Thermal management system and vehicle

Abstract

The invention relates to a heat management system and a vehicle, the heat management system comprises a cooling liquid circulation loop and a refrigerant circulation loop, the refrigerant circulation loop comprises a compressor, a heat exchange assembly, an integrated container and a refrigeration branch, the integrated container is provided with a containing cavity and a heat absorption structure, and the heat absorption structure is arranged in the containing cavity; the integrated container is configured to perform gas-liquid separation on the refrigerant entering the accommodating cavity and store the separated liquid refrigerant, and the integrated container is further configured to selectively absorb heat of the separated liquid refrigerant through the heat absorption structure; a first heat exchanger of the heat exchange assembly communicates between an exhaust port of the compressor and the containing cavity and communicates with the cooling liquid circulation loop, and a second heat exchanger of the heat exchange assembly communicates between the containing cavity and the refrigeration branch and communicates with the cooling liquid circulation loop; a first throttling element of the refrigeration branch is connected between the containing cavity and the first end of the evaporator, and the second end of the evaporator communicates with a first air suction port of the compressor. The refrigeration energy efficiency of the heat management system is improved.

Description

Technical Field

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

[0002] The thermal management system for new energy vehicles typically includes both a refrigerant system and a coolant system. In existing thermal management systems, the liquid storage tank is located behind the condenser. When the tank is not full, unsubcooled refrigerant enters the evaporator, potentially leading to low cooling efficiency. Summary of the Invention

[0003] The embodiments of the present application provide a thermal management system and a vehicle, which improve the cooling energy efficiency of the thermal management system to at least partially solve the above-mentioned technical problems.

[0004] In order to achieve the above objectives, according to a first aspect of the present application, a thermal management system is provided, comprising:

[0005] Coolant circulation circuit;

[0006] A refrigerant circulation loop, comprising a compressor, a heat exchange component, an integrated container, and a refrigeration branch, wherein:

[0007] The compressor includes an exhaust port and a first intake port;

[0008] The integrated container is provided with a receiving cavity and a heat absorbing structure, wherein the heat absorbing structure is provided in the receiving cavity. The integrated container is configured to separate the refrigerant entering the receiving cavity into gas and liquid and store the separated liquid refrigerant. The integrated container is further configured to selectively absorb the heat of the separated liquid refrigerant through the heat absorbing structure.

[0009] The heat exchange assembly includes a first heat exchanger and at least one second heat exchanger, the first heat exchanger is connected between the exhaust port and the accommodating cavity and is connected to the coolant circulation circuit, and the second heat exchanger is connected between the accommodating cavity and the refrigeration branch and is connected to the coolant circulation circuit;

[0010] The refrigeration branch includes an evaporator and a first throttling element, wherein the first throttling element is connected between the accommodating cavity and a first end of the evaporator, and the second end of the evaporator is communicated with the first air intake port.

[0011] Optionally, the refrigerant circulation loop further includes:

[0012] A first adjustable flow throttle valve is connected between the integrated container and the second heat exchanger.

[0013] Optionally, the compressor further includes a second air intake port, and the refrigerant circulation loop further includes:

[0014] A second adjustable flow throttle valve is connected between the integrated container and the second air intake port.

[0015] Optionally, the integrated container includes:

[0016] The tank body, the accommodating cavity is arranged in the tank body, wherein,

[0017] A first inlet communicating with the accommodating cavity is provided on the top of the tank body along the height direction of the tank body, and the first inlet is communicated with the first heat exchanger; and / or,

[0018] The refrigerant circulation loop also includes a second adjustable flow throttle valve, and the tank body is also provided with a first outlet and a second outlet connected to the accommodating cavity. Along the height direction of the tank body, the first outlet is located at the top of the tank body and connected to the second adjustable flow throttle valve, and the second outlet is located at the bottom of the tank body and connected to the second heat exchanger.

[0019] Optionally, the refrigerant circulation loop further includes a second adjustable flow throttle valve, and the integrated container further includes:

[0020] A connecting pipe, wherein the opposite ends of the connecting pipe are respectively connected between the accommodating chamber and the second adjustable flow throttle valve, and at least one through hole is provided on the side wall of the connecting pipe. Along the height direction of the integrated container, the through hole is located at the bottom of the accommodating chamber and connects the internal channel of the connecting pipe and the accommodating chamber.

[0021] Optionally, at least one bent portion is provided between opposite ends of the connecting pipe, and along the height direction of the accommodating cavity, the bent portion is located at the bottom of the accommodating cavity, and the through hole is provided at the bent portion.

[0022] Optionally, the heat absorption structure includes a regenerator, which is arranged at the bottom of the accommodating cavity. A heat recovery channel is provided in the regenerator, and the heat recovery channel is at least connected between the refrigeration branch and the first air intake port.

[0023] Optionally, the integrated container includes a tank body, which is also provided with a second inlet and a third outlet connected to the accommodating cavity, the second inlet is connected at least between the heat return flow channel and the refrigeration branch, and the third outlet is connected between the heat return flow channel and the first air intake port.

[0024] Optionally, the refrigerant circulation loop further includes:

[0025] a heating branch, the heating branch comprising a condenser and a second throttling element, the condenser being in communication with the exhaust port, the second throttling element being disposed between the condenser and the first heat exchanger;

[0026] The first switching component is at least used to connect or disconnect the first heat exchanger and the exhaust port, and connect or disconnect the second heat exchanger and the first intake port.

[0027] Optionally, the first switching component includes:

[0028] a first on-off valve, the first on-off valve being disposed between the exhaust port and the first heat exchanger and connected in parallel with the heating branch; and / or

[0029] A second on-off valve is provided between the second heat exchanger and the first air intake port.

[0030] Optionally, the heat absorption structure includes a heat regenerator, which is arranged at the bottom of the accommodating cavity. A heat recovery channel is provided in the heat regenerator, and the heat recovery channel can be selectively connected between the second heat exchanger and the first air intake.

[0031] Optionally, the refrigerant circulation circuit further includes a first switching component, and the first switching component further includes:

[0032] A third switch valve is provided between the second heat exchanger and the heat recovery flow channel and is connected in parallel with the refrigeration branch.

[0033] Optionally, the refrigerant circulation loop further includes:

[0034] Battery heat exchange branch;

[0035] A second switching component is used at least to connect the battery heat exchange branch to between the exhaust port and the first heat exchanger.

[0036] Optionally, the second switching component includes:

[0037] a first one-way valve, wherein an input end of the first one-way valve is connected to the battery heat exchange branch, and an output end of the first one-way valve is connected to the first heat exchanger;

[0038] A conducting valve is connected between the exhaust port and the battery heat exchange branch to connect or cut off the exhaust port and the battery heat exchange branch.

[0039] Optionally, the conduction valve includes a third adjustable flow throttle valve; and / or, the refrigerant circulation loop also includes a heating branch, one end of the conduction valve is connected to the passage between the heating branch and the exhaust port, and the other end of the conduction valve is connected to the passage between the battery heat exchange branch and the first air intake port.

[0040] Optionally, the second switching component is further used to connect the battery heat exchange branch between the second heat exchanger and the first air intake.

[0041] Optionally, the second switching component further includes:

[0042] a second one-way valve, wherein the input end of the second one-way valve is connected to the passage between the second heat exchanger and the refrigeration branch, and the output end of the second one-way valve is connected to the battery heat exchange branch; and / or,

[0043] A fourth adjustable flow throttle valve is connected between the battery heat exchange branch and the first air intake.

[0044] Optionally, the heat absorption structure includes a regenerator, which is arranged at the bottom of the accommodating cavity. A heat recovery channel is provided in the regenerator, and the heat recovery channel is also connected between the battery heat exchange branch and the first air intake.

[0045] Optionally, the refrigerant circulation loop further includes:

[0046] a battery heat exchange branch, the battery heat exchange branch comprising a third heat exchanger and a third throttling element, the third heat exchanger comprising a plate heat exchanger, the refrigerant flow channel of the third heat exchanger selectively communicating between the exhaust port and the first heat exchanger, and / or, the refrigerant flow channel of the third heat exchanger selectively communicating between the accommodating cavity and the first air intake port, the third throttling element connected between the third heat exchanger and the first heat exchanger, and / or, the third throttling element connected between the third heat exchanger and the second heat exchanger;

[0047] A battery coolant heat exchange circuit is connected to the coolant flow channel of the third heat exchanger.

[0048] Optionally, the first heat exchanger and the second heat exchanger both include plate heat exchangers.

[0049] Optionally, the coolant circulation loop includes at least a first loop and a second loop, and the coolant circulation loop includes:

[0050] heat dissipation components;

[0051] A powertrain, wherein the powertrain is provided with a heat dissipation channel, an input end of the heat dissipation channel is connected to an output end of the heat dissipation assembly, and an output end of the heat dissipation channel is connected to the first heat exchanger;

[0052] a pump assembly, the pump assembly comprising a first liquid pump and a second liquid pump, the first liquid pump being disposed between the heat dissipation channel and the first heat exchanger, and the second liquid pump being disposed between an output end of the heat dissipation assembly and the second heat exchanger;

[0053] The output end of the heat dissipation component, the heat dissipation channel, the first liquid pump, the first heat exchanger to the input end of the heat dissipation component form the first loop, and the output end of the heat dissipation component, the second liquid pump, the second heat exchanger to the input end of the heat dissipation component form the second loop;

[0054] A switching device is used to at least turn on or off the first loop and the second loop at the same time.

[0055] Optionally, the coolant circulation loop further includes:

[0056] A third loop is formed by the output end of the heat dissipation channel, the first liquid pump, the first heat exchanger and the input end of the heat dissipation channel;

[0057] A fourth circuit, wherein the output end of the second liquid pump and the input end of the second heat exchanger to the second liquid pump form the fourth circuit, and the output end of the third circuit merges with the output end of the fourth circuit and the merged position is connected to the input end of the third circuit and the input end of the fourth circuit respectively, and the switching device is further used to simultaneously turn on or off the third circuit and the fourth circuit.

[0058] Optionally, the coolant circulation loop further includes:

[0059] The third circuit is formed by the output end of the heat dissipation channel, the first liquid pump, the first heat exchanger and the input end of the heat dissipation channel. The switching device is also used to turn on or off the second circuit and the third circuit at the same time.

[0060] According to a second aspect of the present application, a vehicle is provided, comprising the thermal management system.

[0061] The refrigerant circulation loop of the thermal management system of the embodiment of the present application is provided with an integrated container, and the integrated container is provided with a accommodating cavity and a heat absorption structure. After the refrigerant coming out of the first heat exchanger enters the accommodating cavity and is supercooled for the first time, it enters at least one second heat exchanger for at least one second supercooling, thereby increasing the supercooling degree of the liquid refrigerant before entering the first throttling element of the refrigeration branch. When the liquid refrigerant with a high degree of supercooling enters the evaporator for heat absorption and evaporation, the cooling capacity is high and the cooling effect is good. At the same time, since the integrated container integrates the functions of the gas-liquid separator, the liquid storage device and the heat recovery, the purpose of multiple uses of one container is achieved, and the number of components of the thermal management system is significantly reduced. Therefore, the thermal management system provided by this embodiment achieves the goal of reducing the number of components of the system while increasing the cooling capacity, thereby reducing the volume occupied by the thermal management system. The thermal management system has a high degree of integration, is conducive to modular installation and setting, and can improve the energy management capability of the system.

[0062] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0064] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0065] Figure 1 is a schematic diagram of the overall structure of a thermal management system provided in an exemplary embodiment of the present disclosure;

[0066] Figure 2 is a schematic structural diagram of a refrigerant circulation circuit of a thermal management system provided in an exemplary embodiment of the present disclosure;

[0067] Figure 3 is a schematic diagram of a coolant circulation loop provided in an exemplary embodiment of the present disclosure;

[0068] Figure 4 is a schematic structural diagram of an integrated container provided in an exemplary embodiment of the present disclosure;

[0069] Figure 5 1 is a schematic diagram of a circulation loop of refrigerant and coolant when the thermal management system provided in an exemplary embodiment of the present disclosure is in cooling mode;

[0070] Figure 6is a schematic diagram of the working state of the thermal management system in the heating mode provided in an exemplary embodiment of the present disclosure;

[0071] Figure 7 is a schematic diagram of a thermal management system provided in an exemplary embodiment of the present disclosure in a heating + battery heating working state;

[0072] Figure 8 is a schematic diagram of a thermal management system provided in an exemplary embodiment of the present disclosure in a working state of heating and dehumidification + battery cooling;

[0073] Figure 9 is a schematic diagram of a thermal management system provided in an exemplary embodiment of the present disclosure in a heating + battery cooling working state;

[0074] Figure 10 is a schematic diagram of a thermal management system provided in an exemplary embodiment of the present disclosure in a refrigeration + battery cooling working state;

[0075] Figure 11 is a schematic diagram of the working state of the thermal management system provided in an exemplary embodiment of the present disclosure in a single battery cooling mode;

[0076] Figure 12 is a schematic diagram of the working state of the thermal management system provided in the exemplary embodiment of the present disclosure in the heating and dehumidification mode only;

[0077] Figure 13 is a schematic diagram of the working state of the thermal management system provided in an exemplary embodiment of the present disclosure in a single battery heating mode;

[0078] Figure 14 Schematic diagram of heat exchange using a battery coolant heat exchange circuit for a power battery in a thermal management system provided in an exemplary embodiment of the present disclosure.

