Thermal management system and vehicle

Abstract

The invention discloses a heat management system and a vehicle, and the heat management system comprises a first subsystem, an outlet of a compressor is connected with a first refrigerant branch, a second refrigerant branch and a third refrigerant branch are selectively connected in parallel and are respectively connected between the first refrigerant branch and an inlet of the compressor, and the second refrigerant branch and the third refrigerant branch are connected in parallel; the fourth refrigerant branch is connected with an outlet of the compressor and an inlet of the compressor, the second refrigerant branch is provided with a first electronic expansion valve, and the fourth refrigerant branch is provided with a third electronic expansion valve; according to the second subsystem, the first cooling liquid branch exchanges heat with the first refrigerant branch, the second cooling liquid branch exchanges heat with the third refrigerant branch, and in the heating mode, the first electronic expansion valve and the third electronic expansion valve are opened. According to the technical scheme, in the heating mode, the suction pressure of the compressor is adjusted through the first electronic expansion valve and the third electronic expansion valve, the capacity of the compressor can be brought into full play, and therefore heating under different working conditions can be better dealt with.

Description

Technical Field

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

[0002] In related technologies, electric vehicles usually use heat pump systems to reduce energy consumption and improve winter endurance. However, in extremely low temperatures, heat pump air conditioners cannot provide enough heating to meet the heating needs of the passenger compartment and batteries. At this time, PTC heaters are needed to provide heat, which increases the cost of the thermal management system. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a thermal management system that can meet the heating needs of a vehicle without relying on a PTC heater to provide heat under low temperature conditions.

[0004] According to an embodiment of the present invention, the thermal management system includes: a first subsystem, the first subsystem includes a compressor, a first refrigerant branch, a second refrigerant branch, a third refrigerant branch and a fourth refrigerant branch, the outlet of the compressor is connected to the first refrigerant branch, the second refrigerant branch and the third refrigerant branch can be selectively connected in parallel and respectively connected between the first refrigerant branch and the inlet of the compressor, the fourth refrigerant branch connects the outlet of the compressor and the inlet of the compressor, the second refrigerant branch has a first electronic expansion valve, the third refrigerant branch has a second electronic expansion valve, and the fourth refrigerant branch has a third electronic expansion valve; a second subsystem, the second subsystem includes a first coolant branch and a second coolant branch, the first coolant branch exchanges heat with the first refrigerant branch, the second coolant branch exchanges heat with the third refrigerant branch, wherein the thermal management system has at least one heating mode, in which the first electronic expansion valve and the third electronic expansion valve are opened.

[0005] In the technical solution of the embodiment of the present application, by setting the fourth refrigerant branch, the flow rate of the compressor can be increased, and by controlling the opening of each electronic expansion valve, the adjustment and distribution of the refrigerant can be achieved. In the heating mode, by opening the first electronic expansion valve and the third electronic expansion valve, the refrigerant of the compressor through the exhaust port can be divided into at least two paths, one path returns to the inlet of the compressor through the first refrigerant branch and the second refrigerant branch, and the other path returns to the inlet of the compressor through the fourth refrigerant branch. In this way, the suction pressure of the compressor can be adjusted by the first electronic expansion valve and the third electronic expansion valve, and the capacity of the compressor can be fully utilized to better cope with heating under different working conditions. At the same time, the PTC heater can be omitted, which can effectively reduce costs, and the thermal management system can meet the heating needs of the vehicle.

[0006] In some embodiments, the second subsystem includes a heater core for exchanging heat with the passenger compartment, and the heater core is connected to the first coolant branch to form a passenger compartment heat exchange circuit. In the above technical solution, heat exchange with the passenger compartment can be achieved by connecting the heater core to the first coolant branch.

[0007] In some embodiments, the second refrigerant branch has an evaporator, and the evaporator is arranged adjacent to the heater core. In the above technical solution, low-temperature air can be preheated at the evaporator and then heated again at the heater core to achieve secondary heating, which is beneficial to improving the heating rate of the passenger compartment, making full use of the energy created by the compressor, and reducing energy waste.

[0008] In some embodiments, the third refrigerant branch is provided with a one-way valve for unidirectionally conducting the refrigerant to the inlet of the compressor. In the above technical solution, by providing a one-way valve on the third refrigerant branch, the refrigerant can be prevented from entering the third cooling branch and being stored in the third cooling branch, reducing the probability that the first subsystem lacks refrigerant and thus affects the overall performance, ensuring the reliability of the entire thermal management system, and at the same time preventing the refrigerant from entering the third refrigerant branch and conducting heat to the second coolant branch, thereby reducing the heating and pressure-boosting effects of the compressor.

[0009] In some embodiments, the second subsystem includes a first multi-way water valve and a second multi-way water valve, and the two ends of the second coolant branch are connected to the first multi-way water valve and the second multi-way water valve respectively. In the above technical solution, the overall structure can be simplified, which is conducive to reducing the integration difficulty of the entire second subsystem and reducing the manufacturing cost.

[0010] In some embodiments, the second subsystem further includes a battery heat exchange branch for performing heat exchange with the battery, and the first multi-way water valve, the battery heat exchange branch, the second multi-way water valve and the second coolant branch are connected to form a battery circulation loop. In the above technical solution, heat exchange of the battery can be achieved by connecting the battery heat exchange branch with the second coolant branch.

[0011] In some embodiments, the second subsystem further includes a third coolant branch and an electric drive heat exchange branch for heat exchange with the electric drive assembly, the two ends of the third coolant branch are respectively connected to the first multi-way water valve and the second multi-way water valve, the first multi-way water valve, the electric drive heat exchange branch, the second multi-way water valve and the third coolant branch are connected to form an electric drive heat storage circuit. In the above technical solution, the electric drive heat exchange branch is connected to the third coolant branch to realize the recovery and utilization of electric drive heat.

[0012] In some embodiments, the outlet of the compressor, the first refrigerant branch, the second refrigerant branch and the inlet of the compressor form a first refrigerant circuit; the outlet of the compressor, the fourth refrigerant branch and the inlet of the compressor form a second refrigerant circuit; the outlet of the compressor, the first refrigerant branch, the third refrigerant branch and the inlet of the compressor form a third refrigerant circuit. In the above technical solution, the refrigerant circulates in the three circuits, and the coolant exchanges heat with the refrigerant branch, thereby realizing cooling or heating of the passenger compartment and the battery.

