Vehicle thermal management system

Abstract

A vehicle thermal management system includes a cabin heating subsystem thermally connected to a cabin and including a cabin coolant circulation path configured to enable cabin coolant to circulate therethrough; a power electronics (PE) cooling subsystem fluidly connected to the PE component and including a PE coolant circulation path configured to enable a PE coolant to circulate therethrough; a battery cooling subsystem fluidly connected to the battery and including a battery coolant circulation path configured to enable battery coolant to circulate therethrough; and a heat pump module thermally and fluidly connected to the cabin heating subsystem, the PE cooling subsystem, and the battery cooling subsystem, where the heat pump module includes a refrigerant circulation path configured to enable refrigerant to circulate therethrough.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of and priority to Korean Patent Application No. 10-2023-0154832 filed in the Korean Intellectual Property Office on November 9, 2023, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] The present invention relates to a vehicle thermal management system, and more particularly to a vehicle thermal management system designed to effectively transfer heat between a vehicle cabin heating subsystem, a power electronics cooling subsystem, and a battery cooling subsystem. Background Art

[0004] As energy efficiency and environmental issues become more important, it is becoming increasingly important to develop environmentally friendly vehicles that can replace internal combustion engine vehicles. Environmentally friendly vehicles are divided into electric vehicles that use fuel cells or electricity as a power source and hybrid vehicles that use an engine and a battery.

[0005] An electric vehicle may include a vehicle thermal management system for heating a passenger compartment (or cabin) and maintaining batteries and / or power electronics components at an optimal temperature. The vehicle thermal management system may include: a cabin heating subsystem for heating the cabin, a power electronics (PE) cooling subsystem designed to maintain PE components of the PE system at an appropriate temperature, and a battery cooling subsystem designed to maintain the battery at an appropriate temperature. The battery cooling subsystem may include a battery cooler and a battery radiator, and the PE cooling subsystem may include a PE radiator.

[0006] According to the layout of electric buses in the related prior art, the battery and the battery cooling subsystem may be arranged on the top of the vehicle body, and the PE cooling subsystem and the cabin heating subsystem may be arranged on the floor of the vehicle body. Therefore, the battery may be separated from the cabin heating circuit. Therefore, the waste heat of the battery may not be used for the cabin heating subsystem.

[0007] In addition, since the electric buses of the related prior art have relatively large battery capacity, the heat generated by the battery under charging conditions is high, and the heat generated by the battery under driving conditions is relatively low. Therefore, the size of the battery radiator and the size of the battery cooler corresponding to the battery charging conditions in the battery cooling subsystem will be relatively increased, resulting in an increase in the number of components and weight of the vehicle thermal management system.

[0008] The vehicle thermal management system according to the related prior art may not be able to effectively transfer heat between the cabin heating subsystem, the battery cooling subsystem and the PE cooling subsystem, so it is unable to effectively utilize thermal energy and seriously wastes electrical energy.

[0009] The above information described in this background section is provided to help understanding the background of the present invention and may include any technical concepts that are known to one of ordinary skill in the art that are not considered to be prior art. Summary of the invention

[0010] The present invention aims to solve the above-mentioned problems occurring in the prior art while maintaining the advantages achieved by the prior art.

[0011] One aspect of the present invention provides a vehicle thermal management system designed to efficiently transfer heat between a cabin heating subsystem, a power electronics (PE) cooling subsystem, and a battery cooling subsystem through a heat pump module including a refrigerant cycle.

[0012] According to one aspect of the present invention, a vehicle thermal management system includes: a cabin heating subsystem, thermally connected to the cabin and including a cabin coolant circulation path configured to enable cabin coolant to circulate through. The vehicle thermal management system also includes: a power electronics (PE) cooling subsystem, fluidly connected to the PE components and including a PE coolant circulation path configured to enable PE coolant to circulate through; a battery cooling subsystem, fluidly connected to the battery and including a battery coolant circulation path configured to enable battery coolant to circulate through. The vehicle thermal management system also includes: a heat pump module, thermally and fluidly connected to the cabin heating subsystem, the PE cooling subsystem and the battery cooling subsystem. The heat pump module includes a refrigerant circulation path configured to enable refrigerant to circulate through.

[0013] In one embodiment, the heat pump module further includes: a compressor; a condenser disposed on a downstream side of the compressor; an evaporator disposed on a downstream side of the condenser; and a heat exchanger configured to transfer heat between the refrigerant received from the compressor or the condenser and the PE coolant.

[0014] The cabin coolant circulation path is thermally connected to the condenser, and the battery coolant circulation path is thermally connected to the evaporator.

[0015] In another embodiment, a condenser includes a refrigerant passage fluidly connected to a refrigerant circulation path, and a coolant passage fluidly connected to a cabin coolant circulation path.

[0016] In one embodiment, the heat exchanger includes: a refrigerant channel fluidly connected to the refrigerant circulation path, and a coolant channel fluidly connected to the PE coolant circulation path.

[0017] In one embodiment, the heat pump module includes a first expansion valve configured to expand the refrigerant flowing from the condenser to the heat exchanger.

[0018] In one embodiment, the evaporator includes a refrigerant passage fluidly connected to a refrigerant circulation path, and a coolant passage fluidly connected to a battery coolant circulation path.

[0019] In one embodiment, the heat pump module includes a second expansion valve configured to expand the refrigerant flowing into the refrigerant channel of the evaporator.

[0020] In one embodiment, the heat pump module further includes a first control valve configured to enable the refrigerant discharged from the compressor to be directed to the condenser or to bypass the condenser.

[0021] In one embodiment, the heat pump module further includes a second control valve configured to enable refrigerant exhausted from the condenser to be directed to the heat exchanger, or to enable refrigerant bypassing the condenser to be directed to a refrigerant channel of the heat exchanger.

[0022] In one embodiment, the cabin heating subsystem includes a cabin radiator fluidly connected to a cabin coolant circulation path; a circulation pump to circulate the cabin coolant; and a bypass line configured to enable the cabin coolant to bypass a heat pump module.

[0023] In one embodiment, the cabin heating subsystem further includes a control valve configured to enable cabin coolant exhausted from the cabin radiator to be directed to any one of the heat pump module and the bypass line.

[0024] In one embodiment, the PE cooling subsystem includes: a circulation pump configured to circulate the PE coolant; a PE radiator configured to cool the PE coolant by heat exchange with ambient air; and a bypass line configured to enable the PE coolant to bypass the PE radiator.