[0079] Description of reference numerals:

[0080] 01. Coolant circulation circuit;

[0081] 300, heat dissipation assembly; 301, radiator; 302, second air supply device;

[0082] 400, powertrain;

[0083] 500, first liquid pump;

[0084] 600, second liquid pump;

[0085] 700, switching device; 701, first four-way valve; 702, second four-way valve;

[0086] 02. Refrigerant circulation circuit;

[0087] 10. Compressor; 11. Exhaust port; 12. First air intake port; 13. Second air intake port;

[0088] 20. Heat exchange assembly; 21. First heat exchanger; 22. Second heat exchanger;

[0089] 30. Integrated container; 31. Heat absorption structure; 311. Regenerator; 32. Tank; 320. Accommodation chamber; 321. First inlet; 322. First outlet; 323. Second outlet; 324. Second inlet; 325. Third outlet; 33. Connecting pipe; 331. Bend;

[0090] 40. Refrigeration branch; 41. Evaporator; 42. First throttling element; 43. First air supply device;

[0091] 50. First adjustable flow throttle valve;

[0092] 60. Second adjustable flow throttle valve;

[0093] 70. Heating branch; 71. Condenser; 72. Second throttling element;

[0094] 80. First switching assembly; 81. First switch valve; 82. Second switch valve; 83. Third switch valve;

[0095] 90. Battery heat exchange branch; 91. Third heat exchanger; 92. Third throttling element;

[0096] 100. Second switching assembly; 101. First one-way valve; 102. Conducting valve;

[0097] 103. Second one-way valve; 104. Fourth adjustable flow throttle valve;

[0098] 200. Battery coolant heat exchange circuit; 201. Battery; 202. Third liquid pump. DETAILED DESCRIPTION

[0099] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only 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 those skilled in the art without creative work are within the scope of protection of the present application.

[0100] In the existing thermal management system, the liquid storage tank is located at the rear end of the condenser. When the liquid storage tank is not full, there will be no subcooling, and the refrigeration energy efficiency is low. In addition, the saturated high-pressure liquid refrigerant (or refrigerant) without subcooling will produce more bubbles when passing through the expansion valve throttling, resulting in abnormal noise problems. In heating conditions, a single plate heat exchanger can only absorb heat from the motor and / or from the environment, and the heating efficiency is low. Secondly, the existing thermal management system has an off-vehicle condenser, a plate heat exchanger and a coolant radiator. In cooling conditions, the heat exchanger is usually idle, and in heating conditions, the off-vehicle heat exchanger is also idle, and the utilization rate of components is not high. The thermal management system has many components and is arranged more dispersedly, so the thermal management system occupies more space.

[0101] In order to solve the above problems, the first aspect of this application provides a thermal management system, see Figures 1 to 14 The thermal management system includes a coolant circulation loop 01 and a refrigerant circulation loop 02. The refrigerant circulation loop 02 includes a compressor 10, a heat exchange component 20, an integrated container 30, and a refrigeration branch 40, wherein:

[0102] The compressor 10 includes an exhaust port 11 and a first intake port 12. The exhaust port 11 is used to discharge the high-temperature and high-pressure gaseous refrigerant after the compressor 10 compresses the refrigerant. The first intake port 12 recovers the gaseous refrigerant generated after the entire cooling or heating process.

[0103] The integrated container 30 is provided with a receiving chamber 320 and a heat absorption structure 31. The heat absorption structure 31 is disposed within the receiving chamber 320. The integrated container 30 is configured to separate the refrigerant entering the receiving chamber 320 into a gas-liquid state and store the separated liquid refrigerant. The integrated container 30 is also configured to selectively absorb heat from the separated liquid refrigerant via the heat absorption structure 31. In other words, when the subcooling degree of the separated liquid refrigerant needs to be increased, the integrated container 30 can absorb the heat from the liquid refrigerant via the heat absorption structure 31. In some cases where increasing the subcooling degree of the liquid refrigerant is not necessary, the heat absorption structure 31 can be disabled to absorb the heat from the liquid refrigerant.

[0104] Based on the integrated container 30, the present application can achieve gas-liquid separation, storage, and heat absorption of the refrigerant without the need for a liquid reservoir, gas-liquid separator, or heat recovery device. The provision of the integrated container 30 can reduce the number of components of the thermal management system, thereby reducing the overall volume of the thermal management system. After the thermal management system is arranged in the target product (such as a vehicle), the installation space of the target product is saved, which is conducive to the integrated development of the target product or the expansion of other spaces. For example, for a vehicle, after such a thermal management system is arranged in the front cabin, the space size of the passenger cabin can be increased by reducing the volume of the front cabin, thereby providing a better user experience.

[0105] The heat exchange assembly 20 includes a first heat exchanger 21 and at least one second heat exchanger 22. The first heat exchanger 21 is connected between the exhaust port 11 and the accommodating chamber 320 and is connected to the coolant circulation loop 01. The second heat exchanger 22 is connected between the accommodating chamber 320 and the refrigeration branch 40 and is connected to the coolant circulation loop 01. The number of second heat exchangers 22 may include one, two, three, etc., or any other number greater than one, and this embodiment does not impose a sole limitation on this. When there are multiple second heat exchangers 22, multiple second heat exchangers 22 can be connected in series between the integrated container 30 and the refrigeration branch 40. When there is only one second heat exchanger 22, in order to further improve the condensation heat exchange effect of the second heat exchanger 22, the cross-sectional area and length of the heat exchange channel of the second heat exchanger 22 can be increased to achieve the effect achieved by combining multiple heat exchangers.

[0106] The refrigeration branch 40 includes an evaporator 41 and a first throttling element 42. The first throttling element 42 is connected between the accommodating chamber 320 and the first end of the evaporator 41, and the second end of the evaporator 41 is connected to the first air intake port 12. In the refrigeration mode, the first throttling element 42 can reduce the pressure of the liquid refrigerant from the accommodating chamber 320 and then flow it into the evaporator 41 for heat absorption and evaporation, thereby achieving a refrigeration effect. The second end of the evaporator 41 is connected to the first air intake port 12, and the gaseous refrigerant formed after the liquid refrigerant is evaporated can be recovered to the compressor 10 through the first air intake port 12. The first throttling element 42 in the present application may include a throttling valve such as a thermal expansion valve and an electronic expansion valve.

[0107] like Figure 4 As shown, in one of the refrigeration modes of the present application, the refrigerant can flow through the exhaust port 11 of the compressor 10, the first heat exchanger 21, the integrated container 30, the first throttling element 42, the evaporator 41, and the first air intake port 12 of the compressor 10 in sequence to form a refrigerant refrigeration cycle loop.

[0108] Specifically, when the high-temperature and high-pressure gaseous refrigerant discharged from the exhaust port 11 of the compressor 10 enters the first heat exchanger 21, the gaseous refrigerant can achieve heat exchange with the coolant in the coolant circulation loop 01. After the gaseous refrigerant releases heat to the coolant with a lower temperature in the first heat exchanger 21, at least part of the gaseous refrigerant is condensed into a medium-temperature and high-pressure liquid refrigerant. Due to the influence of the temperature of the coolant, the gaseous refrigerant coming out of the exhaust port 11 will not be completely condensed into a liquid by the first heat exchanger 21. Therefore, the refrigerant coming out of the first heat exchanger 21 is a mixed refrigerant (that is, a refrigerant containing both liquid and gaseous forms).

[0109] When the mixed refrigerant enters the receiving chamber 320 of the integrated container 30, the space occupied by the mixed refrigerant suddenly increases, reducing its flow rate. Because the density of the gaseous refrigerant is much lower than that of the liquid refrigerant, gravity forces the liquid refrigerant to fall to the bottom of the receiving chamber 320, while the gaseous refrigerant settles in the upper portion of the chamber 320, achieving gas-liquid separation. The liquid refrigerant separated by the integrated container 30 can be used in both the cooling and heating processes and can be stored when not in use.

[0110] During the refrigeration process, the refrigerant cooled by the first heat exchanger 21 enters the accommodating chamber 320 to separate the gaseous refrigerant and the liquid refrigerant. At least part of the liquid refrigerant is cooled by the heat absorbing structure 31 and flows to the second heat exchanger 22. The liquid refrigerant cooled again by the second heat exchanger 22 flows to the refrigeration branch 40 to absorb heat and evaporate. The gaseous refrigerant obtained by evaporation is recovered from the first air intake 12 to the compressor 10. That is to say, in the present application, the liquid refrigerant before entering the first throttling element 42 undergoes at least two supercooling treatments, so that the supercooling degree of the liquid refrigerant is higher. When the liquid refrigerant with high supercooling degree is throttled by the first throttling element 42, it is not easy to generate bubbles, thereby avoiding the problem of abnormal noise. At the same time, after the liquid refrigerant with high supercooling degree enters the evaporator 41 from the first throttling element 42, it can improve the heat absorption efficiency of the external environment, thereby improving the cooling capacity of the thermal management system.

[0111] It can be seen that the refrigerant circulation loop 02 of the thermal management system of the embodiment of the present application is provided with an integrated container 30, and the integrated container 30 is provided with a accommodating cavity 320 and a heat absorption structure 31. After the refrigerant coming out of the first heat exchanger 21 enters the accommodating cavity 320 and is supercooled for the first time, it enters at least one second heat exchanger 22 for at least one second supercooling, thereby increasing the supercooling degree of the liquid refrigerant before entering the first throttling element 42 of the refrigeration branch 40. When the liquid refrigerant with a high supercooling degree enters the evaporator 41 for heat absorption and evaporation, the cooling capacity is high and the cooling effect is good. At the same time, because the integrated container 30 integrates functions such as gas-liquid separator, liquid storage device and heat recovery, the purpose of multiple uses of one container is achieved, and the number of components of the thermal management system is significantly reduced. Therefore, the thermal management system provided by this embodiment achieves the goal of reducing the number of components of the system while increasing the cooling capacity, thereby reducing the volume occupied by the thermal management system. In addition, the thermal management system has a high degree of integration, is conducive to modular installation and setting, and can improve the energy management capability of the system.

[0112] The refrigerant circulation loop 02 in the present application further includes a first adjustable flow throttle valve 50 . The first adjustable flow throttle valve 50 is connected between the integrated container 30 and the second heat exchanger 22 .

[0113] In cooling mode, the first adjustable flow throttle valve 50 is fully open, without throttling, allowing the supercooled, high-pressure liquid refrigerant exiting the integrated container 30, after being absorbed by the heat-absorbing structure 31, to flow into the second heat exchanger 22. This supercooled, high-pressure liquid refrigerant is then subcooled a second time by the coolant flowing into the second heat exchanger 22 via the coolant circulation loop 01. This further increases the subcooling of the liquid refrigerant before it flows into the first throttling element 42, thereby increasing the cooling capacity of the thermal management system while also preventing the problem of bubbles and abnormal noise caused by throttling by the first throttling element 42.

[0114] In heating mode, the first adjustable flow throttle valve 50 is used to reduce the pressure of the liquid refrigerant flowing out of the accommodating chamber 320 and transfer it to the second heat exchanger 22. If the liquid refrigerant exiting the integrated container 30 has a first evaporation pressure, the liquid refrigerant is reduced in pressure and throttled by the first adjustable flow throttle valve 50 to form a mixed refrigerant with a second evaporation pressure, which is even lower in pressure. The mixed refrigerant with the second evaporation pressure enters the second heat exchanger 22. Because the second evaporation pressure is lower than the first evaporation pressure, the saturation temperature of the mixed refrigerant is also lower. In other words, the mixed refrigerant with the second evaporation pressure in the second heat exchanger 22 can absorb heat from the coolant at a lower temperature, thereby increasing the heating capacity of the entire thermal management system.

[0115] Specifically, the first adjustable flow throttle valve 50 may include at least one of a large-diameter throttle valve, a thermal expansion valve, and an electronic expansion valve. The large-diameter throttle valve is a throttle valve having a diameter no smaller than the diameter of the passage in which it is located, such as a throttle valve having a flow diameter no smaller than at least one of 10 mm, 12 mm, 19 mm, and 20 mm.

[0116] The compressor 10 in the present application further includes a second air intake port 13 , and the refrigerant circulation circuit 02 further includes a second adjustable flow throttle valve 60 . The second adjustable flow throttle valve 60 is connected between the integrated container 30 and the second air intake port 13 .

[0117] The second adjustable flow throttle valve 60 can reduce the pressure of the gaseous refrigerant flowing out of the accommodating chamber 320 and transmit it to the second air intake port 13 , or adjust the flow rate of the gaseous refrigerant entering the second air intake port 13 .

[0118] In cooling mode, the second adjustable flow throttle valve 60 can be controlled to conduct, allowing it to reduce the pressure of the medium-temperature, high-pressure saturated gaseous refrigerant exiting the accommodating chamber 320 of the integrated container 30, thereby forming a relatively low-temperature, low-pressure gaseous refrigerant. The low-temperature, low-pressure gaseous refrigerant enters the medium-pressure chamber of the compressor 10 through the second air intake 13 for replenishment, reducing the exhaust temperature of the compressor 10 during high-temperature cooling or battery 201 cooling, improving the operating efficiency of the compressor 10, and thereby improving the overall energy efficiency of the thermal management system.

[0119] Specifically, the second adjustable flow throttle valve 60 may include at least one of a large-diameter throttle valve (such as a throttle valve with a flow diameter of not less than 20 mm), a thermal expansion valve, an electronic expansion valve, and the like.

[0120] In heating mode, the present application can open the second adjustable flow throttle valve 60 to allow the gaseous refrigerant in the integrated container 30 to flow directly into the compressor 10 through the second air intake port 13 for air replenishment, thereby increasing the refrigerant circulation volume of the thermal management system. At this time, the second adjustable flow throttle valve 60 can preferably be a large-diameter throttle valve. The large-diameter throttle valve has a large flow adjustment range and can adapt to the air replenishment needs of compressors 10 of different models. Moreover, the large-diameter throttle valve has stable pressure drop control, which can ensure the pressure balance of the thermal management system, adapt to high-load working conditions, and improve heating stability.