[0013] In some embodiments, the heating mode includes a first heating mode for heating the passenger compartment when the vehicle is started, in which the first refrigerant circuit and the second refrigerant circuit are operated and the third refrigerant circuit is not operated, and the compressor has a first suction pressure. In the above technical solution, the operation of the compressor can meet the heating demand of the passenger compartment.

[0014] In some embodiments, the heating mode includes a second heating mode for heating the passenger compartment during vehicle operation. In the second heating mode, the first refrigerant circuit and the second refrigerant circuit are in operation and the third refrigerant circuit is not in operation. The compressor has a second suction pressure, and the second suction pressure is negatively correlated with the ambient temperature. In the above technical solution, by controlling the second suction pressure of the compressor according to different ambient temperatures, the heating condition of the passenger compartment can be changed according to the change of the ambient temperature, and by adjusting the second suction pressure, the compressor can be operated in a suitable speed range.

[0015] In some embodiments, the heating mode includes a third heating mode for heating the passenger compartment and the battery during vehicle operation. In the third heating mode, the first refrigerant circuit, the second refrigerant circuit and the third refrigerant circuit are all in operation, the compressor has a third suction pressure, the third suction pressure of the compressor is negatively correlated with the ambient temperature, and the first evaporation pressure of the third refrigerant branch is positively correlated with the inlet water temperature of the second coolant branch. In the above technical solution, the third suction pressure of the compressor is adjusted to meet the heating needs of the battery; the temperature difference between the refrigerant and the coolant is adjusted by adjusting the first evaporation pressure to adjust the heat exchange of the battery heat exchanger, and the stable heating of the battery is achieved by keeping the temperature difference between the refrigerant and the coolant constant.

[0016] In some embodiments, the heating mode includes a fourth heating mode for heating the passenger compartment and heating the battery during vehicle operation. In the fourth heating mode, the first refrigerant circuit, the second refrigerant circuit and the third refrigerant circuit are all in operation, the compressor has a fourth suction pressure, and the second evaporation pressure of the third refrigerant branch is positively correlated with the inlet water temperature of the second coolant branch and negatively correlated with the ambient temperature. In the above technical solution, the fourth suction pressure of the compressor can be adjusted to a maximum value according to the performance of the compressor to maximize the performance of the compressor; the temperature difference between the refrigerant and the coolant is adjusted by adjusting the second evaporation pressure, so as to adjust the heat exchange capacity of the battery heat exchanger.

[0017] In a second aspect, the present application provides a vehicle, including the thermal management system of the vehicle in the above-mentioned embodiment.

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

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

[0020] Figure 1 A schematic diagram of a vehicle in the related art;

[0021] Figure 2 A schematic diagram of a thermal management system provided for some embodiments of the present application;

[0022] Figure 3 Schematic diagram of a thermal management system provided for some other embodiments of the present application.

[0023] Reference numerals:

[0024] Thermal management system 100, vehicle 1000,

[0025] Compressor 10, first refrigerant branch 11, second refrigerant branch 12, first electronic expansion valve 121, third refrigerant branch 13, second electronic expansion valve 131, second check valve 132, fourth refrigerant branch 14, third electronic expansion valve 141,

[0026] The first coolant branch 21, the first water pump 211, the first non-return valve 212, the second coolant branch 22, the second water pump 221, the third coolant branch 23, the third water pump 231, the battery heat exchange branch 24, the electric drive heat exchange branch 25, the heater core 26, the first multi-way water valve 27, the second multi-way water valve 28,

[0027] Condenser 31 , evaporator 32 , battery heat exchanger 33 , battery 34 , liquid storage tank 35 , electric drive assembly 36 , radiator 37 . DETAILED DESCRIPTION

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this application generally indicates that the associated objects before and after are in an "or" relationship.

[0032] 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.

[0033] The term "plurality" used in the present application refers to two or more (including two).

[0034] At present, from the perspective of market development prospects and application trends, batteries have been widely used in many fields due to their advantages of high energy density, high power density, many cycles and long storage time, etc. For example, they are applied to various energy storage power supply systems such as hydropower, thermal power, wind power and solar power stations, and provide power for high-power devices, such as electric bicycles, electric motorcycles, electric cars and other vehicles, as well as many other fields.

[0035] Take vehicle 1000 as an example, see Figure 1 , Figure 1 is a schematic diagram of a vehicle. Vehicle 1000 may be a pure electric vehicle, a hybrid electric vehicle or an extended-range vehicle, etc. A battery is provided inside vehicle 1000, and the battery may be fixedly arranged on the body of vehicle 1000, for example, the battery is fixedly arranged at the bottom, head or tail of the body of vehicle 1000. The battery may be used to power vehicle 1000, for example, the battery may be used as an operating power source for the vehicle. Vehicle 1000 may also include a controller and an electric drive, the electric drive assembly includes electronic devices such as a motor, a reducer, and a controller, and the controller is used to control the battery to power the motor, for example, for the starting, navigation and working power requirements of the vehicle during driving. The battery may be used not only as an operating power source for vehicle 1000, but also as a driving power source for vehicle 1000, replacing or partially replacing fuel or natural gas to provide driving power for vehicle 1000. Vehicle 1000 also includes a thermal management system, which is used to dissipate heat or heat up the passenger compartment in the vehicle body, the components in the electric drive, and the battery to meet driving needs.

[0036] In current vehicles, the thermal management system uses a heat pump system to reduce energy consumption and improve winter endurance. However, in extremely low temperatures, the heat pump air conditioner cannot provide enough heating to meet the heating needs of the passenger compartment and battery. At this time, the PTC heater is needed to provide heat, which increases the cost of the thermal management system.

[0037] In order to solve the above technical problems, the present application provides a vehicle thermal management system 100, such as Figure 2 and Figure 3 As shown, Figure 2 and Figure 3 Schematic diagram of multiple embodiments of the thermal management system 100 of the present application. The thermal management system 100 includes: a first subsystem and a second subsystem.

