-channel 52, which is arranged in parallel with the third sub-channel 51, that is, the fourth sub-channel 52 and the third sub-channel 51 are not connected, and the fourth sub-channel 52 of the second heat exchanger 50 is connected to the first heat exchange branch 10.

[0178] The compressor 531, the second heat exchanger 50, the first expansion valve 532 and the evaporator 533 are connected in series to form a refrigeration flow path 53. The second expansion valve 54 is connected in series between the second heat exchanger 50 and the first heat exchanger 40, and the second expansion valve 54 and the first expansion valve 532 are connected in parallel, that is, both ends of the second expansion valve 54 can be connected to the second heat exchanger 50 and the first heat exchanger 40 respectively, and the second expansion valve 54 and the first expansion valve 532 can be arranged in parallel. The thermal management system 100 may also include a first sub-branch 57, the second sub-channel 42 of the first heat exchanger 40 and the second expansion valve 54 may be located in the first sub-branch 57, the refrigeration flow path 53 may include a second sub-branch 534 and a third sub-branch 535, the second sub-branch 534 and the third sub-branch 535 are connected in series, the compressor 531 and the third sub-channel 51 of the second heat exchanger 50 may be located in the second sub-branch 534, the first expansion valve 532 and the evaporator 533 may be located in the third sub-branch 535, and the first sub-branch 57 and the third sub-branch 535 are connected in parallel. It can be understood that the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the first expansion valve 532 and the evaporator 533 are connected in series to form the refrigeration flow path 53, and the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-channel 42 of the first heat exchanger 40 are connected in series to form the first circulation loop 55. By controlling the working states of the first expansion valve 532 and the second expansion valve 54, at least one of the refrigeration flow path 53 and the first circulation loop 55 can be turned on and operated.

[0179] The liquid storage device 56 is connected in series between the first expansion valve 532 and the second heat exchanger 50. The second heat exchanger 50 is configured as part of the first heat exchange branch 10. The third heat exchange branch 60 is connected in parallel with the first heat exchange branch 10. The third heat exchange branch 60 has a first pump body 61 and a one-way valve 62 connected in series. The heat dissipation branch 70 has a second pump body 72 and a radiator 73 connected in series, that is, the radiator 73, the second pump body 72, and the electric drive system 71 can be arranged in series.

[0180] The following introduces seven working modes of the thermal management system 100 of the present application, but the working modes of the thermal management system 100 of the present application are not limited to the following seven.

[0181] The first working mode, such as Figure 1 As shown, the heating flow path 31, the first heat exchange branch 10, and the third pump body 33 are connected in series to form a loop, so as to realize the heating mode of directly heating the passenger compartment through the heating element 32. Specifically, under the action of the third pump body 33, the heat exchange medium can pass through the heating element 32, and the heating element 32 can heat the heat exchange medium flowing through it. The heated heat exchange medium flowing out of the heating element 32 passes through the sixth connection end 806 of the first six-way valve 80, the second connection end 802 of the first six-way valve 80, the fourth sub-flow channel 52 of the second heat exchanger 50, the warm air core 101, the tenth connection end 814 of the second six-way valve 81, and the twelfth connection end 816 of the second six-way valve 81, and then flows back to the heating element 32. As a result, the heater 32 can directly provide heat to the warm air core 101, so that the heater 32 can directly heat the air leading to the passenger compartment through the warm air core 101.

[0182] Furthermore, in the first working mode, the second pump body 72 of the heat dissipation branch 70, the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, and the radiator 73 can be connected in series to form a loop. Under the action of the second pump body 72, the heat exchange medium can sequentially pass through the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, and the radiator 73, and then flow back to the second pump body 72 to adjust the temperature of the electric drive system 71. It should be noted that in the first working mode, the loop involving the electric drive system 71 can be opened or not.

[0183] The second working mode, such as Figure 2 As shown, the third pump body 33, the heating flow path 31, and the second heat exchange branch 20 are connected in series to form a loop to realize a heating mode of directly heating the battery 201 through the heating element 32. Specifically, under the action of the third pump body 33, the heat exchange medium can pass through the heating element 32, and the heating element 32 can heat the heat exchange medium flowing through it. The heated heat exchange medium flowing out of the heating element 32 passes through the second heat exchange branch 20, the fifth connection end 805 of the first six-way valve 80, the first connection end 801 of the first six-way valve 80, the eleventh connection end 815 of the second six-way valve 81, and the twelfth connection end 816 of the second six-way valve 81 in sequence, and then flows back to the heating element 32.