[0121] That is, in cooling mode, the present application can reduce the pressure of the gaseous refrigerant separated from the integrated container 30 through the second adjustable flow throttle valve 60, and then replenish the resulting low-temperature, low-pressure gaseous refrigerant back to the medium-pressure chamber of the compressor 10. In heating mode, the second adjustable flow throttle valve 60 can also be opened to replenish air to the compressor 10, thereby increasing the refrigerant circulation volume. Therefore, whether in cooling or heating mode, the compressed air replenishment operation can be achieved without the need for an additional gas-liquid separator, thereby improving the utilization rate of the integrated container 30 and the second adjustable flow throttle valve 60.

[0122] like Figure 4 As shown, the integrated container 30 includes a tank body 32, and a receiving cavity 320 is provided in the tank body 32. A first inlet 321 communicating with the receiving cavity 320 is provided at the top of the tank body 32 along the height direction of the tank body 32. The first inlet 321 is communicated with the first heat exchanger 21.

[0123] Based on the location of the first inlet 321, regardless of whether the first heat exchanger 21 is connected to the first inlet 321 via a pipeline from above or below the tank body 32, since the first inlet 321 is located at the top of the tank body 32, the refrigerant (i.e., the mixed refrigerant in cooling and heating modes) exiting the first heat exchanger 21 enters the accommodating chamber 320 through the first inlet 321. The space within the refrigerant suddenly expands, and the refrigerant's flow rate decreases. At this point, due to the different specific gravities of the gaseous and liquid refrigerants in the mixed refrigerant, i.e., the density of the gaseous refrigerant is much lower than that of the liquid refrigerant, the liquid refrigerant will fall under the action of gravity and be distributed in the bottom space of the accommodating chamber 320, while the gaseous refrigerant will be distributed in the top space of the accommodating chamber 320. This ensures that the mixed refrigerant that subsequently enters the accommodating chamber 320 from the first inlet 321 can also be fully separated. Furthermore, the separated liquid refrigerant is less likely to clog the first inlet 321, improving the reliability of the gas-liquid separation process within the integrated container 30.

[0124] The refrigerant circulation loop also includes a second adjustable flow throttle valve 60. The tank body 32 is further provided with a first outlet 322 and a second outlet 323 that communicate with the accommodating chamber 320. The first outlet 322 and the second outlet 323 are each in communication with the accommodating chamber 320. Along the height of the tank body 32, the first outlet 322 is located at the top of the tank body 32 and communicates with the second adjustable flow throttle valve 60. The second outlet 323 is located at the bottom of the tank body 32 and communicates with the second heat exchanger 22.

[0125] As a result, the gaseous refrigerant located in the top space area of ​​the accommodating chamber 320 can flow out of the accommodating chamber 320 along the first outlet 322, facilitating the outflow of the gaseous refrigerant. Furthermore, the portion of the refrigerant circulation loop 02 located downstream of the integrated container 30 is less likely to experience an interruption in the supply of the gaseous refrigerant. The second outlet 323 is located at the bottom of the tank body 32 and is connected to the second heat exchanger 22. The liquid refrigerant located in the bottom space area of ​​the accommodating chamber 320 can flow out of the accommodating chamber 320 along the second outlet 323 and enter the second heat exchanger 22, making it less likely that an interruption in the supply of the liquid refrigerant will occur.

[0126] It can be seen that the first outlet 322 and the second outlet 323 set on the tank body 32 in this embodiment can not only realize the transmission of gaseous refrigerant and liquid refrigerant to the downstream area of ​​the refrigerant circulation loop 02, but also improve the reliability and working stability of the overall structure of the integrated container 30.

[0127] When the refrigerant circulation loop 02 further includes a second adjustable flow throttle valve 60, the integrated container 30 further includes a connecting pipe 33. The opposite ends of the connecting pipe 33 are connected between the accommodating chamber 320 (specifically, the first outlet 322) and the second adjustable flow throttle valve 60. The sidewall of the connecting pipe 33 is provided with at least one through-hole, located at the bottom of the accommodating chamber 320 along the height of the tank body 32, connecting the internal passage of the connecting pipe 33 with the accommodating chamber 320.

[0128] When the bottom space of the accommodating chamber 320 contains a mixed solution of liquid refrigerant and refrigeration oil, at least a portion of the mixed solution will be located at the through-hole. After the gaseous refrigerant enters the connecting pipe 33 from the first outlet 322, it passes through at least one through-hole and flows along the second adjustable flow throttle valve 60 to the second air intake port 13. During this process, the gaseous refrigerant will carry a small amount of refrigeration oil with it and flow out along the second air intake port 13 back to the compressor 10. The refrigeration oil entering the compressor 10 can lubricate the compressor 10, improve the reliability of the compressor 10 during operation, and reduce the frequency of maintenance on the compressor 10.

[0129] That is to say, in this embodiment, it is only necessary to provide a through hole on the connecting pipe 33 provided in the integrated container 30 for connecting the accommodating chamber 320 and the compressor 10, so that the gaseous refrigerant can come into contact with the liquid refrigerant mixed with the refrigeration oil through the through hole, thereby achieving the lubrication effect on the compressor 10, without adding too many components required for lubrication, thereby making the utilization rate of the integrated container 30 higher.

[0130] Among them, the first outlet 322 of the integrated container 30 can be the port of the connecting pipe 33 at one end away from the compressor 10. Therefore, there is no need to open an opening on the tank body 32 of the integrated container 30. When the connecting pipe 33 is installed, the corresponding first outlet 322 can be obtained, which makes the assembly efficient and convenient, reduces the processing of the tank body 32, and thus reduces the production cost of the integrated container 30.

[0131] At least one bent portion 331 is provided between opposite ends of the connecting pipe 33 . Along the height direction of the accommodating cavity 320 , the bent portion 331 is located at the bottom of the accommodating cavity 320 , and a through hole is provided in the bent portion 331 .

[0132] Therefore, this embodiment can further ensure that the gaseous refrigerant flowing through the through hole can carry the refrigeration oil back to the compressor 10 by providing the through hole in the bent portion 331 of the connecting pipe 33 located at the bottom of the accommodating cavity 320 .

[0133] In some embodiments, the connecting tube 33 may include a U-shaped tube, and the bent portion 331 is located at the bottom of the U-shaped tube. The U-shaped tube is easy to obtain, convenient to process and order, easy to assemble, and does not occupy much space in the accommodating cavity 320, which is conducive to the separation of gaseous refrigerant and the separation and storage of liquid refrigerant.

[0134] When the through-hole is provided in the curved portion 331 of the connecting tube 33, the curved portion 331 can be used to form an "oil pool" for stable oil return. Some refrigerant oil can pass through the through-hole and accumulate in the curved portion 331, forming an "oil pool." When the gaseous refrigerant flows from the connecting tube 33 into the curved portion 331, it stirs the refrigerant oil in the oil pool, causing it to atomize or form oil droplets. These oil droplets then enter the compressor 10 along with the gaseous refrigerant, ensuring continuous oil return to the compressor 10 and maintaining lubrication. Furthermore, the curved portion 331 acts as a buffer for the gaseous refrigerant, slowing its flow rate and reducing its impact on the refrigerant oil. This prevents high-speed gaseous refrigerant from directly dispersing the refrigerant oil and causing oil-liquid separation. It also allows the gaseous refrigerant and refrigerant oil more time to mix, allowing the oil droplets to remain stably attached to the gaseous refrigerant, improving oil return efficiency and reducing the risk of oil shortage in the compressor 10. This ensures that the refrigerant oil can stably return to the compressor 10 along with the gaseous refrigerant, protecting the operational safety and reliability of the thermal management system.

[0135] In some embodiments, the heat absorption structure 31 in the present application may include at least one of a condensing water flow pipe device, a phase change heat absorber (which absorbs heat by utilizing the physical change of a phase change material), and the like.

[0136] The heat absorption structure 31 in the present application may include a regenerator 311 , which is disposed at the bottom of the accommodating cavity 320 . A heat recovery flow channel is disposed in the regenerator 311 , and the heat recovery flow channel is at least connected between the refrigeration branch 40 and the first air intake 12 .

[0137] When the refrigerant flowing out of the refrigeration branch 40 carries liquid refrigerant, after the liquid refrigerant enters the heat recovery flow channel of the regenerator 311, it will absorb the heat of the liquid refrigerant in the accommodating cavity 320 of the integrated container 30 through the regenerator 311 to generate gaseous refrigerant and return to the compressor 10, thereby avoiding the problem of liquid inhalation in the compressor 10.

[0138] At the same time, after the liquid refrigerant in the accommodating chamber 320 absorbs heat by the regenerator 311, the supercooling degree is higher. When the liquid refrigerant with higher supercooling degree enters the evaporator 41 of the heat exchange branch for absorption and evaporation, the cooling capacity of the entire thermal management system can be increased.

[0139] It can be seen that the refrigerant in the thermal management system of the present application passes through the exhaust port 11 of the compressor 10 → the first heat exchanger 21 → the accommodating chamber 320 → the second heat exchanger 22 → the refrigeration branch 40 → the heat recovery channel of the regenerator 311 → the first air intake port 12 of the compressor 10 to form a complete refrigeration cycle loop. While increasing the supercooling degree of the liquid refrigerant entering the refrigeration branch 40, it can avoid the situation where the compressor 10 inhales liquid, improves the utilization rate of the refrigerant heat, and thus improves the overall energy management efficiency of the thermal management system. The provision of the regenerator 311 also makes the utilization rate of the integrated container 30 higher, and when there is no need to supercool the liquid refrigerant, the passage between the regenerator 311 and the refrigeration branch 40 and / or the battery heat exchange branch 90 mentioned below and the first air intake port 12 can be cut off, which is convenient for control.

[0140] The shape of the regenerator 311 in the present application may include one of a disc shape, a plate shape, etc. That is, the regenerator 311 may be designed in the form of a coil and arranged at the bottom of the accommodating chamber 320 of the tank body 32, or designed in the form of a plate and installed at the bottom of the accommodating chamber 320, so as to exchange heat with the high-pressure liquid refrigerant in the bottom space of the accommodating chamber 320 through the regenerator 311. For example, in the cooling mode (such as when cooling the vehicle passenger compartment alone), the liquid refrigerant at the bottom of the accommodating chamber 320 can be supercooled by the low-temperature, low-pressure mixed refrigerant flowing on the low-pressure side of the regenerator 311 while absorbing heat and evaporating. The liquid refrigerant in the mixed refrigerant in the regenerator 311 absorbs heat and evaporates to form a gaseous refrigerant that enters the compressor 10, avoiding the problem of liquid inhalation in the compressor 10. The present application does not make a single limitation on the specific structure of the regenerator 311 in the integrated container 30, and it can be adaptively adjusted according to actual conditions.

[0141] The tank body 32 of the integrated container 30 is also provided with a second inlet 324 and a third outlet 325, which communicate with the accommodating chamber 320. The second inlet 324 is connected at least between the heat recovery channel and the cooling branch 40. The second inlet 324 can also be connected between the battery heat exchange branch 90 and the heat recovery channel, as described later in this application. The third outlet 325 is connected between the heat recovery channel and the first air intake 12.

[0142] The first inlet 321 and third outlet 325 are easy to manufacture, simplifying the connection between the regenerator 311 and other components. Furthermore, the provision of the second inlet 324 and third outlet 325 avoids the need for additional connecting components (such as plug-in tubes) inserted into the integrated container 30 to connect to the regenerator 311, thereby reducing the overall structural complexity of the integrated container 30 and ensuring that the volume of the accommodating chamber 320 is not reduced by the provision of additional connecting components.

[0143] The refrigerant circulation circuit 02 also includes a heating branch 70 and a first switching component 80. The heating branch 70 includes a condenser 71 and a second throttling element 72. The condenser 71 is connected to the exhaust port 11, and the second throttling element 72 is arranged between the condenser 71 and the first heat exchanger 21. In other words, when the present application is in heating mode, the condenser 71 can be connected between the exhaust port 11 and the first heat exchanger 21 by opening the second throttling element 72, so that the condenser 71 can heat the air to meet the heating demand. In cooling mode, the condenser 71, the exhaust port 11 and the first heat exchanger 21 can be cut off by closing the second throttling element 72.

[0144] The first switching component 80 is at least used to connect or disconnect the first heat exchanger 21 and the exhaust port 11. When the first heat exchanger 21 and the exhaust port 11 are connected, the cooling branch 40 can cool. When the first heat exchanger 21 and the exhaust port 11 are disconnected, the heating branch 70 is connected to the exhaust port 11 and the first heat exchanger 21 for heating.

[0145] The first switching assembly 80 can also connect or disconnect the second heat exchanger 22 from the first air intake 12. This allows the second heat exchanger 22 to be directly connected to the first air intake 12 based on the compressor 10's air intake requirements or methods in different operating modes, allowing gaseous refrigerant to enter the compressor 10. When the passage between the second heat exchanger 22 and the first air intake 12 is blocked, the refrigerant can enter the first air intake 12 through the refrigeration branch 40 or the battery heat exchange branch 90, providing flexible and reliable control.

[0146] In heating mode, the first switching assembly 80 disconnects the first heat exchanger 21 from the exhaust port 11, connecting the heating branch 70 to the exhaust port 11 and the first heat exchanger 21. In cooling mode, the first heat exchanger 21 connects to the exhaust port 11, disconnecting the heating branch 70 from the exhaust port 11 and the first heat exchanger 21, allowing the cooling branch 40 to operate.