[0038] The first subsystem includes a compressor 10, a first refrigerant branch 11, a second refrigerant branch 12, a third refrigerant branch 13 and a fourth refrigerant branch 14. The outlet of the compressor 10 is connected to the first refrigerant branch 11. The second refrigerant branch 12 and the third refrigerant branch 13 can be selectively connected in parallel and are respectively connected between the first refrigerant branch 11 and the inlet of the compressor 10. The fourth refrigerant branch 14 connects the outlet of the compressor 10 and the inlet of the compressor 10. The second refrigerant branch 12 has a first electronic expansion valve 121, the third refrigerant branch 13 has a second electronic expansion valve 131, and the fourth refrigerant branch 14 has a third electronic expansion valve 141.

[0039] The second subsystem includes a first coolant branch 21 and a second coolant branch 22 . The first coolant branch 21 exchanges heat with the first refrigerant branch 11 , and the second coolant branch 22 exchanges heat with the third refrigerant branch 13 .

[0040] The thermal management system 100 has at least one heating mode. In the heating mode, the first electronic expansion valve 121 and the third electronic expansion valve 141 are opened.

[0041] The first subsystem here contains the flow path of the refrigerant, which can circulate in the compressor 10 and each refrigerant branch. The second subsystem contains the flow path of the coolant, which can circulate in each coolant branch and achieve heating or cooling of the coolant by heat exchange with the refrigerant on the refrigerant branch.

[0042] The outlet of the compressor 10 is connected to the first refrigerant branch 11, and the second refrigerant branch 12 is connected between the first refrigerant branch 11 and the inlet of the compressor 10. The second refrigerant branch 12 has a first electronic expansion valve 121. When the first electronic expansion valve 121 is opened, the refrigerant discharged through the outlet of the compressor 10 can pass through the first refrigerant branch 11 and the second refrigerant branch 12, and then return to the compressor 10 through the inlet of the compressor 10, forming a refrigerant circuit.

[0043] The outlet of the compressor 10 is connected to the first refrigerant branch 11, and the third refrigerant branch 13 is connected between the first refrigerant branch 11 and the inlet of the compressor 10. The third refrigerant branch 13 has a second electronic expansion valve 131. When the second electronic expansion valve 131 is opened, the refrigerant discharged through the outlet of the compressor 10 can pass through the first refrigerant branch 11 and the third refrigerant branch 13, and then return to the compressor 10 through the inlet of the compressor 10, forming a refrigerant loop.

[0044] The outlet of the compressor 10 is connected to one end of the fourth cooling branch, and the other end of the fourth cooling branch is connected to the inlet of the compressor 10. The fourth cooling branch has a third electronic expansion valve 141. When the third electronic expansion valve 141 is turned on, the refrigerant discharged through the outlet of the compressor 10 can pass through the fourth refrigerant branch 14 and then return to the compressor 10 through the inlet of the compressor 10, forming a refrigerant loop. In other words, by setting the fourth refrigerant branch 14, the refrigerant discharged from the compressor 10 can return to the compressor 10 through the fourth refrigerant branch 14, thereby increasing the flow rate of the compressor 10. By controlling the opening of the electronic expansion valve, the adjustment and distribution of the refrigerant can be achieved to meet the heating demand under low temperature conditions.

[0045] In the technical solution of the embodiment of the present application, by setting the fourth refrigerant branch 14, the flow rate of the compressor 10 can be increased, and by controlling the opening of each electronic expansion valve, the adjustment and distribution of the refrigerant can be achieved. In the heating mode, by opening the first electronic expansion valve 121 and the third electronic expansion valve 141, the refrigerant of the compressor 10 through the exhaust port can be divided into at least two paths, one path returns to the inlet of the compressor 10 through the first refrigerant branch 11 and the second refrigerant branch 12, and the other path returns to the inlet of the compressor 10 through the fourth refrigerant branch 14. Therefore, the suction pressure of the compressor 10 can be adjusted by the first electronic expansion valve 121 and the third electronic expansion valve 141, and the capacity of the compressor 10 can be fully utilized to better cope with heating under different working conditions. At the same time, the PTC heater can be saved to provide heat, which can effectively reduce costs, and the thermal management system 100 can meet the heating needs of the vehicle.

[0046] like Figure 2 and Figure 3 As shown, in some embodiments, the second subsystem includes a heater core 26 for exchanging heat with the passenger compartment. The heater core 26 is connected to the first coolant branch 21 to form a passenger compartment heat exchange loop.

[0047] like Figure 2 and Figure 3 As shown, the inlet of the heater core 26 is connected to one end of the first coolant branch 21, and the outlet of the heater core 26 is connected to the other end of the first coolant branch 21, thereby forming a passenger compartment heat exchange circuit. A first water pump 211 is provided on the first coolant branch 21. When the first water pump 211 is turned on, the coolant can circulate in the passenger compartment heat exchange circuit.

[0048] like Figure 2 and Figure 3As shown, the thermal management system 100 includes a condenser 31, a first refrigerant branch 11 flows through the refrigerant side of the condenser 31, and a first coolant branch 21 flows through the coolant side of the condenser 31. The first refrigerant branch 11 and the first coolant branch 21 exchange heat at the condenser 31, and the refrigerant condenses and releases heat on the refrigerant side of the condenser 31. The coolant absorbs the heat released by the refrigerant, so that the coolant in the first cooling branch is heated after the heat exchange occurs.

[0049] The coolant in the first cooling branch is heated and then passed into the heater core 26, thereby heating the heater core 26. In cold seasons, the low-temperature air absorbs heat and heats up after passing through the heater core 26, and the heated air is passed into the passenger compartment to heat the passenger compartment.

[0050] Therefore, by connecting the heater core 26 and the first coolant branch 21, heat exchange for the passenger compartment can be achieved.

[0051] It can be understood that by adjusting the opening size of the first electronic expansion valve 121, the opening size of the third electronic expansion valve 141, and the air outlet temperature of the warm air core 26, the rotation speed of the compressor 10, the suction superheat of the compressor 10, and the suction pressure of the compressor 10 can be controlled, so that the capacity of the compressor 10 can be fully utilized.