[0184] Furthermore, the second pump body 72 of the heat dissipation branch 70, the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, and the radiator 73 can be connected in series to form a loop, and the first heat exchanger 40 absorbs the residual heat in the electric drive system 71 and the environment. Specifically, under the action of the second pump body 72, the heat exchange medium can sequentially pass through the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, the radiator 73, and then flow back to the second pump body 72.

[0185] The compressor 531, the third sub-flow channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-flow channel 42 of the first heat exchanger 40 are connected in series to form a first circulation loop 55 to transfer the waste heat in the electric drive system 71 and the environment absorbed by the first heat exchanger 40 to the first heat exchange branch 10 to heat the passenger compartment using the waste heat in the electric drive system 71 and the environment. Specifically, the refrigerant flows out of the compressor 531 and flows through the third sub-flow channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-flow channel 42 of the first heat exchanger 40 in sequence, and then flows back to the compressor 531.

[0186] Furthermore, the third heat exchange branch 60 and the first heat exchange branch 10 together form a second circulation loop 63 to achieve continuous and uninterrupted heating of the passenger compartment. Specifically, under the action of the first pump body 61, the heat exchange medium flows through the fourth sub-flow channel 52 of the second heat exchanger 50, the warm air core 101, and then flows back to the first pump body 61.

[0187] In addition, it should be noted that, in this working mode, the refrigeration flow path 53 may or may not work.

[0188] The third working mode, such as Figure 3 As shown, the heating flow path 31 and the first sub-flow channel 41 of the first heat exchanger 40 are connected in series to form a loop, and the first heat exchanger 40 absorbs the heat of the heat exchange medium heated by the heating element 32. Specifically, under the action of the third pump body 33, the heat exchange medium can pass through the heating element 32, and the heating element 32 can heat the heat exchange medium flowing through it. The heated heat exchange medium flowing out of the heating element 32 passes through the sixth connection end 806 of the first six-way valve 80, the fourth connection end 804 of the first six-way valve 80, the first sub-flow channel 41 of the first heat exchanger 40, the seventh connection end 811 of the second six-way valve 81, and the twelfth connection end 816 of the second six-way valve 81 in sequence, and then flows back to the heating element 32.

[0189] The compressor 531, the third sub-flow channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-flow channel 42 of the first heat exchanger 40 are connected in series to form a first circulation loop 55, so as to transfer the heat absorbed by the first heat exchanger 40 to the first heat exchange branch 10, so as to heat the passenger compartment with the heat of the heating element 32, thereby realizing rapid temperature rise of the passenger compartment in a low temperature environment. Specifically, the refrigerant flows out of the compressor 531 and flows through the third sub-flow channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-flow channel 42 of the first heat exchanger 40 in sequence, and then flows back to the compressor 531.

[0190] Furthermore, the third heat exchange branch 60 and the first heat exchange branch 10 together form a second circulation loop 63 to achieve continuous and uninterrupted heating of the passenger compartment. Specifically, under the action of the first pump body 61, the heat exchange medium flows through the fourth sub-flow channel 52 of the second heat exchanger 50, the warm air core 101, and then flows back to the first pump body 61.

[0191] Furthermore, the second pump body 72 of the heat dissipation branch 70, the electric drive system 71 and the connecting branch 76 are connected in series to form a loop to control the temperature of the electric drive system 71. Specifically, under the action of the second pump body 72, the heat exchange medium can sequentially pass through the electric drive system 71, the third connection end 803 of the first six-way valve 80, the first connection end 801 of the first six-way valve 80, the connecting branch 76, the eleventh connection end 815 of the second six-way valve 81, the ninth connection end 813 of the second six-way valve 81, and then flow back to the second pump body 72.

[0192] In addition, it should be noted that, in this working mode, the refrigeration flow path 53 may or may not work.

[0193] The fourth working mode, such as Figure 4 As shown, the heating flow path 31 and the first sub-flow path 41 of the first heat exchanger 40 are connected in series to form a loop, and the heating flow path 31, the second heat exchange branch 20, and the first sub-flow path 41 of the first heat exchanger 40 are connected in series to form a loop, so as to directly heat the battery 201 through the heating element 32, and the first heat exchanger 40 absorbs the heat of the heat exchange medium heated by the heating element 32. Specifically, under the action of the third pump body 33, the heat exchange medium can pass through the heating element 32, and the heating element 32 can heat the heat exchange medium flowing through it.