[0147] As can be seen above, whether in heating or cooling mode, the refrigerant exiting the exhaust port 11 of the compressor 10 flows through the first heat exchanger 21 to the integrated container 30. The first heat exchanger 21 is not idle due to changes in the thermal management system's operating mode, thereby improving the utilization rate of the first heat exchanger 21. This structure ensures that the thermal management system can be more easily integrated, reducing the size of the thermal management system and, in turn, the space occupied by the target product, thereby improving the space utilization rate of the target product. This is particularly suitable for use in target products that require miniaturization and integration.

[0148] The first switching assembly 80 includes a first on-off valve 81, which is disposed between the exhaust port 11 and the first heat exchanger 21 and connected in parallel with the heating branch 70. The first on-off valve 81 opens or closes the passage between the exhaust port 11 and the first heat exchanger 21. Because the first on-off valve 81 can be connected in parallel with the heating branch 70, the amount of connecting passages between the exhaust port 11 and the first heat exchanger 21 can be reduced, further reducing the weight and volume of the thermal management system.

[0149] The first switching assembly 80 may further include a second on-off valve 82, which is disposed between the second heat exchanger 22 and the first air intake port 12. In heating mode, when it is desired to allow the gaseous refrigerant exiting the second heat exchanger 22 to flow directly into the compressor 10, the second on-off valve 82 is controlled to open to open the passage between the second heat exchanger 22 and the first air intake port 12. In cooling mode, when it is not desired to allow the liquid refrigerant exiting the second heat exchanger 22 to flow into the compressor 10, the second on-off valve 82 is controlled to close to block the passage between the second heat exchanger 22 and the first air intake port 12.

[0150] In some embodiments, the coolant circulation loop 01 includes a third loop and a fourth loop. The cooling channel of the powertrain 400, the first liquid pump 500, and the first heat exchanger 21 of the coolant circulation loop 01 form a third loop. In this loop, the coolant flows from the outlet of the cooling channel to the first liquid pump 500, then to the first heat exchanger 21, and finally to the inlet of the cooling channel. This loop can transfer the coolant, which has absorbed waste heat from the powertrain 400, to the first heat exchanger 21. The second liquid pump 600 and the second heat exchanger 22 form a fourth loop. In this loop, the coolant flows from the outlet of the second liquid pump 600 to the inlet of the second heat exchanger 22, then to the outlet of the second heat exchanger 22, and finally to the inlet of the second liquid pump 600. The output of the third loop merges with the output of the fourth loop, and the merging point is connected to the input of the third loop and the input of the fourth loop, respectively.

[0151] In heating mode, when the switching device 700 in the coolant circulation circuit 01 simultaneously connects the third and fourth circuits, the coolant temperature entering the first heat exchanger 21 will be higher than the coolant temperature entering the second heat exchanger 22. The liquid refrigerant at the first evaporation pressure in the integrated container 30 is reduced and throttled by the first adjustable flow throttle valve 50, forming a mixed refrigerant at a lower pressure and a second evaporation pressure. The mixed refrigerant at the second evaporation pressure enters the second heat exchanger 22. Because the second evaporation pressure is lower than the first evaporation pressure, the saturation temperature of the mixed refrigerant is also lower. This means that the mixed refrigerant at the second evaporation pressure can absorb heat from the coolant at the lower temperature in the second heat exchanger 22, thereby further absorbing heat from the coolant already absorbed at the first evaporation pressure. This significantly increases the heat recovery capacity of the powertrain 400 and enhances the heating capacity of the entire thermal management system. The gaseous refrigerant at the second evaporation pressure, having absorbed heat, flows through the second on / off valve 82 and returns to the first intake port 12 of the compressor 10, completing the refrigerant circulation.

[0152] In the present application, the heat absorption structure 31 includes a regenerator 311 disposed at the bottom of the accommodating chamber 320. A heat recovery channel is provided within the regenerator 311, which also connects the second heat exchanger 22 and the first air intake 12. Thus, when the heating branch 70 and / or the battery heat exchange branch 90 are in heating mode to achieve heating and battery 201 heating, the gaseous refrigerant from the second heat exchanger 22 can flow through the heat recovery channel. At this time, if liquid refrigerant is present in the gaseous refrigerant, the liquid refrigerant absorbs heat from the liquid refrigerant in the integrated container 30 in the regenerator 311, evaporating into gaseous refrigerant at the second evaporation pressure. The gaseous refrigerant then returns to the first air intake 12 of the compressor 10, preventing the compressor 10 from inhaling liquid and completing the refrigerant cycle. This improves the utilization rate of the integrated container 30.

[0153] At the same time, in the heating mode, the liquid refrigerant entering the second heat exchanger 22 can be reduced in pressure to become a low-temperature and low-pressure refrigerant under the action of the first adjustable flow throttle valve 50. Such refrigerant can absorb more heat, thereby compensating the heat collected by the coolant circulation loop 01 from the ambient air to the thermal management system.

[0154] When the refrigerant circulation loop 02 also includes the first switching assembly 80, the first switching assembly 80 is also used to open or close the second heat exchanger 22 and the heat recovery flow channel. The first switching assembly 80 also includes a third on-off valve 83, which is disposed between the second heat exchanger 22 and the heat recovery flow channel and connected in parallel with the cooling branch 40. The third on-off valve 83 not only opens or closes the passage between the second heat exchanger 22 and the heat recovery flow channel, but also connects the third on-off valve 83 in parallel with the cooling branch 40, which reduces the amount of piping used in the thermal management system, further reducing the structural complexity and volume of the thermal management system.

[0155] It is understood that the first switch valve 81, the second switch valve 82, and the third switch valve 83 in the present application may all include solenoid valves. Solenoid valves have rapid response, high reliability, easy installation, and are convenient for control and maintenance.

[0156] The refrigerant circulation loop 02 in the present application also includes a battery heat exchange branch 90 and a second switching component 100. The second switching component 100 is at least used to connect the battery heat exchange branch 90 between the exhaust port 11 and the first heat exchanger 21. This allows the thermal management system to heat the battery 201 and ensure that the battery 201 operates at a suitable temperature. Moreover, since the battery 201 is in a heating condition, the refrigerant coming out of the exhaust port 11 will first pass through the first heat exchanger 21 before entering the integrated container 30, so that the first heat exchanger 21 will not be restricted under the battery 201 heating condition. The utilization rate of the first heat exchanger 21 and the integrated container 30 is higher.

[0157] The second switching assembly 100 includes a first one-way valve 101 and a conduction valve 102. The input of the first one-way valve 101 is connected to the battery heat exchange branch 90. The output of the first one-way valve 101 is connected to the passage between the first heat exchanger 21 and the exhaust port 11. This avoids the need for an additional conduction branch between the battery heat exchange branch 90 and the first heat exchanger 21, thus reducing the amount of piping used in the thermal management system.

[0158] The conducting valve 102 is connected between the exhaust port 11 and the battery heat exchange branch 90 to connect or cut off the exhaust port 11 and the battery heat exchange branch 90 so that the high-temperature and high-pressure gaseous refrigerant coming out of the exhaust port 11 can enter the battery heat exchange branch 90.

[0159] The conduction valve 102 in the present application includes a third adjustable flow throttle valve. The third adjustable flow throttle valve regulates the amount of high-temperature, high-pressure refrigerant entering the battery heat exchange branch 90. The third adjustable flow throttle valve may also include a large-diameter throttle valve.

[0160] One end of the conduction valve 102 (e.g., a third adjustable flow throttle valve) communicates with the passage between the heating branch 70 and the exhaust port 11, while the other end of the conduction valve 102 communicates with the passage between the battery heat exchange branch 90 and the first intake port 12. This further reduces the amount of connecting piping, simplifies the overall structure of the thermal management system, and makes it easier to maintain.

[0161] The second switching assembly 100 is further used to connect the battery heat exchange branch 90 between the second heat exchanger 22 and the first air intake 12 , so that the liquid refrigerant from the second heat exchanger 22 can enter the battery heat exchange branch 90 to cool the battery 201 .

[0162] The second switching assembly 100 also includes a second one-way valve 103. The input end of the second one-way valve 103 communicates with the passage between the second heat exchanger 22 and the cooling branch 40, and the output end of the second one-way valve 103 communicates with the battery heat exchange branch 90. Opening the second one-way valve 103 allows the refrigerant from the second heat exchanger 22 to enter the battery heat exchange branch 90 for cooling, further reducing the amount of piping used in the thermal management system and increasing the utilization rate of the second heat exchanger 22.

[0163] Second switching assembly 100 also includes a fourth adjustable flow throttle valve 104, which is connected between battery heat exchange branch 90 and first air intake 12. Fourth adjustable flow throttle valve 104 regulates the amount of liquid refrigerant entering battery heat exchange branch 90, achieving reasonable refrigerant distribution.

[0164] The heat absorption structure 31 includes a regenerator 311, which is arranged at the bottom of the accommodating cavity 320. A heat recovery flow channel is provided in the regenerator 311, and the heat recovery flow channel is also connected between the battery heat exchange branch 90 and the first air intake port 12. When cooling the battery 201, the refrigerant coming out of the battery heat exchange branch 90 can enter the heat recovery flow channel to absorb the heat of the liquid refrigerant in the integrated container 30 to obtain a liquid refrigerant with a high degree of supercooling. After the liquid refrigerant is further cooled by the second heat exchanger 22, a liquid refrigerant with a high degree of supercooling is formed. On the one hand, the liquid refrigerant with a high degree of supercooling entering the battery heat exchange branch 90 can increase the cooling capacity of the battery heat exchange branch 90. On the other hand, the refrigerant that absorbs heat and evaporates in the heat recovery flow channel enters the compressor 10 from the first air intake port 12, which can prevent the compressor 10 from inhaling liquid.

[0165] The refrigerant circulation loop 02 in this application also includes a battery heat exchange branch 90 and a battery coolant heat exchange loop 200. The battery heat exchange branch 90 includes a third heat exchanger 91 and a third throttling element 92. The third heat exchanger 91 comprises a plate heat exchanger. The refrigerant flow path of the third heat exchanger 91 can selectively connect between the exhaust port 11 and the first heat exchanger 21. Alternatively, the refrigerant flow path of the third heat exchanger 91 can selectively connect between the accommodating cavity 320 and the first intake port 12. The third throttling element 92 is connected between the third heat exchanger 91 and the first heat exchanger 21, and / or between the third heat exchanger 91 and the second heat exchanger 22. The battery coolant heat exchange loop 200 communicates with the coolant flow path of the third heat exchanger 91, allowing coolant to flow into the coolant flow path of the third heat exchanger 91 for heat exchange with the refrigerant in the refrigerant flow path of the third heat exchanger 91. The third heat exchanger 91 is a plate heat exchanger, which facilitates integration with the battery coolant heat exchange circuit 200 and reduces the volume of the thermal management system.

[0166] The input end of the first one-way valve 101 can be connected to the passage between the third throttling element 92 and the second one-way valve 103, so that the pipeline usage of the thermal management system is reduced.

[0167] The heat exchange channel of battery 201 is connected to the battery coolant heat exchange circuit 200, allowing the battery heat exchange branch 90 to dissipate heat or heat the battery 201. The battery coolant heat exchange circuit 200 also includes a third liquid pump 202. The third liquid pump 202 is disposed between the heat exchange channel of battery 201 and the third heat exchanger 91 to drive the circulation and heat exchange of the coolant.

[0168] When cooling the battery 201, the liquid refrigerant from the second heat exchanger 22 is reduced in pressure by the third throttling element 92 to form a low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure liquid refrigerant enters the refrigerant flow path of the third heat exchanger 91 and absorbs heat from the coolant in the coolant flow path, thereby dissipating heat and cooling the battery 201.

[0169] The second throttling element 72 and the third throttling element 92 in the present application may both include throttling valves such as electronic expansion valves and thermal expansion valves.

[0170] When heating the battery 201, the high-temperature and high-pressure refrigerant from the exhaust port 11 enters the refrigerant flow channel of the third heat exchanger 91 to heat the coolant in the battery coolant heat exchange circuit 200, thereby heating the battery 201. The medium-temperature and high-pressure mixed coolant is then reduced in pressure by the third throttling element 92 and enters the first heat exchanger 21.

[0171] Optionally, both the first heat exchanger 21 and the second heat exchanger 22 comprise plate heat exchangers. The refrigerant flow channel of the first heat exchanger 21 is connected between the exhaust port 11 and the accommodating chamber 320. The coolant flow channel of the first heat exchanger 21 is connected to the coolant circulation loop 01. The refrigerant flow channel of the second heat exchanger 22 is connected between the accommodating chamber 320 and the refrigeration branch 40. The refrigerant flow channel of the second heat exchanger 22 can also be connected between the accommodating chamber 320 and the first air intake port 12. The refrigerant flow channel of the second heat exchanger 22 can also be connected between the accommodating chamber 320 and the battery heat exchange branch 90. The coolant flow channel of the second heat exchanger 22 is connected to the coolant circulation loop 01.

[0172] The plate heat exchanger is small in size, occupies little space, is highly flexible, and is easy to disassemble and maintain, thereby facilitating the integration of the first heat exchanger 21 and the second heat exchanger 22 into the refrigerant circulation loop 02, thereby reducing the overall volume of the thermal management system.

[0173] Of course, the thermal management system may further include a first air supply device 43 in the heating branch 70 and the cooling branch 40 to supply air to the condenser 71 and / or the evaporator 41 through the first air supply device 43. The first air supply device 43 may include a blower.