[0052] In some embodiments, the second refrigerant branch 12 has an evaporator 32 , and the evaporator 32 is arranged adjacent to the heater core 26 .

[0053] like Figure 2 and Figure 3 As shown, in the heating mode, the first electronic expansion valve 121 is opened, and the refrigerant at the discharge port of the compressor 10 passes through the first refrigerant branch 11 and then enters the second refrigerant branch 12 and then flows back to the inlet of the compressor 10 .

[0054] An evaporator 32 is provided on the second refrigerant branch 12. For example, an air-conditioning box is provided on the body of the vehicle, and the heater core 26 and the evaporator 32 are both arranged in the air-conditioning box. When the low-temperature air temperature is lower than the temperature of the refrigerant, the low-temperature air entering the air-conditioning box can be preheated at the evaporator 32, and then heated again at the heater core 26 to achieve the effect of secondary heating, which is beneficial to improving the heating rate of the passenger compartment. The heat at the condenser 31 and the evaporator 32 is thereby utilized, and full utilization of the energy created by the operation of the compressor 10 can be achieved, thereby reducing energy waste.

[0055] In addition, the preheating of the low-temperature air through the evaporator 32 is beneficial to the rapid increase of the inlet temperature of the heater core 26, which is beneficial to the rapid increase of the exhaust pressure of the compressor 10. The increase in exhaust pressure can correspond to an increase in the suction pressure of the compressor 10, so that the capacity of the compressor 10 can be exerted more quickly, which is further beneficial to the heating rate of the passenger compartment.

[0056] like Figure 2 As shown, in some embodiments, the third refrigerant branch 13 is provided with a second one-way valve 132 for unidirectionally conducting the refrigerant to the inlet of the compressor 10 .

[0057] like Figure 2 As shown, the third refrigerant branch 13 is arranged in parallel with the second refrigerant branch 12, and the refrigerant entering the second refrigerant branch 12 can easily enter the third refrigerant branch 13 from the end of the third refrigerant branch 13. By setting a second one-way valve 132 on the third refrigerant branch 13, the refrigerant can be prevented from entering the third cooling branch and being stored in the third cooling branch, thereby reducing the probability of the first subsystem lacking refrigerant and thus affecting the overall performance, ensuring the reliability of the entire thermal management system 100, and at the same time, it can prevent the refrigerant from entering the third refrigerant branch 13 and transferring heat to the second coolant branch 22, which will lead to a reduction in the heating and pressure increasing effects of the compressor 10.

[0058] like Figure 3 As shown, in other embodiments, the third refrigerant branch 13 is not provided with the second one-way valve 132. In this case, the second electronic expansion valve 131 can be kept at the minimum opening, thereby reducing the manufacturing cost of the thermal management system 100.

[0059] like Figure 2 and Figure 3 As shown, the thermal management system 100 includes a battery heat exchanger 33, the third refrigerant branch 13 flows through the refrigerant side of the battery heat exchanger 33, the second coolant branch 22 flows through the coolant side of the battery heat exchanger 33, and the third refrigerant branch 13 and the second coolant branch 22 exchange heat at the battery heat exchanger 33.

[0060] Among them, in cold seasons, the coolant temperature in the second coolant branch 22 is relatively low. When the coolant temperature in the second coolant branch 22 is lower than the temperature of the refrigerant in the third refrigerant branch 13, the coolant can absorb the heat of the refrigerant, so that the coolant in the second cooling branch heats up after heat exchange.

[0061] like Figure 2 and Figure 3 As shown, in some embodiments, the second subsystem includes a first multi-way water valve 27 and a second multi-way water valve 28, and both ends of the second coolant branch 22 are connected to the first multi-way water valve 27 and the second multi-way water valve 28 respectively.

[0062] like Figure 2 and Figure 3As shown, both ends of the second coolant branch 22 are directly connected to the first multi-way water valve 27 and the second multi-way water valve 28, thereby facilitating the circulation of the coolant in multiple coolant branches, simplifying the overall structure, and helping to reduce the difficulty of integrating the entire second subsystem and reducing manufacturing costs.

[0063] like Figure 2 and Figure 3 As shown, in some embodiments, the second subsystem also includes a battery heat exchange branch 24 for performing heat exchange with the battery 34, and the first multi-way water valve 27, the battery heat exchange branch 24, the second multi-way water valve 28 and the second coolant branch 22 are connected to form a battery circulation loop.

[0064] like Figure 2 and Figure 3 As shown, one end of the battery heat exchange branch 24 is connected to the first multi-way water valve 27, the other end of the battery heat exchange branch 24 is connected to the second multi-way water valve 28, and the two ends of the second coolant branch 22 are respectively connected to the first multi-way water valve 27 and the second multi-way water valve 28, thereby forming a loop.

[0065] A battery 34 is provided on the battery heat exchange branch 24, and a second water pump 221 is provided on the second coolant branch 22. When the second water pump 221 is turned on, the coolant in the second coolant branch 22 is pumped into the battery heat exchange branch 24 under the action of the second water pump 221, so that the coolant circulates, thereby realizing heat exchange for the battery 34.

[0066] like Figure 2 and Figure 3 As shown, in some embodiments, the second subsystem also includes a third coolant branch 23 and an electric drive heat exchange branch 25 for heat exchange with the electric drive assembly 36, and the two ends of the third coolant branch 23 are respectively connected to the first multi-way water valve 27 and the second multi-way water valve 28, and the first multi-way water valve 27, the electric drive heat exchange branch 25, the second multi-way water valve 28 and the third coolant branch 23 are connected to form an electric drive heat storage circuit.

[0067] like Figure 2 and Figure 3 As shown, both ends of the third coolant branch 23 are directly connected to the first multi-way water valve 27 and the second multi-way water valve 28, one end of the electrically driven heat exchange branch 25 is connected to the first multi-way water valve 27, and the other end of the electrically driven heat exchange branch 25 is connected to the second multi-way water valve 28, thereby forming a loop.