[0025] In one embodiment, the PE cooling subsystem further includes a control valve configured to enable the PE coolant exhausted from the coolant channel of the PE component to be directed to any one of the PE radiator and the bypass line. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The above and other objects, features and advantages of the present invention will become more apparent through the following detailed description in conjunction with the accompanying drawings, in which:

[0027] Figure 1 A vehicle thermal management system according to an embodiment of the present invention is shown;

[0028] Figure 2 A heat pump module of a vehicle thermal management system according to an embodiment of the present invention is shown;

[0029] Figure 3The state in which the cabin heating subsystem, the power electronics (PE) cooling subsystem and the battery cooling subsystem are fluidly connected to the heat pump module in the vehicle thermal management system according to the embodiment of the present invention is shown;

[0030] Figure 4 Shows the refrigerant Figure 3 Flow direction through the heat pump module in the state shown;

[0031] Figure 5 shows a state where a PE cooling subsystem and a battery cooling subsystem are fluidly connected to a heat pump module in a vehicle thermal management system according to an embodiment of the present invention; and

[0032] Figure 6 Shows the refrigerant Figure 5 Flow direction through the heat pump module in the shown state.

[0033] The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. DETAILED DESCRIPTION

[0034] Hereinafter, some embodiments of the present invention are described in detail with reference to the accompanying drawings. In the accompanying drawings, the same reference numerals are always used to represent the same or equivalent elements. In addition, a detailed description of the known techniques associated with the present invention is excluded to avoid unnecessarily obscuring the main points of the present invention.

[0035] Terms such as first, second, A, B, (A) and (B) can be used to describe elements in exemplary embodiments of the present invention. These terms are only used to distinguish one element from another element, and the intrinsic characteristics, order or sequence of the corresponding elements are not limited by these terms. Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meanings as those generally understood by those of ordinary skill in the art to which the present invention belongs. Such terms defined in commonly used dictionaries will be interpreted as having the same meanings as the contextual meanings in the relevant field, and unless clearly defined as having meanings in this application, should not be interpreted as having ideal or overly formal meanings.

[0036] When a component, device, element, etc. of the present invention is described as having a purpose or performing an operation, function, etc., the component, device or element should be regarded as "configured to" satisfy the purpose or perform the operation or function.

[0037] refer to Figure 1, a vehicle thermal management system according to an embodiment of the present invention may include: a cabin heating subsystem 11, thermally connected to a cabin (or passenger compartment) 1; a power electronics (PE) cooling subsystem 12, thermally connected to a PE component 32; a battery cooling subsystem 13 thermally connected to a battery 42; and a heat pump module 15, thermally and fluidically connected to the cabin heating subsystem 11, the PE cooling subsystem 12 and the battery cooling subsystem 13.

[0038] The cabin heating subsystem 11 may include a cabin coolant circulation path 21 configured to allow cabin coolant to circulate therethrough, a cabin radiator 22 fluidly connected to the cabin coolant circulation path 21 , a circulation pump 23 that circulates the cabin coolant therethrough, and a heater 24 that heats the cabin coolant.

[0039] The cabin coolant circulation path 21 may be fluidly connected to the cabin radiator 22, the heater 24, and the heat pump module 15. According to one embodiment, the cabin coolant circulation path 21 may include an inlet line 21a connected to an inlet of the cabin radiator 22, and an outlet line 21b connected to an outlet of the cabin radiator 22.

[0040] The circulation pump 23 may be provided at various positions of the cabin coolant circulation path 21. For example, the circulation pump 23 may be provided in the inlet line 21a.

[0041] The heater 24 may be provided in the inlet line 21 a of the cabin coolant circulation path 21 , and the heater 24 may be configured to heat the cabin coolant guided to the cabin radiator 22 .

[0042] The cabin heating subsystem 11 may include a bypass line 25 configured to enable cabin coolant to bypass the heat pump module 15. The bypass line 25 may be configured to connect a downstream point of the cabin radiator 22 and an upstream point of the cabin radiator 22. An inlet of the bypass line 25 may be connected to the outlet line 21b, and an outlet of the bypass line 25 may be connected to the inlet line 21a.

[0043] The cabin heating subsystem 11 may include a control valve 26 provided at a connection point of an inlet of the bypass line 25 and an outlet line 21 b of the cabin coolant circulation path 21. The control valve 26 may be configured to control the flow of the cabin coolant in such a manner that the cabin coolant exhausted from the cabin radiator 22 can be directed to any one of the heat pump module 15 and the bypass line 25.

[0044] The control valve 26 may include an inlet port 26 a communicating with the outlet of the cabin radiator 22 , a first outlet port 26 b communicating with the heat pump module 15 , and a second outlet port 26 c communicating with the inlet of the bypass line 25 .

[0045] In a state where the control valve 26 performs the first switching operation that enables the inlet port 26 a to communicate with the first outlet port 26 b , the cabin coolant exhausted from the cabin radiator 22 may be guided to the heat pump module 15 .

[0046] In a state where the control valve 26 performs the second switching operation to enable the inlet port 26 a to communicate with the second outlet port 26 c , the cabin coolant exhausted from the cabin radiator 22 may be guided to the bypass line 25 so that the cabin coolant can bypass the heat pump module 15 .

[0047] When the circulation pump 23 operates, the cabin coolant may circulate through the cabin coolant circulation path 21. The cabin coolant may be guided to the cabin radiator 22 through the inlet line 21a of the cabin coolant circulation path 21. When the heater 24 operates, the cabin coolant may be heated to a predetermined temperature, and the heated cabin coolant may release heat to the cabin through the cabin radiator 22, so that the cabin is heated. According to the switching operation of the control valve 26, the cabin coolant discharged from the cabin radiator 22 may be guided to the heat pump module 15 or the bypass line 25.

[0048] The PE cooling subsystem 12 may include: a PE coolant circulation path 31 configured to enable a PE coolant to circulate therethrough, a PE component 32 fluidly connected to the PE coolant circulation path 31, a circulation pump 33 that circulates the PE coolant, and a PE radiator 34 configured to cool the PE coolant by exchanging heat with ambient air.

[0049] The PE component 32 may have a coolant channel provided inside or outside thereof, and the PE coolant may pass through the coolant channel of the PE component 32. The PE component 32 may include an integrated charging control unit (ICCU), a front wheel side inverter, a rear wheel side inverter, a rear wheel side motor, an oil cooler connected to the rear wheel side motor, a front wheel side motor, an oil cooler connected to the front wheel side motor, and the like.

[0050] The PE coolant circulation path 31 may be fluidly connected to the PE component 32, the PE radiator 34, and the heat pump module 15. According to one embodiment, the PE coolant circulation path 31 may include an inlet line 31a connected to an inlet of a coolant channel of the PE component 32, and an outlet line 31b connected to an outlet of the coolant channel of the PE component 32.