[0174] In this application, the evaporator 41 can be positioned between the first air supply device 43 and the condenser 71. When dehumidification is required, the airflow can be blown directly to the evaporator 41 through the first air supply device 43. Water vapor in the airflow condenses into water droplets under the action of the evaporator 41, and the dry airflow flows to the condenser 71 for heating to achieve heating. Using a single first air supply device 43 for the evaporator 41 and condenser 71 improves the utilization of the first air supply device 43 and reduces the number of components in the thermal management system.

[0175] The integrated thermal management system and vehicle disclosed in the present application relate to the field of thermal management of the entire vehicle. The components in the thermal management system can be highly integrated, and the entire thermal management system is modularly divided into two modules: the refrigerant circulation loop 02 and the coolant circulation loop 01. The two heat exchangers, the external condenser 71 for heat dissipation and the plate heat exchanger for heat absorption in the original refrigerant circulation loop 02, can be integrated into a plate heat exchanger with integrated cooling and steaming (the first heat exchanger 21 and the second heat exchanger 22). The refrigerant circulation loop 02 and the coolant circulation loop 01 are connected through the plate heat exchanger for heat exchange. The plate heat exchanger can realize the dual functions of low-temperature and low-pressure refrigerant evaporation heat absorption and high-temperature and high-pressure refrigerant condensation heat release. The first heat exchanger 21 and the second heat exchanger 22 can be fully utilized in both cooling mode and cooling mode, and there will be no idle situation. The utilization rate of the heat exchange component 20 is high.

[0176] In some refrigerant circulation loops 02, the third heat exchanger 91 may also include a refrigerant direct cooling and direct heating plate. In addition to being placed separately with the power battery 201, the refrigerant direct cooling and direct heating plate also needs to use a refrigerant pipeline to connect the direct cooling and direct heating plate and the heat exchange channel of the battery 201. All other refrigerant-related compressors 10 of the refrigerant circulation loop 02, the entire HVAC box (including the two heat exchangers of the indoor condenser 71 and the evaporator 41 in the box, regulating dampers, blowers, sensors and other parts), the first heat exchanger 21 (such as a plate heat exchanger), various valves, integrated containers 30, coaxial tubes and other components can be highly integrated into one. The connection between the various components will no longer use traditional pipelines, and die-cast flow channels can be used to connect the various components to form a refrigerant circulation loop 02, which greatly shortens the length of the connecting pipelines between the various components, reduces the flow loss of the refrigerant, and reduces the volume occupied by the thermal management system. Figure 2 The refrigerant circuit 02 shown can be integrated into the vehicle's front cabin, expanding the passenger compartment's driving space. Air ducts located between the refrigerant circuit 02 and the passenger compartment provide cooling or heating for the passenger compartment. The HVAC box stands for Heating, Ventilation, and Air Conditioning, which provides heating, ventilation, and air conditioning.

[0177] Here, if the thermal management of the power battery 201 is to perform coolant heat exchange through the battery coolant heat exchange circuit 200, the third heat exchanger 91 can be replaced with a plate heat exchanger. Then the entire refrigerant circulation circuit 02 can integrate the third heat exchanger 91 together. Figure 14 As shown, a third liquid pump 202 is provided between the heat exchange channel of the battery 201 and the plate heat exchanger to promote the circulation of the coolant. Driven by the third liquid pump 202, the coolant enters the heat exchange channel of the power battery 201, thereby cooling or heating the power battery 201. The entire refrigerant circulation loop 02 can integrate the third heat exchanger 91. On the one hand, this integrated refrigerant circulation loop 02 can be used for refrigerants with safety categories of A1 and A2L (such as R134a, R410A, and R1234YF). On the other hand, this refrigerant circulation loop 02 can be used for refrigerants with safety categories of A2 and A3 (such as R290). The refrigerant circulation loop 02 integrates all refrigerant-related components and can be completely enclosed in a safety box. A sensor for detecting refrigerant leaks is then installed in the safety box. In the event of a refrigerant leak, the connection between the guide air duct and the passenger compartment can be directly cut off, enclosing the high-level flammable and explosive refrigerant in the safety box to ensure cockpit safety.

[0178] It can be understood that the first heat exchanger 21, the second heat exchanger 22, and the third heat exchanger 91 in the present application can also include one of a shell and tube heat exchanger, a spiral plate heat exchanger, a sleeve heat exchanger, a fin-tube heat exchanger, etc.

[0179] The coolant circulation loop 01 provided in the present application includes at least a first loop and a second loop. The coolant circulation loop 01 includes a heat dissipation component 300 , a powertrain 400 , a pump body component, and a switching device 700 .

[0180] The powertrain 400 is provided with a heat dissipation channel, the input end of which is connected to the output end of the heat dissipation assembly 300, and the output end of which is connected to the first heat exchanger 21. This allows coolant to enter the heat dissipation channel to dissipate heat from the powertrain 400 and collect heat from the powertrain 400.

[0181] The pump assembly includes a first liquid pump 500 and a second liquid pump 600 . The first liquid pump 500 is disposed between the heat dissipation channel and the first heat exchanger 21 , and the second liquid pump 600 is disposed between the output end of the heat dissipation assembly 300 and the second heat exchanger 22 .

[0182] Among them, such as Figure 5 As shown, the output end of the heat dissipation assembly 300, the heat dissipation channel, the first liquid pump 500, the first heat exchanger 21, and the input end of the heat dissipation assembly 300 form a first loop. The output end of the heat dissipation assembly 300, the second liquid pump 600, the second heat exchanger 22, and the input end of the heat dissipation assembly 300 form a second loop. The switching device 700 is used to simultaneously open or close the first and second loops.

[0183] In the cooling mode, after the coolant comes out from the output end of the heat dissipation component 300, part of it enters the first circuit to complete the circulation and then returns to the input end of the heat dissipation component 300, and the other part enters the second circuit to circulate and then returns to the input end of the heat dissipation component 300.

[0184] After the coolant entering the first circuit cools the powertrain 400, the coolant temperature will rise and then flow into the coolant channel of the first heat exchanger 21 to undergo the first condensation of the high-temperature and high-pressure refrigerant. The coolant entering the second circuit will enter the second heat exchanger 22 (the temperature of the coolant entering here does not cool the powertrain 400, and its temperature is lower than that of the coolant entering the first heat exchanger 21). The medium-temperature and high-pressure saturated refrigerant condensed by the first heat exchanger 21 can be condensed for the second time to form a supercooled liquid refrigerant. After the heat exchange, the coolants of the two circuits enter the heat dissipation assembly 300 for cooling.

[0185] The coolant circulation loop 01 in the present application also includes a third loop and a fourth loop.

[0186] The output end of the heat dissipation channel, the first liquid pump 500, the first heat exchanger 21 and the input end of the heat dissipation channel form a third loop.

[0187] The output of the second liquid pump 600 and the connection from the second heat exchanger 22 to the input of the second liquid pump 600 form a fourth loop. The output of the third loop merges with the output of the fourth loop, and the merging point is connected to the input of the third loop and the input of the fourth loop, respectively. The switching device 700 is also used to simultaneously open or close the third and fourth loops.

[0188] like Figure 6 As shown, in heating mode, when the thermal management system's heating demand is low, the third and fourth circuits can be simultaneously switched on via switching device 700. The coolant entering the third circuit absorbs excess heat from the powertrain 400, raising its temperature before flowing into the first heat exchanger 21. After evaporating and absorbing heat from the refrigerant at the first evaporating pressure, the temperature of the outgoing coolant is reduced to the first temperature. The first-temperature coolant merges with the coolant at the output of the fourth circuit, and a portion reenters the heat dissipation channel of the powertrain 400. The second temperature of the coolant entering the fourth circuit is lower than the temperature of the coolant entering the first heat exchanger 21 in the third circuit. This is because the coolant entering the second heat exchanger 22 has already absorbed heat and cooled by the first heat exchanger 21. The second-temperature coolant flows into the coolant flow path of the second heat exchanger 22. Because the pressure of the refrigerant at the second evaporating pressure entering the second heat exchanger 22 is reduced by the first adjustable flow throttle valve 50, the second evaporating pressure is lower than the first evaporating pressure of the refrigerant in the first heat exchanger 21, and its saturation temperature is also lower. Therefore, the refrigerant at the second evaporation pressure can further absorb the heat of the coolant at the second temperature, evaporating to efficiently recover waste heat from the powertrain 400. The coolant at the second temperature is further cooled by absorbing heat to form coolant at the third temperature. The coolant at the third temperature then merges with the coolant in the third circuit after passing through the first heat exchanger 21 and then enters the third and fourth circuits, respectively, completing the water circuit cycle.

[0189] In addition, if Figure 7 As shown, the coolant circulation circuit 01 provided in this application also includes a third circuit, which is formed by the output end of the heat dissipation channel, the first liquid pump 500, the first heat exchanger 21, and the input end of the heat dissipation channel. The switching device 700 is also used to simultaneously open or close the second and third circuits.

[0190] See Figure 7 For example, when the vehicle is operating in passenger compartment heating and battery 201 heating mode, the thermal management system requires a large amount of heat, which cannot be met by the waste heat from the powertrain 400 alone. If the powertrain 400 is inefficiently blocked and the heat generation power is high, the thermal management system's energy consumption will increase, affecting the vehicle's range. Therefore, the present application also utilizes a switching device 700 to connect the second and third circuits, allowing the coolant circulation circuit 01 to recover a portion of the ambient air heat to compensate for the heat in the system, thereby achieving energy savings.

[0191] The coolant entering the third circuit enters the heat dissipation channel of the powertrain 400 and absorbs the heat of the powertrain 400. It is then driven by the first liquid pump 500 to flow into the coolant channel of the first heat exchanger 21. After the coolant absorbs heat through the evaporation of the first evaporating pressure refrigerant, its temperature drops to a coolant at the first temperature. The coolant at the first temperature returns to the heat dissipation channel again, completing the coolant circulation of the first branch. The coolant entering the second circuit is driven by the second liquid pump 600 and flows into the coolant channel of the second heat exchanger 22. After the second evaporating pressure refrigerant absorbs heat in the refrigerant channel of the second heat exchanger 22, the temperature of the coolant flowing out will drop to a coolant at the second temperature. The coolant at the second temperature returns to the heat dissipation component 300. After absorbing heat from the low-temperature ambient air through the heat dissipation component 300, the coolant at the second temperature enters the second heat exchanger 22 again, completing the coolant circulation of the second circuit and achieving the purpose of recovering heat from the ambient air and compensating it into the thermal management system.

[0192] In some embodiments of the present application, the heat dissipation assembly 300 includes a radiator 301 and a second air supply device 302, and the air outlet of the second air supply device 302 is arranged opposite to the radiator 301. The switching device 700 may include a first four-way valve 701 and a second four-way valve 702.

[0193] The first four-way valve 701 includes valve ports A1, A2, A3, and A4. The second four-way valve 702 includes valve ports B1, B2, B3, and B4.

[0194] The valve port A3 of the first four-way valve 701 is connected to the output of the radiator 301, and the valve port A2 is connected to the input of the second liquid pump 600. The valve port A1 is connected to the input of the heat dissipation channel, and the valve port A4 is connected to the valve port B2 of the second four-way valve 702.

[0195] Port B1 of the second four-way valve 702 is connected to the output end of the coolant flow channel of the first heat exchanger 21, and port B2 is connected to port A4 of the first four-way valve 701. Port B3 is connected to the input end of the radiator 301, and port B4 is connected to the output end of the coolant flow channel of the second heat exchanger 22.

[0196] The first four-way valve 701 has three operating modes. In the first operating mode, valve port A4 is blocked, while valve ports A3, A2, and A1 are connected. The openings of valve ports A2 and A1 can be proportionally adjusted to distribute flow. In the second operating mode, valve port A3 is blocked, while valve ports A4, A1, and A2 are connected. The openings of valve ports A2 and A1 can be proportionally adjusted to distribute flow. In the third operating mode, valve port A1 is connected only to valve port A4, while valve port A2 is connected only to valve port A3.

[0197] The second four-way valve 702 has three operating modes: the first operating mode: valve port B2 is blocked, and valve ports B1, B4, and B3 are connected; the second operating mode: valve port B3 is blocked, and valve ports B1, B2, and B4 are connected; and the third operating mode: valve port B1 is connected only to valve port B2, and valve port B3 is connected only to valve port B4.

[0198] The thermal management system disclosed in the present application can realize the requirements of multiple combinations of thermal management on the side (cooling, heating, dehumidification) and the battery 201 side (cooling, heating). The present application will introduce in detail the working status and achieved effects of each component in the thermal management system when different working conditions such as single cooling mode, single heating mode (single cooling mode), dehumidification + battery 201 cooling mode, heating + battery 201 cooling mode, cooling + battery 201 cooling mode and heating + battery 201 heating are realized through the thermal management system.

[0199] like Figure 5 The following is a schematic diagram of the working status of the thermal management system in cooling mode:

[0200] In the refrigerant circulation loop 02, the second throttling element 72 and the third throttling element 92 are closed, and the first throttling element 42 is opened to throttle. The first switch valve 81 is open, the third switch valve 83 is closed, and the second switch valve 82 is closed. The conduction valve 102 and the fourth adjustable flow throttle valve 104 are closed, the first adjustable flow throttle valve 50 is fully opened, and the second adjustable flow throttle valve 60 is opened to throttle and reduce pressure. The flow direction of the refrigerant is along Figure 4 As shown by the arrows in:

[0201] After compressor 10 compresses the low-pressure refrigerant (i.e., refrigerant) and performs work, it discharges high-temperature, high-pressure gaseous refrigerant from exhaust port 11. The high-temperature, high-pressure gaseous refrigerant flows through first on / off valve 81 and into the refrigerant flow path of first heat exchanger 21. At this point, first heat exchanger 21 functions as a first water-cooled condenser 71. The high-temperature, high-pressure gaseous refrigerant releases heat to the coolant flow path of first heat exchanger 21, undergoing a primary condensation into a medium-temperature, high-pressure mixed refrigerant.