[0068] An electric drive assembly 36 is provided on the electric drive heat exchange branch 25, which includes electronic devices such as a motor and a controller. When the motor is working, a certain amount of heat can be generated. A third water pump 231 is provided on the third cooling branch. When the third water pump 231 is working, the coolant of the third coolant branch 23 can be passed into the electric drive heat exchange branch 25. When flowing through the motor and other structures, the coolant can absorb the heat of the motor, so that the coolant is heated. The coolant can store the heat of the motor. This circuit forms an electric drive heat storage circuit, thereby enabling the thermal management system 100 to utilize the motor heat to pass the heated coolant into the battery heat exchange branch 24 or the heater core 26 for heating the battery 34 or the passenger compartment, etc., thereby reducing the system energy consumption.

[0069] In addition, the electric drive heat exchange branch 25 can also be connected to the radiator 37, so that the radiator 37 can dissipate heat and cool the refrigerant in the electric drive heat exchange branch 25.

[0070] like Figure 2 and Figure 3 As shown, in some specific examples, the outlet of the compressor 10, the first refrigerant branch 11, the second refrigerant branch 12 and the inlet of the compressor 10 form a first refrigerant circuit; the outlet of the compressor 10, the fourth refrigerant branch 14 and the inlet of the compressor 10 form a second refrigerant circuit; the outlet of the compressor 10, the first refrigerant branch 11, the third refrigerant branch 13 and the inlet of the compressor 10 form a third refrigerant circuit.

[0071] Therefore, the first subsystem has three refrigerant circuits, which can operate simultaneously or not. The refrigerant circulates in the three circuits, and the coolant exchanges heat with the refrigerant branches, thereby achieving cooling or heating of the passenger compartment and the battery 34.

[0072] In some embodiments, the heating mode includes a first heating mode for heating the passenger compartment when the vehicle is started. In the first heating mode, the first refrigerant circuit and the second refrigerant circuit operate and the third refrigerant circuit does not operate, and the compressor 10 has a first suction pressure.

[0073] When the vehicle is started in cold seasons, the vehicle is in a cold start stage. When the passenger compartment needs to be heated, the first heating mode can be operated. The refrigerant circulates through the first refrigerant circuit and the second refrigerant circuit. Part of the refrigerant discharged through the outlet of the compressor 10 returns to the inlet of the compressor 10 through the first refrigerant branch 11 and the second refrigerant branch 12, and the other part returns to the inlet of the compressor 10 through the fourth refrigerant branch 14. At this time, the suction pressure of the compressor 10 is the first suction pressure, which can be adjusted according to the opening degree of the first electronic expansion valve 121 and the third electronic expansion valve 141, so that the operation of the compressor 10 meets the heating demand of the passenger compartment.

[0074] In some embodiments, the heating mode includes a second heating mode for heating the passenger compartment during vehicle operation. In the second heating mode, the first refrigerant circuit and the second refrigerant circuit are operating and the third refrigerant circuit is not operating, the compressor 10 has a second suction pressure, and the second suction pressure is negatively correlated with the ambient temperature.

[0075] During vehicle operation, the vehicle is in a steady state stage. When the passenger compartment needs to be heated, the second heating mode can be operated at this time. The refrigerant passes through the first refrigerant circuit and the second refrigerant circuit circulation flow channel. A part of the refrigerant discharged through the outlet of the compressor 10 returns to the inlet of the compressor 10 through the first refrigerant branch 11 and the second refrigerant branch 12, and the other part returns to the inlet of the compressor 10 through the fourth refrigerant branch 14. At this time, the suction pressure of the compressor 10 is the second suction pressure P2. Among them, by adjusting the opening size of the first electronic expansion valve 121 and the opening size of the third electronic expansion valve 141, the suction superheat of the compressor 10 and the second suction pressure P2 of the compressor 10 can be controlled.

[0076] Here, the second suction pressure P2 of the compressor 10 is related to the ambient temperature. The lower the ambient temperature, the higher the second suction pressure P2, as shown in Table 1 below.

[0077] Table 1

[0078]

[0079] Among them, P24>P23>P22>P21.

[0080] By controlling the second suction pressure P2 of the compressor 10 according to different ambient temperatures, the heating condition of the passenger compartment can be changed according to changes in the ambient temperature. By adjusting the second suction pressure P2, the compressor 10 can be operated in a suitable speed range.

[0081] In some embodiments, the heating mode includes a third heating mode for heating the passenger compartment and the battery 34 during vehicle operation. In the third heating mode, the first refrigerant circuit, the second refrigerant circuit and the third refrigerant circuit are all operating, and the compressor 10 has a third suction pressure. The third suction pressure P3 of the compressor 10 is negatively correlated with the ambient temperature, and the first evaporation pressure P4 of the third refrigerant branch 13 is positively correlated with the water inlet temperature of the second coolant branch 22.

[0082] During vehicle operation, the vehicle is in a steady state stage. When the passenger compartment and the battery 34 need to be heated at the same time, for example, when driving the vehicle and charging the battery 34, the battery 34 can be heated in advance to increase the charging rate of the battery 34. At this time, the third heating mode can be operated. After a part of the refrigerant discharged from the outlet of the compressor 10 passes through the first refrigerant branch 11, the first part of it returns to the inlet of the compressor 10 through the second refrigerant branch 12, and the second part of it returns to the inlet of the compressor 10 through the third refrigerant branch 13. Another part of the refrigerant discharged from the outlet of the compressor 10 returns to the inlet of the compressor 10 through the fourth refrigerant branch 14. At this time, the suction pressure of the compressor 10 is the third suction pressure P3. Among them, by adjusting the opening size of the first electronic expansion valve 121, the opening size of the second electronic expansion valve 131 and the opening size of the third electronic expansion valve 141, the suction superheat of the compressor 10 and the third suction pressure P3 of the compressor 10 can be controlled.

[0083] The third suction pressure P3 of the compressor 10 is related to the ambient temperature. The lower the ambient temperature, the higher the third suction pressure P3, as shown in Table 2 below.

[0084] Table 2

[0085]

[0086] Among them, P34>P33>P32>P31; at the same time, compared with the second heating mode, at the same ambient temperature, the third suction pressure P3 of the compressor 10 is greater than the second suction pressure P2 of the compressor 10, that is, P31>P21, P32>P22, P33>P23, P34>P24, by increasing the suction pressure of the compressor 10 to meet the heating needs of the battery 34 at the same ambient temperature.