[0051] The circulation pump 33 may be provided at various locations of the PE coolant circulation path 31. For example, the circulation pump 33 may be provided in the outlet line 31b.

[0052] The PE radiator 34 may be provided on the downstream side of the PE component 32, and the PE radiator 34 may be configured to contact the ambient air through a grille of the vehicle, etc. A cooling fan 37 may be provided adjacent to the PE radiator 34. The PE radiator 34 may be configured to cool the PE coolant by enabling the PE coolant exhausted from the coolant channel of the PE component 32 to exchange heat with the ambient air.

[0053] The PE cooling subsystem 12 may include a bypass line 35 configured to enable the PE coolant to bypass the PE radiator 34. The bypass line 35 may be configured to connect an upstream point of the PE radiator 34 and a downstream point of the PE radiator 34. An inlet of the bypass line 35 may be connected to the outlet line 31b at an upstream point of the PE radiator 34, and an outlet of the bypass line 35 may be connected to the outlet line 31b at a downstream point of the PE radiator 34.

[0054] The PE cooling subsystem 12 may include a control valve 36 located at a connection point of the bypass line 35 and the outlet line 31 b of the PE coolant circulation path 31. The control valve 36 may control the flow of the PE coolant in such a manner that the PE coolant discharged from the coolant passage of the PE component 32 can be directed to any one of the PE radiator 34 and the bypass line 35.

[0055] The control valve 36 may include an inlet port 36 a communicating with the outlet of the coolant channel of the PE component 32 , a first outlet port 36 b communicating with the inlet of the PE radiator 34 , and a second outlet port 36 c communicating with the inlet of the bypass line 35 .

[0056] In a state where the control valve 36 performs the first switching operation to enable the inlet port 36 a to communicate with the first outlet port 36 b , the PE coolant discharged from the coolant channel of the PE component 32 may be guided to the PE radiator 34 .

[0057] In a state where the control valve 36 performs the second switching operation to enable the inlet port 36 a to communicate with the second outlet port 36 c , the PE coolant discharged from the coolant channel of the PE component 32 may be guided to the bypass line 35 so that the PE coolant may bypass the PE radiator 34 .

[0058] When the circulation pump 33 operates, the PE coolant may circulate through the PE coolant circulation path 31. The PE coolant may be guided to the coolant passage of the PE component 32 through the inlet line 31a of the PE coolant circulation path 31. According to the switching operation of the control valve 36, the PE coolant discharged from the coolant passage of the PE component 32 may be guided to the PE radiator 34 or the bypass line 35.

[0059] The battery cooling subsystem 13 may include a battery coolant circulation path 41 configured to enable circulation of a battery coolant, a battery 42 fluidly connected to the battery coolant circulation path 41 , a circulation pump 43 that circulates the battery coolant, and a battery warmer 44 that warms the battery coolant.

[0060] The battery 42 may have a coolant passage provided inside or outside thereof, and the battery coolant may pass through the coolant passage of the battery 42 .

[0061] The battery coolant circulation path 41 may be fluidly connected to the battery 42, the battery warmer 44, and the heat pump module 15. According to an embodiment, the battery coolant circulation path 41 may include an inlet line 41a connected to an inlet of a coolant channel of the battery 42, and an outlet line 41b connected to an outlet of the coolant channel of the battery 42.

[0062] The circulation pump 43 may be provided at various locations of the battery coolant circulation path 41. For example, the circulation pump 43 may be provided in the outlet line 41b.

[0063] The battery warmer 44 may be disposed on an upstream side of the battery 42 , and the battery warmer 44 may be configured to warm the battery coolant.

[0064] When the circulation pump 43 is operated, the battery coolant may circulate through the battery coolant circulation path 41. The battery coolant may be guided to the coolant channel of the battery 42 through the inlet line 41a of the battery coolant circulation path 41. The battery coolant discharged from the coolant channel of the battery 42 may be returned to the coolant channel of the battery 42 through the heat pump module 15.

[0065] refer to Figure 2 , the heat pump module 15 may include: a refrigerant circulation path 51 configured to circulate a phase-change refrigerant; a compressor 52 fluidly connected to the refrigerant circulation path 51; and a liquid reservoir 56 disposed on the upstream side of the compressor 52. The heat pump module 15 also includes: a condenser 61 thermally connected to the cabin coolant circulation path 21 of the cabin heating subsystem 11; a heat exchanger 62 thermally connected to the PE coolant circulation path 31 of the PE cooling subsystem 12; and an evaporator 63 thermally connected to the battery coolant circulation path 41 of the battery cooling subsystem 13.

[0066] The compressor 52 may be configured to compress the refrigerant, thereby circulating the refrigerant. According to one embodiment, the compressor 52 may be an electric compressor driven by electric energy.

[0067] The accumulator 56 may be disposed on an upstream side of the compressor 52 , and the accumulator 56 may separate liquid refrigerant from the refrigerant, thereby preventing the liquid refrigerant from flowing into the compressor 52 .

[0068] The condenser 61 may be disposed on the downstream side of the compressor 52 and thermally connected to the cabin coolant circulation path 21 so that it may be configured to transfer heat between the cabin coolant and the refrigerant. In one embodiment, the condenser 61 may include a refrigerant passage 61a through which the refrigerant passes and a coolant passage 61b through which the cabin coolant passes. The refrigerant passage 61a may be configured to selectively allow the high-pressure refrigerant discharged from the compressor 52 to pass therethrough. The coolant passage 61b may be fluidly connected to the outlet line 21b and the inlet line 21a of the cabin coolant circulation path 21. The cabin coolant may sequentially pass through the outlet line 21b of the cabin coolant circulation path 21, the coolant passage 61b, and the inlet line 21a of the cabin coolant circulation path 21. The refrigerant discharged from the compressor 52 may be in a relatively high temperature and high pressure state. The temperature of the cabin coolant discharged from the outlet line 21b of the cabin coolant circulation path 21 may be lower than the temperature of the refrigerant discharged from the compressor 52. When the high-temperature refrigerant discharged from the compressor 52 passes through the refrigerant passage 61a of the condenser 61, and the cabin coolant discharged from the outlet line 21b of the cabin coolant circulation path 21 passes through the coolant passage 61b of the condenser 61, heat can be transferred from the relatively high-temperature refrigerant to the relatively low-temperature cabin coolant. Therefore, the refrigerant is condensed, and the cabin coolant is heated.