[0202] The medium-temperature and high-pressure mixed refrigerant enters the accommodating cavity 320 of the integrated container 30 along the first inlet 321. The integrated container 30, as a high-pressure liquid storage tank, can adjust the refrigerant circulation volume of the thermal management system in real time, balance the refrigerant pressure on the high-pressure side, and prevent the accumulation of refrigerant on the high-pressure side from causing pressure fluctuations.

[0203] The refrigerant in the tank 32 of the integrated container 30 is a medium-temperature, high-pressure gas-liquid mixed refrigerant. The medium-temperature, high-pressure liquid refrigerant is located at the bottom of the tank 32, and the medium-temperature, high-pressure gas refrigerant is located at the top of the tank 32. The refrigerant outflow will be divided into two paths:

[0204] The first route: the medium-temperature and high-pressure saturated gaseous refrigerant flows out through the first outlet 322 of the integrated container 30, and then passes through the second adjustable flow throttle valve 60 to be throttled and reduced in pressure to become a medium-temperature and medium-pressure gaseous refrigerant (the temperature of the refrigerant here will be lower than the medium temperature due to throttling and pressure reduction, and its form is saturated gas or superheated gas), and then returns to the compressor 10 from the second air intake 13, and enters the medium-pressure chamber of the compressor 10 for air replenishment, which can reduce the exhaust temperature of the compressor 10 during high-temperature refrigeration or cooling of the battery 201, and improve the energy efficiency of the system. For some refrigerants with a large adiabatic index (such as R32), the high exhaust temperature after adiabatic compression will reduce the lubrication effect of the refrigeration oil, affecting the safe operation of the compressor 10. The present application can ensure the application of refrigerants with a high adiabatic index by reducing the exhaust temperature through intermediate air replenishment.

[0205] Second route: The medium-temperature, high-pressure saturated liquid refrigerant is located at the bottom of the integrated container 30, and the regenerator 311 is located inside the integrated container 30. The medium-temperature, high-pressure liquid refrigerant in the tank body 32 will absorb heat from the low-temperature, low-pressure mixed refrigerant flowing in the regenerator 311, so that the medium-temperature, high-pressure liquid refrigerant is supercooled for the first time to form a high-pressure, supercooled liquid refrigerant. The high-pressure, supercooled liquid refrigerant flows out through the second outlet 323 of the integrated container 30, and flows into the refrigerant flow channel of the second heat exchanger 22 through the fully open first adjustable flow throttle valve 50 without throttling. The high-pressure, supercooled liquid refrigerant releases heat to the coolant again and is supercooled for the second time, thereby increasing the supercooling degree of the high-pressure liquid refrigerant. The increase in supercooling can bring greater cooling capacity and improve the energy efficiency of the thermal management system. The supercooled liquid refrigerant is throttled, expanded, and depressurized by the first throttling element 42 to form a low-temperature, low-pressure mixed refrigerant that flows into the evaporator 41. After throttling, the supercooled refrigerant can form a low-temperature, low-pressure mixed refrigerant with a higher proportion of liquid phase. Such a refrigerant can evaporate and absorb more heat, which is beneficial to increasing the cooling capacity. The first air supply device 43 inhales hot air (such as the hot air in the vehicle passenger compartment) and blows it across the surface of the evaporator 41 to be cooled and turned into cold air before being sent into the passenger compartment. At this time, the liquid refrigerant in the low-temperature, low-pressure mixed refrigerant in the evaporator 41 absorbs heat and evaporates, becoming a mixed refrigerant with a lower proportion of liquid. The form of the mixed refrigerant here is related to the adjustment of the first throttling element 42, the ambient temperature, and the heat load. It can also be a superheated low-pressure gaseous refrigerant. The mixed refrigerant coming out of the evaporator 41 enters the second inlet 324 of the integrated container 30. At this time, the liquid refrigerant in the mixed refrigerant can absorb the heat of the medium-temperature and high-pressure refrigerant in the integrated container 30 in the regenerator 311, evaporate into gaseous refrigerant and flow out from the third outlet 325, and then return to the compressor 10 from the first air intake 12, avoiding the situation where the compressor 10 inhales liquid and realizes a complete refrigerant cycle.

[0206] The corresponding flow path of coolant circulation loop 01 is as follows: first four-way valve 701 is in the first operating mode, valve port A4 is closed, and valve ports A3, A2, and A1 are connected. The opening ratio of valve ports A1 and A2 is adjusted to 5:5. The actual flow distribution between the two is adjusted by the driving duty cycle of the first liquid pump 500 and the second liquid pump 600 in the corresponding flow path. Second four-way valve 702 is in the first operating mode, valve port B2 is closed, and valve ports B1, B4, and B3 are connected. At this time, the first and second loops of coolant circulation loop 01 are connected.

[0207] The coolant circulation path is as follows: the coolant near ambient temperature after being cooled by the front radiator 301 enters the valve port A3 of the first four-way valve 701, and the coolant passing through the first four-way valve 701 enters the first circuit and the second circuit respectively.

[0208] After the coolant in the first circuit flows out of valve port A1 and into the heat dissipation channel of powertrain 400, dissipating heat from the powertrain 400, the coolant temperature rises. The heated coolant then flows into the coolant flow path of first heat exchanger 21, where it undergoes the initial condensation of the high-temperature, high-pressure refrigerant. The coolant temperature rises again after passing through first heat exchanger 21.

[0209] After flowing out of valve port A2, the coolant in the second circuit directly enters the second heat exchanger 22. The temperature of the coolant entering the second heat exchanger 22 does not cool the powertrain 400, but is lower than that of the coolant entering the first heat exchanger 21. This allows the medium-temperature, high-pressure saturated refrigerant condensed in the first heat exchanger 21 to undergo a second condensation to form a subcooled liquid refrigerant. The temperature of the coolant exiting the second heat exchanger 22 will rise accordingly.

[0210] After the first and second coolant circuits have completed heat exchange, the first coolant flows into port B1 of the second four-way valve 702. The second coolant flows into port B4 of the second four-way valve 702. The two coolant circuits merge in the second four-way valve 702, then flow out of port B3 and into the front radiator 301. The front second air supply device 302 (e.g., an electronic fan) operates, driving air across the surface of the radiator 301, cooling the coolant.

[0211] like Figure 6 The following is a schematic diagram of the working status of the thermal management system in heating mode:

[0212] In heating mode, the second throttle element 72 in refrigerant circulation loop 02 is open to throttle the flow. The third throttle element 92 and the first throttle element 42 are closed. The first on-off valve 81 is closed, the third on-off valve 83 is closed, and the second on-off valve 82 is open. The conduction valve 102 and the fourth adjustable flow throttle valve 104 are closed. The first adjustable flow throttle valve 50 is opened to throttle and reduce pressure. The second adjustable flow throttle valve 60 is opened to adjust the flow rate.

[0213] The flow direction of refrigerant Figure 6 As shown by the arrows in the figure, compressor 10 compresses the refrigerant and discharges high-temperature, high-pressure gaseous refrigerant from exhaust port 11. The high-temperature, high-pressure gaseous refrigerant enters the interior condenser 71. The first air supply device 43 of the cabinet blows the cold air from the vehicle across the surface of the interior condenser 71, heating it into hot air that is then blown back into the passenger compartment for heating.

[0214] The high-temperature and high-pressure gaseous refrigerant is condensed into a medium-temperature and high-pressure liquid refrigerant after heat dissipation in the condenser 71. The medium-temperature and high-pressure liquid refrigerant is expanded, depressurized and throttled by the second throttling element 72 to form a mixed refrigerant with a first evaporation pressure. The mixed refrigerant with the first evaporation pressure enters the refrigerant flow channel of the first heat exchanger 21. At this time, the first heat exchanger 21 acts as the first evaporator 41. The liquid refrigerant in the mixed refrigerant with the first evaporation pressure absorbs the waste heat from the powertrain 400 in the coolant circulation loop 01 and evaporates to form a mixed refrigerant with a lower liquid phase ratio. The mixed refrigerant enters the gas separation and liquid storage integrated container 30 through the first inlet 321. The integrated container 30 separates the liquid refrigerant in the mixed refrigerant with the first evaporation pressure to the bottom of the accommodating chamber 320. The separated gaseous refrigerant is located at the top of the integrated container 30, and the liquid refrigerant and the gaseous refrigerant flow out from the two refrigerant branches respectively.

[0215] First refrigerant branch: The first evaporating pressure gaseous refrigerant passes through the first outlet 322 of the integrated container 30, and then returns to the second intake port 13 of the compressor 10 through the second adjustable flow throttle valve 60 which is kept fully open, and enters the medium-pressure chamber of the compressor 10 for air replenishment, so as to avoid insufficient low-pressure intake volume caused by too low intake pressure at the first intake port 12, and thus improve the exhaust volume of the compressor 10 during low-temperature heating.

[0216] Second refrigerant branch: The liquid refrigerant at the first evaporation pressure in the integrated container 30 flows out through the second outlet 323, and after being reduced in pressure and throttled by the first adjustable flow throttle valve 50, forms a mixed refrigerant at the second evaporation pressure with a lower pressure. The mixed refrigerant at the second evaporation pressure enters the second heat exchanger 22. Since the second evaporation pressure is lower than the first evaporation pressure, its refrigerant saturation temperature is also lower, that is, the refrigerant at the second evaporation pressure in the second heat exchanger 22 can absorb heat from the coolant at a lower temperature, thereby absorbing heat again from the coolant that has absorbed heat through the first evaporation pressure, greatly increasing the heat absorption of the motor waste heat recovery. This improves the heating capacity of the entire thermal management system. The gaseous refrigerant at the second evaporation pressure, which has absorbed heat, flows through the second switch valve 82 and returns to the first air intake 12 of the compressor 10 to complete the refrigerant flow cycle.

[0217] The corresponding water circulation in the coolant circulation loop 01 is that the first four-way valve 701 is in the second working mode, valve port A3 is closed, valve port A4, valve port A1 and valve port A2 are connected, and the opening ratio of valve port A1 and valve port A2 is adjusted to 5:5. The actual flow distribution between the two can be adjusted by the driving duty cycle of the first liquid pump 500 and the second liquid pump 600 in the corresponding flow path. The valve port B3 of the second four-way valve 702 is closed, and valve port B1, valve port B2 and valve port B4 are connected. At this time, the third circuit and the fourth circuit of the coolant circuit are simultaneously opened. After the third circuit and the fourth circuit merge at the valve port B2 of the second four-way valve 702, they flow into the third circuit and the fourth circuit respectively from the valve port A1 and valve port A2 of the first four-way valve 701 to realize circulation.

[0218] The coolant that has absorbed heat enters the first four-way valve 701 from valve port A4 and then enters the third circuit and the fourth circuit respectively:

[0219] Third Circuit: The coolant flowing out of valve port A1 absorbs waste heat from the powertrain 400, raising its temperature. It then flows into the first heat exchanger 21. After evaporation and heat absorption by the first evaporating pressure refrigerant, the temperature of the coolant is reduced to the first temperature. The coolant at the first temperature then flows into valve port B1 of the second four-way valve 702.

[0220] Fourth Circuit: The temperature of the coolant flowing out of valve port A2 is the second temperature, which is lower than the first temperature of the coolant in the third circuit (because the coolant flowing out of valve port A2 absorbs heat and cools down through the first heat exchanger 21, and therefore its temperature is lower). The coolant at the second temperature flowing out of valve port A2 flows into the coolant flow channel of the second heat exchanger 22. Because the pressure of the refrigerant at the second evaporation pressure in the second heat exchanger 22 is lower than the first evaporation pressure and the saturation temperature is also lower, the refrigerant at the second evaporation pressure in the second heat exchanger 22 can further absorb the heat of the coolant at the second temperature, thereby evaporating and achieving efficient recovery of waste heat from the powertrain 400. The coolant at the second temperature is further cooled by absorbing heat to form a coolant at the third temperature. The coolant at the third temperature flows back to valve port B4 of the second four-way valve 702.

[0221] The coolant at the first temperature flowing in from valve port B1 and the coolant at the third temperature flowing in from valve port B4 merge to form the coolant at the second temperature, which flows out from valve port B2 and enters valve port A4 of the first four-way valve 701, and then flows into the third circuit and the fourth circuit from valve port A1 and valve port A2 respectively, completing the circulation of the coolant.

[0222] like Figure 7 The figure shows a schematic diagram of the thermal management system in the working state of heating + battery 201 heating:

[0223] In the heating + battery 201 heating mode, the second throttling element 72 in the refrigerant circulation loop 02 is opened to play a throttling role, and the third throttling element 92 is opened to play a throttling role. The first throttling element 42 is closed, and the first switch valve 81 is cut off. The third switch valve 83 is turned on, and the second switch valve 82 is cut off. The conduction valve 102 is opened to adjust the refrigerant flow and the inlet temperature of the third heat exchanger 91, and the fourth adjustable flow throttle valve 104 is closed. The first adjustable flow throttle valve 50 is opened to play a throttling and pressure reduction role, and the second adjustable flow throttle valve 60 is opened to adjust the flow. The flow direction of the refrigerant is along Figure 7 As shown by the arrow in .