[0087] The first evaporation pressure of the third refrigerant branch 13 is related to the water inlet temperature of the second coolant branch 22. The higher the water inlet temperature of the second coolant branch 22, the higher the first evaporation pressure of the third refrigerant branch 13, as shown in Table 3 below.

[0088] Table 3

[0089]

[0090] Among them, P46>P45>P44>P43>P42>P41, the higher the water inlet temperature, the higher the first evaporation pressure, and the temperature difference between the refrigerant and the coolant is adjusted by adjusting the first evaporation pressure, so as to adjust the heat exchange capacity of the battery heat exchanger 33, and by keeping the temperature difference between the refrigerant and the coolant constant, the stable heating of the battery 34 is achieved.

[0091] Here, the first evaporation pressure P4 of the third refrigerant branch 13 can be controlled by adjusting the opening of the second electronic expansion valve 131 .

[0092] In some embodiments, the heating mode includes a fourth heating mode for heating the passenger compartment and heating the battery 34 during vehicle operation. In the fourth heating mode, the first refrigerant circuit, the second refrigerant circuit and the third refrigerant circuit are all operating, the compressor 10 has a fourth suction pressure P6, and the second evaporation pressure P5 of the third refrigerant branch 13 is positively correlated with the water inlet temperature of the second coolant branch 22 and negatively correlated with the ambient temperature.

[0093] During vehicle operation, the vehicle is in a steady-state stage. When the passenger compartment needs to be heated and the battery 34 needs to be heated, a higher heating rate is required for the battery 34. For example, when the battery 34 is fast charged in a low-temperature environment, steady-state heating of the passenger compartment is required and the battery 34 is quickly heated. Thus, the fourth heating mode can be operated, that is, the heating rate of the battery 34 in the fourth heating mode is higher than the heating rate of the battery 34 in the third mode.

[0094] At this time, after a part of the refrigerant discharged through the outlet of the compressor 10 passes through the first refrigerant branch 11, the first part of it returns to the inlet of the compressor 10 through the second refrigerant branch 12, the second part of it returns to the inlet of the compressor 10 through the third refrigerant branch 13, and the other part of the refrigerant discharged from the outlet of the compressor 10 returns to the inlet of the compressor 10 through the fourth refrigerant branch 14. At this time, the suction pressure of the compressor 10 is the fourth suction pressure P6.

[0095] Among them, by adjusting the opening size of the first electronic expansion valve 121, the opening size of the second electronic expansion valve 131 and the opening size of the third electronic expansion valve 141, the suction superheat of the compressor 10 and the fourth suction pressure P6 of the compressor 10 can be controlled.

[0096] At this time, regardless of the ambient temperature, since the battery 34 needs to be heated quickly, the fourth suction pressure P6 of the compressor 10 can be adjusted to a maximum value according to the performance of the compressor 10 to maximize the performance of the compressor 10.

[0097] The second evaporation pressure P5 of the third refrigerant branch 13 is related to the water inlet temperature of the second coolant branch 22 and the ambient temperature. At the same ambient temperature, the higher the water inlet temperature of the second coolant branch 22, the higher the second evaporation pressure P5 of the third refrigerant branch 13. At the same water inlet temperature, the higher the ambient temperature, the higher the second evaporation pressure P5 of the third refrigerant branch 13, as shown in Table 4 below.

[0098] Table 4

[0099]

[0100] Among them, P514>P513>P512>P511, P523>P522>P521, P532>P531, and P532>P523>P514, P531>P522>P513, P521>P512. Since the higher the ambient temperature, the smaller the cooling load of the passenger compartment, more heat can be used to heat the battery 34. Compared with the third heating mode, the battery 34 requires a faster heating rate in the fourth heating mode. Therefore, at the same water inlet temperature, the second evaporation pressure P5 is higher than the first evaporation pressure P4, that is, P511>P41, P512>P42, P513>P43, P514>P44. Therefore, the temperature difference between the refrigerant and the coolant is adjusted by adjusting the second evaporation pressure P5, so as to adjust the heat exchange amount of the battery heat exchanger 33.

[0101] In addition, the second evaporation pressure P5 of the third refrigerant branch 13 can be controlled by adjusting the opening of the second electronic expansion valve 131 .

[0102] The vehicle 1000 according to the second embodiment of the present application includes the thermal management system 100 according to the first embodiment of the present application. Thus, by adopting the thermal management system 100, it is helpful to simplify the system structure, reduce costs, and improve heat exchange efficiency.

[0103] The following is combined with Figure 1-Figure 2 A thermal management system 100 and a vehicle having the same according to a specific embodiment of the present application are described.

[0104] The thermal management system 100 is provided on a vehicle 1000, such as Figure 2 As shown, the thermal management system 100 includes: a compressor 10, a condenser 31, a liquid storage tank 35, an evaporator 32, a battery heat exchanger 33, a heater core 26, an electric drive assembly 36, a radiator 37, a battery 34, a first multi-way water valve 27, and a second multi-way water valve 28. The evaporator 32 and the heater core 26 are arranged in the air conditioning box of the vehicle 1000.

[0105] The thermal management system 100 includes a first subsystem and a second subsystem. The first subsystem includes a compressor 10 , a first refrigerant branch 11 , a second refrigerant branch 12 , a third refrigerant branch 13 and a fourth refrigerant branch 14 .

[0106] The first refrigerant branch 11 flows through the refrigerant side of the condenser 31 and the liquid storage tank 35, and the second refrigerant branch 12 flows through the evaporator 32. The second refrigerant branch 12 has a first electronic expansion valve 121 located upstream of the evaporator 32, wherein the outlet of the compressor 10, the first refrigerant branch 11, the second refrigerant branch 12 and the inlet of the compressor 10 form a first refrigerant circuit, and the first refrigerant circuit flows through the compressor 10, the refrigerant side of the condenser 31, the liquid storage tank 35, the first electronic expansion valve 121, the refrigerant side of the evaporator 32 and the compressor 10 in sequence.