[0194] A portion of the heated heat exchange medium flowing out of the heating element 32 passes through the sixth connection end 806 of the first six-way valve 80, the fourth connection end 804 of the first six-way valve 80, the first sub-channel 41 of the first heat exchanger 40, the seventh connection end 811 of the second six-way valve 81, and the twelfth connection end 816 of the second six-way valve 81, and then flows back to the heating element 32.

[0195] Another part of the heated heat exchange medium flowing out of the heating element 32 passes through the second heat exchange branch 20, the fifth connection end 805 of the first six-way valve 80, the fourth connection end 804 of the first six-way valve 80, the first sub-channel 41 of the first heat exchanger 40, the seventh connection end 811 of the second six-way valve 81, the twelfth connection end 816 of the second six-way valve 81, and then flows back to the heating element 32.

[0196] The compressor 531, the third sub-flow channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-flow channel 42 of the first heat exchanger 40 are connected in series to form a first circulation loop 55, so as to transfer the heat absorbed by the first heat exchanger 40 to the first heat exchange branch 10, so as to heat the passenger compartment with the heat of the heating element 32, thereby realizing rapid temperature rise of the battery 201 and the passenger compartment in a low temperature environment. Specifically, the refrigerant flows out of the compressor 531 and flows through the third sub-flow channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-flow channel 42 of the first heat exchanger 40 in sequence, and then flows back to the compressor 531.

[0197] Furthermore, the third heat exchange branch 60 and the first heat exchange branch 10 together form a second circulation loop 63 to achieve continuous and uninterrupted heating of the passenger compartment. Specifically, under the action of the first pump body 61, the heat exchange medium flows through the fourth sub-flow channel 52 of the second heat exchanger 50, the warm air core 101, and then flows back to the first pump body 61.

[0198] Furthermore, the second pump body 72 of the heat dissipation branch 70, the electric drive system 71 and the connecting branch 76 are connected in series to form a loop to control the temperature of the electric drive system 71. Specifically, under the action of the second pump body 72, the heat exchange medium can sequentially pass through the electric drive system 71, the third connection end 803 of the first six-way valve 80, the first connection end 801 of the first six-way valve 80, the connecting branch 76, the eleventh connection end 815 of the second six-way valve 81, the ninth connection end 813 of the second six-way valve 81, and then flow back to the second pump body 72.

[0199] In addition, it should be noted that in this working mode, the cooling circuit 53 may or may not work. Moreover, when the cooling circuit 53 and the first circulation loop 55 work simultaneously, the air may first flow through the evaporator 533 to be preheated, and then flow through the warm air core 101 to be heated again.

[0200] The fifth working mode, such as Figure 5 As shown, the radiator 73 of the heat dissipation branch 70, the second pump body 72, the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, the heating component 30, the second heat exchange branch 20, and the first heat exchange branch 10 are connected in series to form a loop. Specifically, under the action of the second pump body 72, the heat exchange medium can sequentially pass through the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, the seventh connection end 811 of the second six-way valve 81, the twelfth connection end 816 of the second six-way valve 81, the heating component 30, the second heat exchange branch 20, the fifth connection end 805 of the first six-way valve 80, the second connection end 802 of the first six-way valve 80, the fourth sub-channel 52 of the second heat exchanger 50, the warm air core 101, the tenth connection end 814 of the second six-way valve 81, the eighth connection end 812 of the second six-way valve 81, the radiator 73, and then flow back to the second pump body 72.

[0201] The compressor 531, the third sub-channel 51 of the second heat exchanger 50, the first expansion valve 532 and the evaporator 533 are connected in series to form a refrigeration flow path 53, and the refrigeration flow path 53 can work and absorb the heat of the passenger compartment to achieve refrigeration of the passenger compartment. Specifically, the refrigerant flows out of the compressor 531 and flows through the third sub-channel 51 of the second heat exchanger 50, the first expansion valve 532, and the evaporator 533 in sequence, and then flows back to the compressor 531. In addition, when the refrigeration flow path 53 works and absorbs the heat of the passenger compartment, the heat exchange medium in the fourth sub-channel 52 of the second heat exchanger 50 can absorb the heat of the passenger compartment absorbed by the refrigeration flow path 53, and enter the battery 201 through the second six-way valve 81, the heat dissipation branch 70, the first heat exchanger 40, etc., so as to heat the battery 201 through the residual heat of the passenger compartment, so as to achieve a mode of cooling the passenger compartment and heating the battery 201.