[0224] The high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 through the exhaust port 11 is divided into two refrigerant branches:

[0225] The first refrigerant branch: the high-temperature and high-pressure gas-liquid refrigerant flows directly to the condenser 71 for heating the passenger compartment. The high-pressure liquid refrigerant flowing out of the condenser 71 is throttled and reduced in pressure by the second throttling element 72 to become a low-temperature and low-pressure mixed refrigerant.

[0226] The second refrigerant branch is used to heat the battery 201: the high-temperature and high-pressure gaseous refrigerant enters the third heat exchanger 91 through the control valve 102. When the thermal management system is used in a vehicle, the operating state of the control valve 102 can be determined according to the heating demand of the vehicle passenger compartment.

[0227] The conduction valve 102 is a large-diameter throttle valve. When passenger compartment heating demand is high, the opening of the large-diameter throttle valve can be reduced, reducing the refrigerant flow rate entering the third heat exchanger 91. When passenger compartment heating demand is low, the opening of the large-diameter throttle valve can be adjusted to increase the refrigerant flow rate entering the third heat exchanger 91, thereby increasing the temperature rise rate of the battery 201. The low-temperature power battery 201 can absorb heat from the high-temperature gaseous refrigerant through the third heat exchanger 91. In this case, the third heat exchanger 91 functions as a condenser 71. The refrigerant leaving the third heat exchanger 91 is condensed into a medium-temperature, high-pressure liquid refrigerant. This is then throttled and reduced in pressure by the third throttle element 92 to form a low-temperature, low-pressure mixed refrigerant. The refrigerant in the second refrigerant branch flows through the first one-way valve 101 and merges with the low-pressure mixed refrigerant in the first refrigerant branch to form a mixed refrigerant at the first evaporation pressure, which enters the refrigerant flow path of the first heat exchanger 21. At this point, the first heat exchanger 21 acts as the first evaporator 41. The liquid refrigerant in the refrigerant at the first evaporation pressure absorbs heat from the powertrain 400 in the coolant circulation loop 01 and evaporates, forming a mixed refrigerant with a lower liquid phase ratio. The mixed refrigerant enters the integrated container 30 through the first inlet 321. The liquid refrigerant in the mixed refrigerant at the first evaporation pressure in the integrated container 30 is located at the bottom of the integrated container 30, and the gaseous refrigerant is located at the top of the integrated container 30, and then flows out through two branches:

[0228] First branch: The saturated gaseous refrigerant at the first evaporating pressure passes through first outlet 322 of integrated container 30, then through second adjustable flow throttle valve 60, which remains fully open, and returns directly to second intake port 13 of compressor 10, where it enters the intermediate-pressure chamber of compressor 10 for replenishment. This prevents insufficient low-pressure intake volume due to excessively low intake pressure at first intake port 12, thereby increasing the exhaust volume of compressor 10 during low-temperature heating.

[0229] Second branch: The saturated liquid refrigerant at the first evaporating pressure in the gas separation and liquid storage integrated container 30 absorbs heat from the refrigerant at the second evaporating pressure in the regenerator 311, thereby being supercooled. It flows out through the second outlet 323 of the integrated container 30 and, after pressure reduction and throttling by the first adjustable flow throttle valve 50, forms a mixed refrigerant at a lower pressure and a second evaporating pressure with a higher proportion of liquid. The mixed refrigerant at the second evaporating pressure enters the second heat exchanger 22. Because the second evaporating pressure is lower than the first evaporating pressure, its refrigerant saturation temperature is also lower. This means that the refrigerant at the second evaporating pressure in the second heat exchanger 22 can absorb heat from the coolant at a lower temperature. The refrigerant at the second evaporating pressure absorbs heat from the ambient air and compensates it for the heat management system, achieving energy savings in heating conditions. After absorbing heat, the refrigerant at the second evaporating pressure flows through the third on / off valve 83 and enters the second inlet 324 of the integrated container 30. At this time, the liquid refrigerant can absorb the heat of the first evaporation pressure refrigerant in the integrated container 30 in the regenerator 311 and evaporate into the second evaporation pressure gaseous refrigerant, flowing out from the third outlet 325, and then return to the first air intake 12 of the compressor 10, avoiding the situation where the compressor 10 inhales liquid and realizing a complete refrigerant cycle.

[0230] The corresponding water circulation in coolant circulation loop 01 is as follows: First four-way valve 701 is in the third operating mode, with valve port A1 connected to valve port A4, and valve port A2 connected to valve port A3. Second four-way valve 702 is in the third operating mode, with valve port B1 connected to valve port B2, and valve port B4 connected to valve port B3. In other words, the second and third circuits of coolant circulation loop 01 are simultaneously open.

[0231] In the third circuit: the coolant flowing out of valve port A1 enters the heat dissipation channel of the powertrain 400 and absorbs heat from the powertrain 400. After absorbing the heat from the powertrain 400, it flows into the coolant flow channel of the first heat exchanger 21 driven by the first liquid pump 500. The coolant evaporates and absorbs heat through the refrigerant at the first evaporation pressure in the first heat exchanger 21, and the temperature of the coolant flowing out is reduced to the coolant at the first temperature. The coolant at the first temperature enters valve port B1 of the second four-way valve 702, flows out from valve port B2 connected to valve port B1, enters valve port A4 of the first four-way valve 701, connects to valve port A1, and flows into the powertrain 400 again, completing the coolant circulation of the third circuit.

[0232] In the second circuit, the coolant flowing out of port A2 of the first four-way valve 701, driven by the second liquid pump 600, flows into the coolant flow path of the second heat exchanger 22. In the second heat exchanger 22, the coolant is evaporated and absorbed by the second evaporating pressure refrigerant, and the temperature of the flowing coolant is reduced to a second temperature. The second temperature coolant enters port B4 of the second four-way valve 702 and then flows into the front radiator 301 through port B3. The second air supply device 302 is activated, and the low-temperature ambient air passes over the surface of the radiator 301. The coolant at the second temperature absorbs heat from the low ambient temperature through the radiator 301. After absorbing heat, the coolant flows back into the second heat exchanger 22 from ports A3 and A2 of the first four-way valve 701, completing the coolant circulation of the second circuit. The heat recovered from the ambient air is then compensated for by the coolant in the second circuit to the thermal management system.

[0233] like Figure 8 The figure shows a schematic diagram of the thermal management system in the working state of heating and dehumidification + battery 201 cooling:

[0234] In the dehumidification + battery 201 cooling mode, the second throttling element 72, the third throttling element 92, and the first throttling element 42 in the refrigerant circulation loop 02 are all open. The first switch valve 81 and the third switch valve 83 are closed, and the second switch valve 82 is closed. The conduction valve 102 is closed, and the fourth adjustable flow throttle valve 104 is opened to adjust the cooling outlet pressure. The first adjustable flow throttle valve 50 is opened, and the second adjustable flow throttle valve 60 is opened to throttle and reduce pressure. The refrigerant circulation flow path is shown in FIG. Figure 8 As indicated by the arrow.

[0235] It is particularly important to note that the second throttle element 72 can be a zigzag throttle valve, whose opening and flow rate curve form a zigzag line. For example, when the valve opening of the zigzag throttle valve is between 0 and 350 steps, the diameter of the zigzag throttle valve varies between 0 mm (in millimeters) and 1.65 mm. At this diameter, the zigzag throttle valve can function as an expansion valve and exert a throttling effect. When the valve opening is between 350 and 500 steps, the diameter of the zigzag throttle valve varies between 1.65 mm and 10 mm. When the zigzag throttle valve is opened to its maximum number of steps, it has no throttling effect and can be used only to regulate flow rate. In this mode, the second throttle element 72 does not exert a throttling effect when opened to its maximum number of steps.

[0236] After compressor 10 compresses the refrigerant, it discharges high-temperature, high-pressure gaseous refrigerant through exhaust port 11. This high-temperature, high-pressure gaseous refrigerant enters condenser 71. Air from first air supply device 43 is first cooled by evaporator 41 before being heated by condenser 71. The refrigerant exiting condenser 71 remains in high-temperature, high-pressure gaseous refrigerant. (This is because, in dehumidification mode, the demand for heating in the vehicle is relatively low, resulting in a relatively low heat dissipation from condenser 71.)

[0237] The high-temperature and high-pressure refrigerant passes through the second throttling element 72 (at this time, the second throttling element 72 is opened to the maximum number of steps and has no throttling effect) and enters the first heat exchanger 21. At this time, the first heat exchanger 21 is used as the first water-cooled condenser 71. The high-temperature and high-pressure gaseous refrigerant releases heat to the coolant flow channel of the first heat exchanger 21 and is condensed into a medium-temperature and high-pressure mixed refrigerant for the first time. The medium-temperature and high-pressure mixed refrigerant enters the integrated container 30 from the first inlet 321. The integrated container 30, as a high-pressure liquid storage tank, can adjust the refrigerant circulation volume of the system in real time, balance the refrigerant pressure of the system on the high-pressure side, and prevent the accumulation of refrigerant on the high-pressure side from causing pressure fluctuations.

[0238] The refrigerant in the tank 32 of the integrated container 30 is a medium-temperature, high-pressure gas-liquid mixed refrigerant. The liquid refrigerant is located at the bottom of the tank 32, and the gaseous refrigerant is located at the top of the tank 32. The refrigerant outflow will be divided into two paths:

[0239] The first refrigerant branch: the medium-temperature and high-pressure saturated gaseous refrigerant flows out through the first outlet 322 of the integrated container 30, and after being throttled and reduced in pressure by the second adjustable flow throttle valve 60 to become a medium-temperature and medium-pressure gaseous refrigerant (the temperature of the refrigerant here will be lower than the medium temperature due to throttling and pressure reduction, and its form is saturated gas or superheated gas), it returns to the compressor 10 from the second air intake 13. The gaseous refrigerant enters the medium-pressure chamber of the compressor 10 for air replenishment, which can reduce the exhaust temperature of the compressor 10 during high-temperature refrigeration or battery 201 cooling, thereby improving the energy efficiency of the system. For some refrigerants with a large adiabatic index (such as R32), the high exhaust temperature after adiabatic compression will reduce the lubrication effect of the refrigeration oil, affecting the safe operation of the compressor 10. The circulation of the refrigerant can ensure the application of refrigerants with a high adiabatic index by replenishing air in the middle and reducing the exhaust temperature.

[0240] The second refrigerant branch: The medium-temperature, high-pressure, saturated liquid refrigerant is located at the bottom of the integrated container 30, and the heat recovery flow channel of the regenerator 311 is located in the integrated container 30. The medium-temperature, high-pressure liquid refrigerant in the integrated container 30 will absorb heat from the low-temperature, low-pressure mixed refrigerant flowing in the regenerator 311, and the liquid refrigerant is supercooled for the first time to form a high-pressure, supercooled liquid refrigerant. After the high-pressure supercooled liquid refrigerant flows out of the integrated container 30 along the second outlet 323, it flows into the refrigerant flow channel of the second heat exchanger 22 through the fully open first adjustable flow throttle valve 50 without throttling effect. The high-pressure supercooled liquid refrigerant releases heat to the coolant in the coolant flow channel of the second heat exchanger 22 again and is cooled and supercooled for the second time, thereby increasing the supercooling degree of the high-pressure liquid refrigerant. The increase in supercooling degree can bring greater cooling capacity and improve the dehumidification effect. The high-pressure supercooled liquid refrigerant flowing out of the second heat exchanger 22 will be divided into two paths again:

[0241] The first branch cools the battery 201: Supercooled refrigerant passes through the second one-way valve 103. Under the throttling and pressure-reducing action of the third throttling element 92, the high-pressure liquid refrigerant is reduced in pressure to a low-temperature, low-pressure mixed refrigerant. The low-temperature, low-pressure mixed refrigerant enters the third heat exchanger 91 to cool the power battery 201, absorbing excess heat from the power battery 201 to ensure that the battery 201 maintains a suitable operating temperature, which helps to improve the lifespan of the battery 201. Simultaneously, the diameter of the fourth adjustable flow throttle valve 104 can be adjusted to change the evaporation pressure of the refrigerant in the battery heat exchange branch 90, thereby regulating the refrigerant in the battery heat exchange branch 90 to the target evaporation temperature, preventing the evaporation temperature of the battery 201 from being too low, which could affect the lifespan of the battery cell.

[0242] The second branch is the evaporator 41 in the passenger compartment: the supercooled refrigerant is throttled and depressurized by the first throttling element 42 to form a low-temperature, low-pressure mixed refrigerant. The low-temperature, low-pressure mixed refrigerant enters the evaporator 41, causing the temperature of the evaporator 41 to drop. The first air supply device 43 of the box drives the air to blow across the surface of the evaporator 41. Since the temperature of the evaporator 41 is lower than the dew point temperature of the air, the gaseous water vapor in the air will be condensed into cold water and separated from the air to form relatively dry air. The dry air is cooled by the regulation of the hot and cold air doors in the box, and then passes through the condenser 71 again to be heated to a suitable temperature and enter the passenger compartment.

[0243] The mixed refrigerant leaving the first and second branches enters the second inlet 324 of the integrated container 30. At this point, the liquid refrigerant in the mixed refrigerant absorbs heat from the medium-temperature, high-pressure refrigerant in the integrated container 30 in the regenerator 311, evaporating into gaseous refrigerant and flowing out of the third outlet 325. The evaporated gaseous refrigerant returns to the compressor 10 through the first intake port 12, preventing the compressor 10 from inhaling liquid and completing the refrigerant cycle.

[0244] The water circulation of the cooling liquid circulation loop 01 is coordinated with Figure 5 The water circulation in cooling-only mode is consistent, meaning the first four-way valve 701 is in the first operating mode, with valve port A4 closed. Valve ports A3, A2, and A1 are connected, and the opening ratio of valve ports A1 and A2 is adjusted to 5:5. The actual flow distribution between the two can be adjusted by the driving duty cycle of the first and second liquid pumps 500 and 600 in the corresponding flow paths. The second four-way valve 702 is in the first operating mode, with valve port B2 closed and valve ports B1, B4, and B3 connected.