[0069] The heat exchanger 62 may be configured to transfer heat between the refrigerant received from the condenser 61 or the compressor 52 and the PE coolant. The heat exchanger 62 may be thermally connected to the PE coolant circulation path 31 of the PE cooling subsystem 12, so that it may be configured to transfer heat between the PE coolant and the refrigerant. In one embodiment, the heat exchanger 62 may include: a refrigerant channel 62a through which the refrigerant passes, and a coolant channel 62b through which the PE coolant passes. The refrigerant channel 62a of the heat exchanger 62 may be configured to receive the refrigerant discharged from the refrigerant channel 61a of the condenser 61 or the compressor 52. The coolant channel 62b of the heat exchanger 62 may be fluidly connected to the outlet pipeline 31b and the inlet pipeline 31a of the PE coolant circulation path 31. The PE coolant may sequentially pass through the outlet pipeline 31b of the PE coolant circulation path 31, the coolant channel 62b, and the inlet pipeline 31a of the PE coolant circulation path 31.

[0070] According to one embodiment, Figure 4As shown, when the high-temperature and high-pressure refrigerant discharged from the compressor 52 passes through the refrigerant passage 61a of the condenser 61, the refrigerant may be condensed by the condenser 61. Since the refrigerant is condensed by the condenser 61, the temperature of the refrigerant discharged from the refrigerant passage 61a of the condenser 61 is relatively low, and the temperature of the PE coolant discharged from the outlet line 31b of the PE coolant circulation path 31 may be higher than the temperature of the refrigerant discharged from the refrigerant passage 61a of the condenser 61. When the refrigerant discharged from the refrigerant passage 61a of the condenser 61 passes through the refrigerant passage 62a of the heat exchanger 62, and the PE coolant discharged from the outlet line 31b of the PE coolant circulation path 31 passes through the coolant passage 62b of the heat exchanger 62, heat may be transferred from the relatively high-temperature PE coolant to the relatively low-temperature refrigerant. Therefore, the refrigerant is evaporated, and the PE coolant is cooled.

[0071] According to another embodiment, Figure 6 As shown, the refrigerant discharged from the compressor 52 may be in a high-temperature and high-pressure state, and the temperature of the PE coolant discharged from the outlet line 31b of the PE coolant circulation path 31 may be lower than the temperature of the refrigerant discharged from the compressor 52. When the refrigerant discharged from the compressor 52 passes through the refrigerant passage 62a of the heat exchanger 62, and the PE coolant discharged from the outlet line 31b of the PE coolant circulation path 31 passes through the coolant passage 62b of the heat exchanger 62, heat may be transferred from the relatively high-temperature refrigerant to the relatively low-temperature PE coolant. Therefore, the refrigerant is condensed, and the PE coolant is heated.

[0072] As described above, the refrigerant channel 62a of the heat exchanger 62 can receive the refrigerant discharged from the refrigerant channel 61a of the condenser 61 or the compressor 52, and transfer heat between the refrigerant passing through the refrigerant channel 62a of the heat exchanger 62 and the PE coolant passing through the coolant channel 62b of the heat exchanger 62, so that the heat exchanger 62 can evaporate or condense the refrigerant and heat or cool the PE coolant.

[0073] The evaporator 63 may be disposed on the downstream side of the condenser 61 along the refrigerant flow direction. The evaporator 63 may be thermally connected to the battery coolant circulation path 41 of the battery cooling subsystem 13 so that it may be configured to transfer heat between the battery coolant and the refrigerant. In one embodiment, the evaporator 63 may include: a refrigerant channel 63a through which the refrigerant passes, and a coolant channel 63b through which the battery coolant passes. The refrigerant channel 63a may be configured to allow the refrigerant discharged from the refrigerant channel 61a of the condenser 61 or the refrigerant discharged from the refrigerant channel 62a of the heat exchanger 62 to pass therethrough. The coolant channel 63b may be fluidly connected to the outlet pipeline 41b and the inlet pipeline 41a of the battery coolant circulation path 41. The battery coolant may sequentially pass through the outlet pipeline 41b of the battery coolant circulation path 41, the coolant channel 63b, and the inlet pipeline 41a of the battery coolant circulation path 41. The temperature of the refrigerant discharged from the refrigerant passage 61a of the condenser 61 or the refrigerant passage 62a of the heat exchanger 62 is relatively low, and the temperature of the battery coolant discharged from the outlet line 41b of the battery coolant circulation path 41 may be higher than the temperature of the refrigerant discharged from the refrigerant passage 61a of the condenser 61 or the refrigerant passage 62a of the heat exchanger 62. When the refrigerant discharged from the refrigerant passage 61a of the condenser 61 or the refrigerant discharged from the refrigerant passage 62a of the heat exchanger 62 passes through the refrigerant passage 63a, and the battery coolant discharged from the outlet line 41b of the battery coolant circulation path 41 passes through the coolant passage 63b, heat may be transferred from the relatively high temperature battery coolant to the relatively low temperature refrigerant. Therefore, the refrigerant is evaporated, and the battery coolant is cooled.

[0074] The refrigerant circulation path 51 may include: an inlet pipeline 51a connected to the inlet of the compressor 52, an outlet pipeline 51b connected to the outlet of the compressor 52, a first downstream pipeline 51c connected to the outlet pipeline 51b, a second downstream pipeline 51d connected to the first downstream pipeline 51c, and an upstream pipeline 51e connected to the second downstream pipeline 51d. The refrigerant circulation path 51 may also include: a first branch pipeline 53 branched from the outlet pipeline 51b, a second branch pipeline 54 branched from the first downstream pipeline 51c, and a third branch pipeline 55 branched from the second downstream pipeline 51d.

[0075] The inlet line 51a may be a refrigerant conduit extending from the outlet of the accumulator 56 to the inlet of the compressor 52. The refrigerant discharged from the accumulator 56 may be guided to the inlet of the compressor 52 through the inlet line 51a.

[0076] The outlet line 51 b may be a refrigerant conduit extending from an outlet of the compressor 52 , and the first branch line 53 and the first downstream line 51 c may be connected to the outlet line 51 b .

[0077] The first downstream line 51c may be a refrigerant conduit connected to the outlet of the outlet line 51b, and the second branch line 54 and the second downstream line 51d may be connected to the first downstream line 51c.

[0078] The second downstream line 51 d may be a refrigerant conduit connected to an outlet of the first downstream line 51 c , and the second branch line 54 and the first downstream line 51 c may be connected to the second downstream line 51 d .

[0079] The upstream line 51e may be a refrigerant conduit connecting the second downstream line 51d and the accumulator 56. The third branch line 55 and the second downstream line 51d may be connected to the upstream line 51e at a connection point 58.