[0202] The sixth working mode, such as Figure 6 As shown, the compressor 531, the third sub-flow channel 51 of the second heat exchanger 50, the first expansion valve 532 and the evaporator 533 are connected in series to form a refrigeration flow path 53, and the refrigeration flow path 53 can work and absorb the heat of the passenger compartment. Specifically, the refrigerant flows out of the compressor 531 and flows through the third sub-flow channel 51 of the second heat exchanger 50, the first expansion valve 532, the evaporator 533 in sequence, and then flows back to the compressor 531.

[0203] The radiator 73 of the heat dissipation branch 70, the second pump body 72, the electric drive system 71, and the first heat exchange branch 10 are connected in series to form a second circulation flow path 75. Specifically, under the action of the second pump body 72, the heat exchange medium can pass through the electric drive system 71, the fourth sub-channel 52 of the second heat exchanger 50, the warm air core 101, the tenth connection end 814 of the second six-way valve 81, the eighth connection end 812 of the second six-way valve 81, the radiator 73 in sequence, and then flow back to the second pump body 72.

[0204] The compressor 531, the third sub-flow channel 51 of the second heat exchanger 50, the second expansion valve 54, and the second sub-flow channel 42 of the first heat exchanger 40 are connected in series to form a first circulation loop 55. Specifically, the refrigerant flows out of the compressor 531 and sequentially flows through the third sub-flow channel 51 of the second heat exchanger 50, the second expansion valve 54, and the second sub-flow channel 42 of the first heat exchanger 40, and then flows back to the compressor 531.

[0205] The first sub-channel 41 of the first heat exchanger 40, the second heat exchange branch 20, and the heating assembly 30 are connected in series to form a loop to transfer the heat of the battery 201 to the first heat exchanger 40. Specifically, under the action of the third pump body 33, the heat exchange medium can pass through the heating channel 31, the second heat exchange branch 20, the fifth connection end 805 of the first six-way valve 80, the fourth connection end 804 of the first six-way valve 80, the first sub-channel 41 of the first heat exchanger 40, the seventh connection end 811 of the second six-way valve 81, and the twelfth connection end 816 of the second six-way valve 81, and then flow back to the third pump body 33.

[0206] The first circulation loop 55 works and absorbs heat from the battery 201 through the first heat exchanger 40. The heat exchange medium in the second circulation flow path 75 can absorb the heat absorbed by the refrigeration flow path 53 and the first circulation loop 55 through the second heat exchanger 50, and use the heat to heat the electric drive system 71 or dissipate the heat to the environment through the radiator 73 of the heat dissipation branch 70, so as to achieve a working mode of cooling the passenger compartment and cooling the battery 201.

[0207] The seventh working mode, such as Figure 7 As shown, the second pump body 72 of the heat dissipation branch 70, the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, the heating component 30, and the second heat exchange branch 20 are connected in series to form a loop. Specifically, under the action of the second pump body 72, the heat exchange medium can pass through the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, the seventh connection end 811 of the second six-way valve 81, the twelfth connection end 816 of the second six-way valve 81, the heating component 30, the second heat exchange branch 20, the fifth connection end 805 of the first six-way valve 80, the first connection end 801 of the first six-way valve 80, the connecting branch 76, the eleventh connection end 815 of the second six-way valve 81, and the ninth connection end 813 of the second six-way valve 81 in sequence, and then flow back to the second pump body 72.

[0208] The compressor 531, the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-channel 42 of the first heat exchanger 40 are connected in series to form a first circulation loop 55. Specifically, the refrigerant flows out of the compressor 531 and flows through the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-channel 42 of the first heat exchanger 40 in sequence, and then flows back to the compressor 531.

[0209] In this way, the waste heat of the electric drive system 71 and the battery 201 can be absorbed by the first heat exchanger 40, and the absorbed waste heat can be heated by the second heat exchanger 50 on the first circulation loop 55, so as to heat the passenger compartment with the waste heat of the electric drive system 71 and the battery 201, and if the waste heat of the electric drive system 71 and the battery 201 is not enough to meet the heat demand of the passenger compartment, the heating element 32 of the heating assembly 30 can work to supplement the heat. In addition, the third heat exchange branch 60 and the first heat exchange branch 10 together form a second circulation loop 63 to achieve continuous and uninterrupted heating of the passenger compartment. Specifically, under the action of the first pump body 61, the heat exchange medium flows through the fourth sub-channel 52 of the second heat exchanger 50, the warm air core 101, and then flows back to the first pump body 61.