[0107] The third refrigerant branch 13 flows through the refrigerant side of the battery heat exchanger 33. The third refrigerant branch 13 is provided with a second electronic expansion valve 131 and a second one-way valve 132. The second electronic expansion valve 131 is located upstream of the refrigerant side of the battery heat exchanger 33, and the second one-way valve 132 is located downstream of the refrigerant side of the battery heat exchanger 33. The outlet of the compressor 10, the first refrigerant branch 11, the third refrigerant branch 13 and the inlet of the compressor 10 form a third refrigerant circuit. The third refrigerant circuit flows through the compressor 10, the refrigerant side of the condenser 31, the liquid storage tank 35, the second electronic expansion valve 131, the refrigerant side of the battery heat exchanger 33, the second one-way valve 132 and the compressor 10 in sequence.

[0108] One end of the fourth refrigerant branch 14 is connected to the outlet of the compressor 10, and the other end of the fourth refrigerant branch 14 is connected to the inlet of the compressor 10. The outlet of the compressor 10, the fourth refrigerant branch 14 and the inlet of the compressor 10 form a second refrigerant circuit, and the second refrigerant circuit flows through the compressor 10, the third electronic expansion valve 141 and the compressor 10 in sequence.

[0109] The second subsystem includes a first coolant branch 21 , a second coolant branch 22 , a third coolant branch 23 , a heater core 26 , a battery heat exchange branch 24 and an electric drive heat exchange branch 25 .

[0110] The first coolant branch 21 flows through the water side of the condenser 31, and the first coolant branch 21 and the first refrigerant branch 11 exchange heat at the condenser 31. A first water pump 211 is provided on the first coolant branch 21, and the inlet of the heater core 26 is connected to one end of the first coolant branch 21, and the outlet of the heater core 26 is connected to the other end of the first coolant branch 21. The first coolant branch 21 is also provided with a first check valve 212. Thus, the heater core 26 and the first coolant branch 21 form a passenger compartment heat exchange circuit, and the passenger compartment heat exchange circuit flows through the first water pump 211, the water side of the condenser 31, the water side of the heater core 26, the first check valve 212 and the first water pump 211 in sequence.

[0111] The second coolant branch 22 and the third refrigerant branch 13 exchange heat, and the second coolant branch 22 flows through the coolant side of the battery heat exchanger 33. The two ends of the second coolant branch 22 are respectively connected to the first multi-way water valve 27 and the second multi-way water valve 28. The second coolant branch 22 is provided with a second water pump 221. The battery heat exchange branch 24 flows through the battery 34. One end of the battery heat exchange branch 24 is connected to the first multi-way water valve 27, and the other end of the battery heat exchange branch 24 is connected to the second multi-way water valve 28. Thus, the first multi-way water valve 27, the battery heat exchange branch 24, the second multi-way water valve 28 and the second coolant branch 22 are connected to form a battery circulation loop. The battery circulation loop flows through the second water pump 221, the first multi-way water valve 27, the battery 34, the second multi-way water valve 28, the water side of the battery heat exchanger 33 and the second water pump 221 in sequence.

[0112] The two ends of the third coolant branch 23 are respectively connected to the first multi-way water valve 27 and the second multi-way water valve 28. The third coolant branch 23 is provided with a third water pump 231. The two ends of the electric drive heat exchange branch 25 are respectively connected to the first multi-way water valve 27 and the second multi-way water valve 28. The electric drive heat exchange branch 25 flows through the electric drive assembly 36. The first multi-way water valve 27, the electric drive heat exchange branch 25, the second multi-way water valve 28 and the third coolant branch 23 are connected to form an electric drive heat storage circuit. The electric drive heat storage circuit flows through the third water pump 231, the first multi-way water valve 27, the electric drive 36, the second multi-way water valve 28 and the third water pump 231 in sequence.

[0113] The heating modes of the thermal management system include at least a first heating mode, a second heating mode, a third heating mode and a fourth heating mode.

[0114] When the ambient temperature is low, for example, in an environment less than or equal to 0°C, the vehicle 1000 is started, and the vehicle 1000 enters a cold start stage. At this time, the passenger compartment is heated, and the thermal management system starts the first heating mode, the first refrigerant circuit runs, the second refrigerant circuit runs, the passenger compartment heat exchange circuit runs, and the electric drive heat storage circuit runs. At this time, the battery circulation circuit may run or not run, that is, the second water pump 221 may be turned on or off according to whether the battery 34 has a temperature equalization requirement.

[0115] At this time, the intake air of the passenger compartment is first preheated in the evaporator 32, so that the intake air temperature entering the warm air core 26 is increased, which is conducive to the rapid increase of the exhaust pressure of the compressor 10 and the rapid exertion of the compressor capacity.

[0116] Since the third refrigerant branch 13 is provided with a one-way valve 132 , the refrigerant can be prevented from being stored in the battery heat exchanger 33 , thereby preventing the problem of the overall performance of the system being affected due to lack of refrigerant.

[0117] During vehicle startup, the electric drive assembly 36 is in operation, and the oil temperature in the electric drive assembly 26 rises rapidly, thereby causing the water temperature flowing through the electric drive assembly 26 to rise rapidly, making it easier for the entire system to enter the electric drive waste heat heat pump mode, thereby reducing system energy consumption.

[0118] When the ambient temperature is low and the vehicle 1000 runs smoothly after starting, the vehicle 1000 enters a steady-state stage. At this time, the passenger compartment is heated, and the thermal management system starts the second heating mode. The first refrigerant circuit runs, the second refrigerant circuit runs, the passenger compartment heat exchange circuit runs, and the electric drive heat storage circuit runs. At this time, the battery circulation circuit may run or not run, that is, the second water pump 221 may be turned on or off according to whether the battery 34 has a temperature equalization requirement.

[0119] In the second heating mode, the second suction pressure P2 is adjusted according to the ambient temperature.

[0120] When the ambient temperature is low and the vehicle 1000 runs smoothly after starting, the vehicle 1000 enters a steady-state stage, during which the passenger compartment and the battery are heated, and the battery heating demand is low. The thermal management system starts the third heating mode, the first refrigerant circuit operates, the second refrigerant circuit operates, the third refrigerant circuit operates, the passenger compartment heat exchange circuit operates, and the electric drive heat storage circuit operates.