[0080] The first branch line 53 may be connected to a downstream point of the compressor 52 in the refrigerant circulation path 51, and the condenser 61 may be fluidly connected to the first branch line 53. In other words, the condenser 61 may be fluidly connected to the refrigerant circulation path 51 through the first branch line 53. In one embodiment, the first branch line 53 may be branched from a connection point between the outlet line 51b and the first downstream line 51c, and the condenser 61 may be disposed in the first branch line 53. The refrigerant discharged from the compressor 52 may be guided to the refrigerant passage 61a of the condenser 61 through the first branch line 53. Therefore, the condenser 61 may be disposed in the first branch line 53 branched from the downstream side of the compressor 52, and the refrigerant passage 61a of the condenser 61 may receive the refrigerant discharged from the compressor 52 through the first branch line 53.

[0081] The second branch line 54 may be branched from a point downstream of a branch point of the first branch line 53 in the refrigerant circulation path 51. In one embodiment, the second branch line 54 may be branched from a connection point between the first downstream line 51c and the second downstream line 51d, and the heat exchanger 62 may be provided in the second branch line 54. The second branch line 54 may be connected to the first branch line 53 at a connection point 57. The refrigerant discharged from the refrigerant passage 61a of the condenser 61 may be discharged through the first branch line 53 (see Figure 4 ) is guided to the refrigerant passage 62a of the heat exchanger 62, or the refrigerant discharged from the compressor 52 can be guided to the refrigerant passage 62a of the heat exchanger 62 through the first downstream line 51c and the second branch line 54 (see Figure 6) is guided to the refrigerant passage 62a of the heat exchanger 62. Therefore, the heat exchanger 62 may be provided in the second branch line 54 branched from the downstream side of the compressor 52, and the second branch line 54 may be connected to the first branch line 53 through the connection point 57. The refrigerant passage 62a of the heat exchanger 62 may receive the refrigerant discharged from the refrigerant passage 61a of the condenser 61 through the first branch line 53 and the second branch line 54, or receive the refrigerant discharged from the compressor 52 through the first downstream line 51c and the second branch line 54.

[0082] The third branch line 55 may be branched from a point downstream of a branch point of the second branch line 54 in the refrigerant circulation path 51. In one embodiment, the third branch line 55 may be branched from a connection point 58 between the second downstream line 51d and the upstream line 51e, and the evaporator 63 may be disposed in the third branch line 55. The third branch line 55 may be connected to the first branch line 53 and the second branch line 54 at a connection point 57. A portion of the refrigerant discharged from the refrigerant passage 61a of the condenser 61 may be connected to the first branch line 53 and the third branch line 55 (see Figure 4 ) is guided to the refrigerant passage 63a of the evaporator 63, or the refrigerant discharged from the refrigerant passage 62a of the heat exchanger 62 can be discharged through the second branch line 54 and the third branch line 55 (see Figure 6 ) is guided to the refrigerant passage 63a of the evaporator 63. Therefore, the evaporator 63 may be disposed in the third branch line 55 branched from the downstream side of the compressor 52, the third branch line 55 may be connected to the first branch line 53 and the second branch line 54 through the connection point 57, and the refrigerant passage 63a of the evaporator 63 may receive the refrigerant discharged from the refrigerant passage 61a of the condenser 61 through the first branch line 53 and the third branch line 55, or receive the refrigerant discharged from the refrigerant passage 62a of the heat exchanger 62 through the second branch line 54 and the third branch line 55.

[0083] The heat pump module 15 may include a first expansion valve 64 disposed between the refrigerant channel 61a of the condenser 61 and the refrigerant channel 62a of the heat exchanger 62. The first expansion valve 64 may be configured to expand the refrigerant flowing from the refrigerant channel 61a of the condenser 61 to the refrigerant channel 62a of the heat exchanger 62. The opening of the first expansion valve 64 may be changed by a controller (not shown). As the opening of the first expansion valve 64 changes, the flow rate of the refrigerant entering the refrigerant channel 62a of the heat exchanger 62 may change. According to one embodiment, the first expansion valve 64 may be an electronic expansion valve (EXV) having an actuator. The actuator may have a shaft that is movable to open or close a hole formed in a valve body of the first expansion valve 64, and the position of the shaft may change according to the rotation direction, rotation angle, etc. of the actuator, and the opening of the hole of the first expansion valve 64 may change accordingly. The controller may control the operation of the actuator. The first expansion valve 64 may be a fully open type electronic expansion valve (EXV). When the refrigerant is not evaporated by the heat exchanger 62, the first expansion valve 64 may be fully opened (the opening degree of the first expansion valve 64 may be 100%) so that the refrigerant may pass through the first expansion valve 64 without resistance. Therefore, the refrigerant is not expanded by the first expansion valve 64.

[0084] The heat pump module 15 may include a second expansion valve 65 configured to expand the refrigerant flowing into the refrigerant channel 63a of the evaporator 63. The opening of the second expansion valve 65 may be changed by a controller (not shown). As the opening of the second expansion valve 65 changes, the flow rate of the refrigerant entering the refrigerant channel 63a of the evaporator 63 may change. According to one embodiment, the second expansion valve 65 may be an EXV with an actuator. The actuator may have a shaft that is movable to open or close a hole formed in the valve body of the second expansion valve 65, and the position of the shaft may change according to the rotation direction, degree of rotation, etc. of the actuator, and the opening of the hole of the second expansion valve 65 may change accordingly. The controller may control the operation of the actuator. The second expansion valve 65 may be a fully open type electronic expansion valve (EXV). When the refrigerant is not evaporated by the evaporator 63, the second expansion valve 65 may be fully opened (the opening of the second expansion valve 65 may be 100%) so that the refrigerant can pass through the second expansion valve 65 without resistance. Therefore, the refrigerant is not expanded by the second expansion valve 65 .

[0085] The heat pump module 15 may include a first control valve 71 disposed between the outlet line 51b, the first downstream line 51c, and the first branch line 53. The first control valve 71 may control the flow of the refrigerant in such a manner that the refrigerant discharged from the compressor 52 is directed to the refrigerant passage 61a of the condenser 61 or bypasses the refrigerant passage 61a of the condenser 61.

[0086] The first control valve 71 may include an inlet port 71a communicating with the outlet of the compressor 52 through the outlet line 51b, a first outlet port 71b communicating with the refrigerant passage 61a of the condenser 61 through the first branch line 53, and a second outlet port 71c communicating with the first downstream line 51c.