[0210] Through the thermal management system 100 of the present application, the heating flow path 31 can be connected to the first heat exchange branch 10 and / or the second heat exchange branch 20, so that the heating element 32 can be directly used to adjust the temperature of the passenger compartment and / or adjust the temperature of the battery 201. Compared with the prior art, it is beneficial to reduce the power specification of the heating element 32 to reduce the component cost of the thermal management system 100. In addition, there is no need to frequently adjust the working mode of the thermal management system 100, which can reduce the fluctuation of the air conditioning outlet temperature, which is beneficial to improving the comfort of the passenger compartment. It can also reduce the control difficulty of the thermal management system 100, which is beneficial to improving the robustness of the thermal management system 100.

[0211] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0212] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, characterized in that: include: a first heat exchange branch for adjusting the temperature of the passenger compartment; a second heat exchange branch for performing heat exchange with the battery; A heating component, wherein the heating component includes a heating flow path and a heating element for heating the heating flow path, and the heating flow path can be selectively connected to at least one of the first heat exchange branch and the second heat exchange branch to guide the heated heat exchange medium to the first heat exchange branch and / or the second heat exchange branch.

2. The thermal management system of a vehicle according to claim 1, characterized in that: One end of the first heat exchange branch can be selectively connected to at least one of one end of the second heat exchange branch and one end of the heating flow path; The other end of the second heat exchange branch is communicated with the other end of the heating flow path, and the other end of the first heat exchange branch can be selectively communicated with the other end of the heating flow path.

3. The thermal management system for a vehicle according to claim 1, characterized in that: Also includes: A first heat exchanger, the first heat exchanger can be selectively connected to at least one of the heating flow path and the second heat exchange branch to guide the heated heat exchange medium to the first heat exchanger, and the first heat exchanger is suitable for transferring heat to the first heat exchange branch.

4. The thermal management system for a vehicle according to claim 3, characterized in that: The first heat exchanger has a first end and a second end that are connected, the first end can be selectively connected to at least one of one end of the second heat exchange branch and one end of the heating flow path, and the second end can be selectively connected to the other end of the heating flow path.

5. The thermal management system for a vehicle according to claim 3, characterized in that: Also includes: A second heat exchanger, wherein the second heat exchanger is suitable for transferring heat with the first heat exchanger, and the second heat exchanger is in communication with the first heat exchange branch.

6. The thermal management system for a vehicle according to claim 5, characterized in that: Also includes: A compressor, a first expansion valve and an evaporator, wherein the compressor, the second heat exchanger, the first expansion valve and the evaporator are connected in series to form a refrigeration flow path.

7. The thermal management system for a vehicle according to claim 6, characterized in that: Also includes: A second expansion valve is connected in series between the second heat exchanger and the first heat exchanger, and the second expansion valve is connected in parallel with the first expansion valve.

8. The thermal management system for a vehicle according to claim 5, characterized in that: The second heat exchanger is configured as part of the first heat exchange branch.

9. The thermal management system for a vehicle according to any one of claims 1 to 8, characterized in that: Also includes: A third heat exchange branch is connected to the first heat exchange branch, and the third heat exchange branch has a first pump body and a one-way valve connected in series.

10. The thermal management system for a vehicle according to any one of claims 3 to 8, characterized in that: Also includes: A heat dissipation branch for heat exchange with the electric drive system. The heat dissipation branch can selectively communicate with the first heat exchanger to form a first circulation flow path; and / or The heat dissipation branch can selectively connect the first heat exchange branch and the first heat exchanger to guide the heat exchange medium to the first heat exchanger; and / or The heat dissipation branch can be selectively connected to the first heat exchange branch to form a second circulation flow path.

11. The thermal management system for a vehicle according to claim 10, characterized in that: Also includes: A connecting branch, wherein the connecting branch can be selectively connected with the heat dissipation branch to form a third circulation flow path; and / or The communication branch can selectively connect the heat dissipation branch and the second heat exchange branch to guide the heat exchange medium to the heat dissipation branch.

12. The thermal management system for a vehicle according to claim 11, characterized in that: The heat dissipation branch has a second pump body and a radiator connected in series, and the communication branch is connected in parallel with the radiator.

13. A vehicle, characterized in that: A thermal management system for a vehicle comprising the method according to any one of claims 1-12.

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