[0121] In the third heating mode, the third suction pressure P3 is adjusted according to the ambient temperature, and the first evaporation pressure P3 of the third refrigerant branch is adjusted according to the inlet water temperature of the second coolant branch.

[0122] When the ambient temperature is low and the vehicle 1000 runs smoothly after starting, the vehicle 1000 enters a steady-state stage. At this time, the passenger compartment and the battery are heated, and the battery heating demand is high. The battery needs to be heated quickly. The thermal management system starts the fourth heating mode, the first refrigerant circuit runs, the second refrigerant circuit runs, the third refrigerant circuit runs, the passenger compartment heat exchange circuit runs, and the electric drive heat storage circuit runs.

[0123] Among them, in the fourth heating mode, regardless of the ambient temperature, since the battery 34 needs to be heated quickly, the fourth suction pressure P6 of the compressor 10 can be adjusted to the maximum value according to the performance of the compressor 10 to exert the maximum performance of the compressor 10. At the same time, the second evaporation pressure P5 of the third refrigerant branch 13 needs to be adjusted according to the inlet water temperature of the second coolant branch 22 and the ambient temperature.

[0124] Since the higher the ambient temperature, the smaller the cooling load of the passenger compartment, more heat can be used to heat the battery 34. Compared with the third heating mode, the battery 34 requires a faster heating rate in the fourth heating mode. Therefore, at the same water inlet temperature, the second evaporation pressure P5 is higher than the first evaporation pressure P4.

[0125] Therefore, the entire thermal management system can meet the heating needs of the passenger compartment during the cold start and steady-state stages of the vehicle in a low-temperature environment. By adjusting the opening size of the first electronic expansion valve 121 and the second electronic expansion valve 131, the flow distribution of the refrigerant can be adjusted. In a low-temperature environment, it can meet various usage scenarios of heating the passenger compartment and the battery at the same time.

[0126] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A thermal management system, characterized in that: include: A first subsystem, the first subsystem comprising a compressor, a first refrigerant branch, a second refrigerant branch, a third refrigerant branch and a fourth refrigerant branch, the outlet of the compressor being connected to the first refrigerant branch, the second refrigerant branch and the third refrigerant branch being selectively connected in parallel and respectively connected between the first refrigerant branch and the inlet of the compressor, the fourth refrigerant branch connecting the outlet of the compressor and the inlet of the compressor, the second refrigerant branch having a first electronic expansion valve, the third refrigerant branch having a second electronic expansion valve, and the fourth refrigerant branch having a third electronic expansion valve; The second subsystem includes a first coolant branch and a second coolant branch, the first coolant branch is heat exchanged with the first refrigerant branch, and the second coolant branch is heat exchanged with the third refrigerant branch. The thermal management system has at least one heating mode, in which the first electronic expansion valve and the third electronic expansion valve are opened.

2. The thermal management system according to claim 1, characterized in that: The second subsystem includes a heater core for exchanging heat with the passenger compartment. The heater core is connected to the first coolant branch to form a passenger compartment heat exchange circuit.

3. The thermal management system according to claim 2, characterized in that: The second refrigerant branch has an evaporator, and the evaporator is arranged adjacent to the warm air core.

4. The thermal management system according to any one of claims 1 to 3, characterized in that: The third refrigerant branch is provided with a one-way valve for unidirectionally directing the refrigerant to the inlet of the compressor.

5. The thermal management system according to any one of claims 1 to 4, characterized in that: The second subsystem includes a first multi-way water valve and a second multi-way water valve, and two ends of the second coolant branch are respectively connected to the first multi-way water valve and the second multi-way water valve.

6. The thermal management system according to claim 5, characterized in that: The second subsystem also includes a battery heat exchange branch for performing heat exchange with the battery, and the first multi-way water valve, the battery heat exchange branch, the second multi-way water valve and the second coolant branch are connected to form a battery circulation loop.

7. The thermal management system according to claim 5, characterized in that: The second subsystem also includes a third coolant branch and an electric drive heat exchange branch for heat exchange with the electric drive assembly. The two ends of the third coolant branch are respectively connected to the first multi-way water valve and the second multi-way water valve, and the first multi-way water valve, the electric drive heat exchange branch, the second multi-way water valve and the third coolant branch are connected to form an electric drive heat storage circuit.

8. The thermal management system according to any one of claims 1 to 7, characterized in that: The outlet of the compressor, the first refrigerant branch, the second refrigerant branch and the inlet of the compressor form a first refrigerant circuit; The outlet of the compressor, the fourth refrigerant branch and the inlet of the compressor form a second refrigerant circuit; The outlet of the compressor, the first refrigerant branch, the third refrigerant branch and the inlet of the compressor form a third refrigerant circuit.

9. The thermal management system according to claim 8, characterized in that: The heating mode includes a first heating mode for heating the passenger compartment when the vehicle is started. In the first heating mode, the first refrigerant circuit and the second refrigerant circuit are operated and the third refrigerant circuit is not operated, and the compressor has a first suction pressure.

10. The thermal management system according to claim 8, characterized in that: The heating mode includes a second heating mode for heating the passenger compartment during vehicle operation. In the second heating mode, the first refrigerant circuit and the second refrigerant circuit are operating and the third refrigerant circuit is not operating, the compressor has a second suction pressure, and the second suction pressure is negatively correlated with the ambient temperature.

11. The thermal management system according to claim 8, characterized in that: The heating mode includes a third heating mode for heating the passenger compartment and the battery during vehicle operation. In the third heating mode, the first refrigerant circuit, the second refrigerant circuit and the third refrigerant circuit are all in operation, the compressor has a third suction pressure, the third suction pressure of the compressor is negatively correlated with the ambient temperature, and the first evaporation pressure of the third refrigerant branch is positively correlated with the water inlet temperature of the second coolant branch.

12. The thermal management system according to claim 8, characterized in that: The heating mode includes a fourth heating mode for heating the passenger compartment and heating the battery during vehicle operation. In the fourth heating mode, the first refrigerant circuit, the second refrigerant circuit, and the third refrigerant circuit are all operated, and the compressor has a fourth suction pressure. The second evaporation pressure of the third refrigerant branch is positively correlated with the water inlet temperature of the second coolant branch and negatively correlated with the ambient temperature.

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

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