[0087] In a state where the first control valve 71 performs the first switching operation to communicate the inlet port 71a with the first outlet port 71b, the refrigerant discharged from the compressor 52 may be guided to the refrigerant passage 61a of the condenser 61 (see Figure 4 ).

[0088] In a state where the first control valve 71 performs the second switching operation to communicate the inlet port 71a with the second outlet port 71c, the refrigerant discharged from the compressor 52 can be guided to the first downstream line 51c so that it can bypass the refrigerant passage 61a of the condenser 61. After the refrigerant discharged from the compressor 52 bypasses the refrigerant passage 61a of the condenser 61, the refrigerant can be guided to the refrigerant passage 62a of the heat exchanger 62 through the first downstream line 51c and the second branch line 54 (see Figure 6 ).

[0089] The heat pump module 15 may include a second control valve 72 disposed between the first downstream line 51c, the second downstream line 51d, and the second branch line 54. The second control valve 72 may be configured to control the flow of the refrigerant in such a manner that the refrigerant discharged from the refrigerant passage 61a of the condenser 61 is guided to the refrigerant passage 62a of the heat exchanger 62 or the refrigerant bypassing the refrigerant passage 61a of the condenser 61 can be guided to the refrigerant passage 62a of the heat exchanger 62.

[0090] The second control valve 72 may include an inlet port 72a communicating with the refrigerant passage 62a of the heat exchanger 62 through the second branch line 54, a first outlet port 72b communicating with the second downstream line 51d, and a second outlet port 72c communicating with the first downstream line 51c.

[0091] In a state where the second control valve 72 performs the first switching operation to enable the inlet port 72a to communicate with the first outlet port 72b, the refrigerant discharged from the refrigerant passage 61a of the condenser 61 can be guided to the refrigerant passage 62a of the heat exchanger 62, and the refrigerant discharged from the refrigerant passage 62a of the heat exchanger 62 can be guided to the second downstream line 51d (see Figure 4 ).

[0092] In a state where the second control valve 72 performs the second switching operation to enable the inlet port 72a to communicate with the second outlet port 72c, the refrigerant bypassing the refrigerant passage 61a of the condenser 61 through the first downstream line 51c can be guided to the refrigerant passage 62a of the heat exchanger 62, and the refrigerant discharged from the refrigerant passage 62a of the heat exchanger 62 can be guided to the refrigerant passage 63a of the evaporator 63 (see Figure 6 ).

[0093] refer to Figure 4 In a state where the first control valve 71 performs a first switching operation that enables the inlet port 71a to communicate with the first outlet port 71b and the second control valve 72 performs a first switching operation that enables the inlet port 72a to communicate with the first outlet port 72b, the refrigerant discharged from the compressor 52 may pass through the refrigerant passage 61a of the condenser 61 and then be distributed to the refrigerant passage 62a of the heat exchanger 62 and the refrigerant passage 63a of the evaporator 63 from the connection point 57. The refrigerant discharged from the refrigerant passage 62a of the heat exchanger 62 and the refrigerant discharged from the refrigerant passage 63a of the evaporator 63 may merge at the connection point 58 and be guided to the upstream line 51e.

[0094] refer to Figure 6 In a state where the first control valve 71 performs the second switching operation that enables the inlet port 71a to communicate with the second outlet port 71c and the second control valve 72 performs the second switching operation that enables the inlet port 72a to communicate with the second outlet port 72c, the refrigerant discharged from the compressor 52 may bypass the refrigerant passage 61a of the condenser 61 and be guided to the refrigerant passage 62a of the heat exchanger 62 through the first downstream line 51c and the second branch line 54. The refrigerant discharged from the refrigerant passage 62a of the heat exchanger 62 may be guided to the refrigerant passage 63a of the evaporator 63 through the first expansion valve 64, and the refrigerant discharged from the refrigerant passage 63a of the evaporator 63 may be guided to the upstream line 51e.

[0095] Under conditions where the outdoor temperature is low, such as in winter, the controller can determine whether the waste heat of the battery 42 and the waste heat of the PE component 32 can be used to heat the cabin 1 by comparing the internal temperature of the cabin 1, the temperature of the cabin coolant circulating in the cabin coolant circulation path 21 of the cabin heating subsystem 11, and the temperature of the refrigerant circulating in the refrigerant circulation path 51 of the heat pump module 15. When it is determined that the waste heat of the battery 42 and the waste heat of the PE component 32 can be used to heat the cabin 1, the controller enables the cabin coolant to circulate through the heat pump module 15.

[0096] When it is determined that the waste heat of the battery 42 and the waste heat of the PE component 32 cannot be used to heat the cabin 1, the controller enables the control valve 26 of the cabin heating subsystem 11 to perform the second switching operation. Therefore, the inlet port 26a may be allowed to communicate with the second outlet port 26c, so that the cabin coolant exhausted from the cabin radiator 22 may be guided to the bypass line 25, thereby bypassing the heat pump module 15. When the heater 24 is in operation, the cabin coolant may be heated by the heater 24, and the heated cabin coolant may heat the cabin 1 through the cabin radiator 22. In other words, in the case where the waste heat of the battery 42 and the waste heat of the PE component 32 cannot be used to heat the cabin 1, the cabin coolant cannot circulate through the heat pump module 15.

[0097] Figure 3 It shows a state in which waste heat of the battery 42 and waste heat of the PE component 32 are transferred to the cabin heating subsystem 11 through the heat pump module 15 when the cabin heating subsystem 11 , the PE cooling subsystem 12 and the battery cooling subsystem 13 are thermally connected to the heat pump module 15 in winter.

[0098] refer to Figure 3 , when it is determined that the waste heat of the battery 42 and the waste heat of the PE component 32 can be used to heat the cabin 1, the controller allows the control valve 26 of the cabin heating subsystem 11 to perform the first switching operation. Therefore, the inlet port 26a is allowed to communicate with the first outlet port 26b, so that the cabin coolant exhausted from the cabin radiator 22 is not guided to the bypass line 25, but is guided to the heat pump module 15. In other words, in the case where the waste heat of the battery 42 and the waste heat of the PE component 32 can be used to heat the cabin 1, the cabin coolant can circulate through the heat pump module 15.

[0099] refer to Figure 3 , the controller enables the control valve 36 of the PE cooling subsystem 12 to perform a second switching operation. Therefore, the inlet port 36a is allowed to communicate with the second outlet port 36c, so that the PE coolant discharged from the coolant channel of the PE component 32 can be guided to the heat pump module 15 through the bypass line 35. In addition, the battery coolant discharged from the battery 42 can be guided to the heat pump module 15.

[0100] refer to Figure 4 , the controller enables the first control valve 71 to perform a first switching operation so that the inlet port 71a can communicate with the first outlet port 71b. Therefore, the refrigerant discharged from the compressor 52 can pass through the refrigerant passage 61a of the condenser 61, and the cabin coolant discharged from the outlet line 21b of the cabin coolant circulation path 21 can pass through the coolant passage 61b. Therefore, heat can be transferred from the relatively high temperature refrigerant to the relatively low temperature cabin coolant, so that the refrigerant is condensed and the cabin coolant is heated.

[0101] refer to Figure 4 , the controller enables the second control valve 72 to perform a first switching operation so that the inlet port 72a can communicate with the first outlet port 72b, and the controller can control the actuator of the first expansion valve 64 in a manner to open the first expansion valve 64 to a predetermined opening degree based on the temperature of the PE coolant. Therefore, a portion of the refrigerant discharged from the refrigerant passage 61a of the condenser 61 can be expanded by the first expansion valve 64 and pass through the refrigerant passage 62a of the heat exchanger 62 through the second branch line 54, and the PE coolant discharged from the outlet line 31b of the PE coolant circulation path 31 can pass through the coolant passage 62b of the heat exchanger 62. Therefore, heat can be transferred from the relatively high temperature PE coolant to the relatively low temperature refrigerant, so that the refrigerant is evaporated, and the PE coolant is cooled.

[0102] refer to Figure 4 , the controller may control the actuator of the second expansion valve 65 to open the second expansion valve 65 to a predetermined opening degree based on the temperature of the battery 42. The remaining portion of the refrigerant discharged from the refrigerant passage 61a of the condenser 61 may be expanded by the second expansion valve 65 and pass through the refrigerant passage 63a of the evaporator 63 through the third branch line 55, and the battery coolant discharged from the outlet line 41b of the battery coolant circulation path 41 may pass through the coolant passage 63b of the evaporator 63. Therefore, heat may be transferred from the relatively high temperature battery coolant to the relatively low temperature refrigerant, so that the refrigerant is evaporated, and the battery coolant is cooled.

[0103] refer to Figure 4 The refrigerant evaporated by the heat exchanger 62 and the refrigerant evaporated by the evaporator 63 may be combined at the connection point 58 and then introduced into the compressor 52 through the accumulator 56 .

[0104] As described above, in winter, in a state where the cabin heating subsystem 11, the PE cooling subsystem 12, and the battery cooling subsystem 13 are thermally connected to the heat pump module 15, the refrigerant in the evaporator 63 can absorb heat from the battery coolant, the refrigerant in the heat exchanger 62 can absorb heat from the PE coolant, and the cabin coolant in the condenser 61 can absorb heat from the refrigerant, so that the cabin coolant can absorb the waste heat of the PE component 32 and the waste heat of the battery 42. Therefore, the refrigerant evaporation performance can be significantly improved, the refrigerant compression efficiency of the compressor 52 can be improved, and the refrigerant condensation performance of the condenser 61 and the cabin coolant heating performance can be significantly improved.

[0105] According to an embodiment of the present invention, the waste heat of the battery 42 and the waste heat of the PE component 32 can be used to heat the cabin 1 in winter. Therefore, the battery radiator can be omitted, so that the manufacturing cost can be relatively reduced. The operation time of the cooling fan 37 of the PE cooling subsystem 12 can be reduced, and thus the electrical efficiency can be improved. For example, due to the driving characteristics of commercial vehicles, the number of charging times per day is relatively high, so the waste heat of the battery 42 generated during charging can be used to heat the cabin 1, so the heating of the cabin 1 can be quickly performed at the beginning of vehicle driving.

[0106] Figure 5 A state is shown in which the waste heat of the battery 42 is transferred to the PE cooling subsystem 12 through the heat pump module 15 and then released to the outside through the PE radiator 34 of the PE cooling subsystem 12, the cabin heating subsystem 11 is thermally separated from the heat pump module 15, and in summer the PE cooling subsystem 12 and the battery cooling subsystem 13 are thermally connected to the heat pump module 15.

[0107] refer to Figure 5 Since the waste heat of the battery 42 and the waste heat of the PE component 32 cannot be used to heat the cabin 1 in summer, the controller enables the control valve 26 of the cabin heating subsystem 11 to perform the second switching operation. Therefore, the inlet port 26a may be allowed to communicate with the second outlet port 26c, so that the cabin coolant exhausted from the cabin radiator 22 may be guided to the bypass line 25, thereby bypassing the heat pump module 15.

[0108] refer to Figure 5 , the controller allows the control valve 36 of the PE cooling subsystem 12 to perform a first switching operation. Therefore, the inlet port 36a may be allowed to communicate with the first outlet port 36b, so that the PE coolant discharged from the coolant channel of the PE component 32 may pass through the PE radiator 34 and then be guided to the heat pump module 15. In addition, the battery coolant discharged from the battery 42 may be guided to the heat pump module 15.

[0109] refer to Figure 6, the controller allows the first control valve 71 to perform a second switching operation so that the inlet port 71a can communicate with the second outlet port 71c. Therefore, the refrigerant discharged from the compressor 52 can pass through the refrigerant passage 62a of the heat exchanger 62 through the first downstream line 51c and the second branch line 54, and the PE coolant discharged from the outlet line 31b of the PE coolant circulation path 31 can pass through the coolant passage 62b of the heat exchanger 62. Therefore, heat can be transferred from the relatively high temperature refrigerant to the relatively low temperature PE coolant, so that the refrigerant is condensed and the PE coolant is heated. The heated PE coolant can be guided to the PE radiator 34 through the inlet line 31a of the PE coolant circulation path 31, and the PE coolant can release heat to the outside through the PE radiator 34. The refrigerant discharged from the compressor 52 does not pass through the refrigerant passage 61a of the condenser 61, and the cabin coolant does not pass through the coolant passage 61b of the condenser 61. The controller may control the actuator of the first expansion valve 64 so that the first expansion valve 64 can be fully opened (the opening degree of the first expansion valve 64 may be 100%). Therefore, the refrigerant discharged from the refrigerant passage 62a of the heat exchanger 62 is not expanded by the first expansion valve 64.

[0110] refer to Figure 6 , the controller may control the actuator of the second expansion valve 65 in such a manner that the second expansion valve 65 is opened to a predetermined opening degree based on the temperature of the battery 42. The refrigerant discharged from the refrigerant passage 62a of the heat exchanger 62 may be expanded by the second expansion valve 65. The refrigerant expanded by the second expansion valve 65 may pass through the refrigerant passage 63a of the evaporator 63 through the third branch line 55, and the battery coolant discharged from the outlet line 41b of the battery coolant circulation path 41 may pass through the coolant passage 63b of the evaporator 63. Therefore, heat may be transferred from the relatively high temperature battery coolant to the relatively low temperature refrigerant, so that the refrigerant is evaporated, and the battery coolant is cooled.

[0111] As described above, in a state where the cabin heating subsystem 11 is not thermally connected to the heat pump module 15 and the PE cooling subsystem 12 and the battery cooling subsystem 13 are thermally connected to the heat pump module 15 in summer, the refrigerant in the evaporator 63 can absorb heat from the battery coolant, the PE coolant in the heat exchanger 62 can absorb heat from the refrigerant, and the PE coolant can release heat to the outside through the PE radiator 34. During the charging process of the battery 42, the heating value of the battery 42 is relatively high, while the heating value of the PE component 32 is very low, so the waste heat of the battery 42 can be transferred to the PE radiator 34 of the PE cooling subsystem 12 through the heat pump module 15, so that the battery 42 can be effectively cooled by the PE radiator 34, and the power consumption of the cooling fan 37 can be relatively reduced. In particular, the refrigerant in the heat exchanger 62 can be fully condensed by the PE coolant, and the refrigerant in the evaporator 63 can be fully evaporated by the battery coolant. Therefore, the difference between the inlet side pressure and the outlet side pressure of the compressor 52 can be maintained at an appropriate level, so the power consumption of the compressor 52 can be relatively reduced. At the same time, since the heat generated by the battery 42 when the vehicle is running is much lower than the heat generated by the battery 42 when the vehicle is charging, the battery 42 can be fully cooled by the PE radiator 34 .

[0112] As described above, the vehicle thermal management system according to the embodiment of the present invention effectively transfers heat between the cabin heating subsystem, the PE cooling subsystem and the battery cooling subsystem through the heat pump module including the refrigerant cycle.

[0113] According to an embodiment of the present invention, the waste heat of the battery and the waste heat of the PE components can be used to heat the cabin in winter. Therefore, the battery radiator can be omitted, thereby reducing manufacturing costs. The operating time of the cooling fan of the PE cooling subsystem can be reduced, thereby improving electrical efficiency. For example, due to the driving characteristics of commercial vehicles, the number of charging times per day is high, so the battery waste heat generated during charging can be used to heat the cabin, so the heating of the cabin can be quickly performed at the beginning of vehicle driving.

[0114] According to an embodiment of the present invention, when the cabin heating subsystem is not thermally connected to the heat pump module and the PE cooling subsystem and the battery cooling subsystem are thermally connected to the heat pump module in summer, the refrigerant in the evaporator can absorb heat from the battery coolant, the PE coolant in the heat exchanger can absorb heat from the refrigerant, and the PE coolant can release heat to the outside through the PE radiator.

[0115] Although the present invention has been described above with reference to some embodiments and drawings, the present invention is not limited thereto, but various modifications and changes may be made by a person skilled in the art without departing from the spirit and scope of the present invention.

Claims

1. A vehicle thermal management system, comprising: a cabin heating subsystem thermally coupled to the cabin and including a cabin coolant circulation path configured to enable cabin coolant to circulate therethrough; a power electronics (PE) cooling subsystem fluidly coupled to the PE component and including a PE coolant circulation path configured to enable a PE coolant to circulate therethrough; a battery cooling subsystem fluidly connected to the battery and including a battery coolant circulation path configured to enable a battery coolant to circulate therethrough; as well as A heat pump module is thermally and fluidly connected to the cabin heating subsystem, the PE cooling subsystem, and the battery cooling subsystem, wherein the heat pump module includes a refrigerant circulation path configured to enable refrigerant to circulate therethrough.

2. The vehicle thermal management system according to claim 1, wherein: The heat pump module includes: a compressor; a condenser disposed on a downstream side of the compressor; an evaporator disposed on a downstream side of the condenser; and a heat exchanger configured to transfer heat between a refrigerant received from the compressor or the condenser and the PE coolant.

3. The vehicle thermal management system according to claim 2, wherein: The cabin coolant circulation path is thermally connected to the condenser, and The battery coolant circulation path is thermally connected to the evaporator.

4. The vehicle thermal management system according to claim 2, wherein: The condenser includes a refrigerant passage fluidly connected to the refrigerant circulation path, and a coolant passage fluidly connected to the cabin coolant circulation path.

5. The vehicle thermal management system according to claim 2, wherein: The heat exchanger includes a refrigerant channel fluidly connected to the refrigerant circulation path, and a coolant channel fluidly connected to the PE coolant circulation path.

6. The vehicle thermal management system according to claim 5, wherein: The heat pump module includes a first expansion valve configured to expand a refrigerant flowing from the condenser to the heat exchanger.

7. The vehicle thermal management system according to claim 2, wherein: The evaporator includes a refrigerant passage fluidly connected to the refrigerant circulation path, and a coolant passage fluidly connected to the battery coolant circulation path.

8. The vehicle thermal management system according to claim 7, wherein: The heat pump module includes a second expansion valve configured to expand refrigerant flowing into a refrigerant channel of the evaporator.

9. The vehicle thermal management system according to claim 2, wherein: The heat pump module also includes a first control valve configured to enable refrigerant discharged from the compressor to be directed to the condenser or to bypass the condenser.

10. The vehicle thermal management system according to claim 2, wherein: The heat pump module further includes a second control valve configured to enable refrigerant exhausted from the condenser to be directed to the heat exchanger, or to enable refrigerant bypassing the condenser to be directed to a refrigerant channel of the heat exchanger.

11. The vehicle thermal management system according to claim 1, wherein: The cabin heating subsystem comprises: a cabin radiator fluidly connected to the cabin coolant circulation path; a circulation pump for circulating the cabin coolant; and A bypass line is configured to enable the cabin coolant to bypass the heat pump module.

12. The vehicle thermal management system according to claim 11, wherein: The cabin heating subsystem further includes a control valve configured to enable cabin coolant exhausted from the cabin radiator to be directed to any one of the heat pump module and the bypass line.

13. The vehicle thermal management system according to claim 1, wherein: The PE cooling subsystem includes: a circulation pump configured to circulate the PE coolant; a PE radiator configured to cool the PE coolant by heat exchange with ambient air; and A bypass line is configured to enable the PE coolant to bypass the PE radiator.

14. The vehicle thermal management system according to claim 13, wherein: The PE cooling subsystem further includes a control valve configured to enable the PE coolant exhausted from the coolant channel of the PE component to be directed to any one of the PE radiator and the bypass line.

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