[0245] When the thermal management system is in the working state of heating + battery 201 cooling, the refrigerant flow direction is shown in FIG. Figure 9 As shown:

[0246] In the heating + battery 201 cooling mode, the second throttling element 72 and the third throttling element 92 in the refrigerant circulation loop 02 are open, and the first throttling element 42 is closed. The first switch valve 81 and the third switch valve 83 are closed. The second switch valve 82 is closed. The conduction valve 102 is closed, and the fourth adjustable flow throttle valve 104 is opened to adjust the cooling outlet pressure. The first adjustable flow throttle valve 50 is opened, and the second adjustable flow throttle valve 60 is opened to throttle and reduce pressure. The refrigerant circulation flow path is shown in FIG. Figure 9 As indicated by the arrows:

[0247] The refrigerant circulation path of refrigerant circuit 02 in the heating + battery 201 cooling mode is similar to that in the heating, dehumidification + battery 201 cooling mode. Since there's no need for passenger compartment dehumidification, the first throttle element 42 is closed, and refrigerant no longer flows to the passenger compartment evaporator 41. The refrigerant in this circulation path absorbs excess heat from the power battery 201. Some of this heat is dissipated through the condenser 71 to meet passenger compartment heating needs, while the remaining excess heat is released back into the coolant circulation circuit 01 via the plate heat exchanger.

[0248] The water circulation of the cooling liquid circulation loop 01 is coordinated with Figure 5 The water circulation in cooling-only mode is consistent. Specifically, the first four-way valve 701 is in the first operating mode, with valve port A4 closed. Valve ports A3, A2, and A1 are connected, and the opening ratio of valve ports A1 and A2 is adjusted to 5:5. The actual flow distribution between the two can be adjusted by the drive duty cycle of the first and second liquid pumps 500 and 600 in the corresponding flow paths. The second four-way valve 702 is in the first operating mode, with valve port B2 closed and valve ports B1, B4, and B3 connected.

[0249] When the thermal management system is in the cooling + battery 201 cooling working state, the refrigerant flow direction is shown in FIG. Figure 10 As shown:

[0250] In the cooling + battery 201 cooling mode, the second throttling element 72 in the refrigerant circulation loop 02 is closed, the third throttling element 92 is opened, the first throttling element 42 is opened, the first switch valve 81 is opened, the third switch valve 83 is closed, the second switch valve 82 is closed, the conduction valve 102 is closed, the fourth adjustable flow throttle valve 104 is opened to adjust the cooling outlet pressure, the first adjustable flow throttle valve 50 is opened, and the second adjustable flow throttle valve 60 is opened to throttle and reduce pressure. Figure 10 As indicated by the arrow.

[0251] The refrigerant circulation path of refrigerant circuit 02 in the cooling + battery 201 cooling mode is similar to that in the dehumidification + battery 201 cooling mode. When there is no passenger compartment heating demand, the second throttle element 72 is closed, and the first on-off valve 81 is open. The high-temperature, high-pressure gaseous refrigerant discharged from the compressor 10 no longer flows through the condenser 71, but instead flows through the solenoid valve 4 to the first heat exchanger 21. This prevents the condenser 71 from acting as a flow path and reduces the flow resistance of the high-pressure side refrigerant.

[0252] The water circulation of the cooling liquid circulation loop 01 is coordinated with Figure 5 The water circulation in cooling-only mode is consistent. Specifically, the first four-way valve 701 is in the first operating mode, with valve port A4 closed. Valve ports A3, A2, and A1 are connected, and the opening ratio of valve ports A1 and A2 is adjusted to 5:5. The actual flow distribution between the two can be adjusted by the drive duty cycle of the first and second liquid pumps 500 and 600 in the corresponding flow paths. The second four-way valve 702 is in the first operating mode, with valve port B2 closed and valve ports B1, B4, and B3 connected.

[0253] When the thermal management system is in the single battery 201 cooling mode, the flow direction of the refrigerant is shown in FIG. Figure 11 As shown:

[0254] In the cooling + battery 201 cooling mode, the second throttling element 72 in the refrigerant circulation loop 02 is closed, the third throttling element 92 is opened, the first throttling element 42 is closed, the first switch valve 81 is open, the third switch valve 83 is closed, the second switch valve 82 is closed, the conduction valve 102 is closed, the fourth adjustable flow throttle valve 104 is opened to adjust the cooling outlet pressure, the first adjustable flow throttle valve 50 is opened, and the second adjustable flow throttle valve 60 is opened to throttle and reduce pressure. Figure 11 As indicated by the arrow.

[0255] The refrigerant circulation flow path of the refrigerant circulation loop 02 in the single battery 201 cooling mode is similar to the dehumidification + battery 201 cooling mode. There is no demand in the passenger compartment, the second throttling element 72 is closed, the first throttling element 42 is also closed, and the refrigerant no longer flows to the evaporator 41 and the condenser 71; the refrigerant flows to the third heat exchanger 91 for cooling.

[0256] The thermal management system is in the single heating and dehumidification mode, and the refrigerant flow direction is shown in the figure below. Figure 12 As shown:

[0257] In the heating and dehumidification mode, the second throttling element 72 and the third throttling element 92 in the refrigerant circulation circuit 02 are open, the first throttling element 42 is open, the first switch valve 81 is on, the third switch valve 83 is off, the second switch valve 82 is off, the conduction valve 102 is closed, the fourth adjustable flow throttle valve 104 is closed, the first adjustable flow throttle valve 50 is open, and the second adjustable flow throttle valve 60 is open to throttle and reduce pressure. Figure 12 As indicated by the arrow.

[0258] Compressor 10 compresses the refrigerant, producing high-temperature, high-pressure gaseous refrigerant, which is discharged from exhaust port 11. This high-temperature, high-pressure gaseous refrigerant enters condenser 71. Air from first air supply device 43 is first cooled by evaporator 41 before being heated by condenser 71. The refrigerant exiting condenser 71 is still high-temperature, high-pressure gaseous refrigerant (because the heating demand in the vehicle is relatively low during dehumidification operation, resulting in a relatively low heat dissipation from condenser 71).

[0259] The high-temperature and high-pressure refrigerant passes through the second throttling element 72 (at this time, the second throttling element 72 is opened to the maximum number of steps and has no throttling effect) and enters the first heat exchanger 21. At this time, the first heat exchanger 21 is used as the first water-cooled condenser 71. The high-temperature and high-pressure gaseous refrigerant releases heat to the coolant flow channel of the first heat exchanger 21 to be condensed into a medium-temperature and high-pressure mixed refrigerant for the first time. The medium-temperature and high-pressure mixed refrigerant enters the integrated container 30 along the first inlet 321. As a high-pressure liquid storage tank, the integrated container 30 can adjust the refrigerant circulation volume of the system in real time, balance the refrigerant pressure of the system on the high-pressure side, and prevent the accumulation of refrigerant on the high-pressure side from causing pressure fluctuations. The refrigerant in the integrated container 30 is a medium-temperature and high-pressure gas-liquid mixed refrigerant. The liquid refrigerant is located in the bottom space of the accommodating chamber 320 of the integrated container 30, and the gaseous refrigerant is located in the top space of the accommodating chamber 320. The outflow of the refrigerant will be divided into two paths:

[0260] First refrigerant branch: Medium-temperature, high-pressure, saturated gaseous refrigerant flows out through first outlet 322 of integrated container 30, is throttled and reduced in pressure by second adjustable flow throttle valve 60 to become medium-temperature, medium-pressure gaseous refrigerant. (This throttling and pressure reduction causes the refrigerant's temperature to be lower than the medium temperature, resulting in a saturated or superheated gaseous state.) The medium-temperature, medium-pressure gaseous refrigerant then returns to the medium-pressure chamber of compressor 10 through second intake port 13 for replenishment, increasing the refrigerant circulation capacity of the thermal management system.

[0261] Second refrigerant branch: Medium-temperature, high-pressure, saturated liquid refrigerant is located at the bottom of the integrated container 30, and the flow path of the regenerator 311 is located within the integrated container 30. The medium-temperature, high-pressure liquid refrigerant in the tank 32 of the integrated container 30 absorbs heat from the low-temperature, low-pressure mixed refrigerant flowing in the regenerator 311, undergoing a first supercooling process to form high-pressure, subcooled liquid refrigerant. After flowing out of the second outlet 323 of the integrated container 30, the high-pressure, subcooled liquid refrigerant flows through the fully open, unthrottled first adjustable flow throttle valve 50 into the refrigerant flow path of the second heat exchanger 22. The subcooled, high-pressure liquid refrigerant again releases heat to the coolant and undergoes a second subcooling process, thereby increasing the subcooling degree of the high-pressure liquid refrigerant. This increased subcooling degree provides greater cooling capacity for the thermal management system and improves dehumidification efficiency. The liquid refrigerant with increased subcooling undergoes the throttling and pressure reduction action of the first throttling element 42 to form a low-temperature, low-pressure mixed refrigerant.

[0262] The low-temperature, low-pressure mixed refrigerant enters the evaporator 41, causing the temperature of the evaporator 41 to drop. The first air supply device 43 of the thermal management system housing drives air across the surface of the evaporator 41. Because the temperature of the evaporator 41 is lower than the dew point of the air, the gaseous water vapor in the air will be condensed into cold water and separated from the air, forming relatively dry air. The dry air is regulated by the heating and cooling air dampers in the housing. The cooled dry air will pass through the condenser 71 again to be heated to a suitable temperature. The heated air can then enter the passenger compartment. The mixed refrigerant flowing out of the evaporator 41 enters the regenerator 311 of the integrated container 30 through the second inlet 324. The liquid refrigerant in the mixed refrigerant can absorb the heat of the medium-temperature and high-pressure refrigerant in the integrated container 30 in the regenerator 311, thereby evaporating into gaseous refrigerant and flowing out from the third outlet 325. The gaseous refrigerant flowing out of the third outlet 325 returns to the compressor 10 along the first air intake 12 to avoid the compressor 10 from inhaling liquid, thereby achieving a complete refrigerant cycle.

[0263] The water circulation of the cooling liquid circulation loop 01 is coordinated with Figure 5 The water circulation in cooling-only mode is consistent, meaning the first four-way valve 701 is in the first operating mode, with valve port A4 closed. Valve ports A3, A2, and A1 are connected, and the opening ratio of valve ports A1 and A2 is adjusted to 5:5. The actual flow distribution between the two can be adjusted by the driving duty cycle of the first and second liquid pumps 500 and 600 in the corresponding flow paths. The second four-way valve 702 is in the first operating mode, with valve port B2 closed and valve ports B1, B4, and B3 connected.

[0264] When the thermal management system is in the single battery 201 heating mode, the refrigerant flow direction is shown in FIG. Figure 13 As shown:

[0265] In the heating mode of the single cell 201, the second throttling element 72 in the refrigerant circulation loop 02 is closed, the third throttling element 92 is opened to throttle, the first throttling element 42 is closed, the first switch valve 81 is closed, the third switch valve 83 is closed, the second switch valve 82 is open, the conduction valve 102 is fully open, the fourth adjustable flow throttle valve 104 is closed, the first adjustable flow throttle valve 50 is opened to throttle and reduce pressure, and the second adjustable flow throttle valve 60 is opened to adjust the flow. Figure 13 As indicated by the arrow.

[0266] The high-temperature, high-pressure gaseous refrigerant discharged from the compressor 10 through the exhaust port 11 enters the third heat exchanger 91. The low-temperature power battery 201 absorbs heat from the high-temperature gaseous refrigerant through the third heat exchanger 91. In this case, the third heat exchanger 91 functions as the condenser 71. The refrigerant leaving the third heat exchanger 91 is condensed into a medium-temperature, high-pressure liquid refrigerant. This medium-temperature, high-pressure liquid refrigerant passes through the third throttling element 92, where it is throttled and reduced in pressure to form a low-temperature, low-pressure mixed refrigerant.

[0267] The low-temperature, low-pressure mixed refrigerant flows through the first one-way valve 101 and enters the refrigerant flow channel of the first heat exchanger 21. At this time, the first heat exchanger 21 acts as the first evaporator 41. The liquid refrigerant in the refrigerant at the first evaporation pressure absorbs the heat from the powertrain 400 in the coolant circulation loop 01 and evaporates to form a mixed refrigerant with a lower liquid phase ratio. The mixed refrigerant enters the integrated container 30 through the first inlet 321. The integrated container 30 separates the liquid refrigerant in the mixed refrigerant at the first evaporation pressure to the bottom of the integrated container 30, and the gaseous refrigerant to the top of the integrated container 30. The separated gaseous refrigerant and liquid refrigerant flow out from two branches respectively:

[0268] Gaseous refrigerant branch: After the gaseous refrigerant of the first evaporating pressure flows out from the first outlet 322 of the integrated container 30, it directly returns to the second intake port 13 of the compressor 10 from the second adjustable flow throttle valve 60 which is kept fully open, and enters the medium-pressure chamber of the compressor 10 for air replenishment, so as to avoid insufficient low-pressure intake volume caused by excessively low intake pressure at the first intake port 12, and thus increase the exhaust volume of the compressor 10 when the low-temperature battery 201 is heated.

[0269] Liquid refrigerant branch: The liquid refrigerant at the first evaporation pressure in the integrated container 30 flows out of the second outlet 323 of the integrated container 30. Under the pressure-reducing and throttling action of the first adjustable flow throttle valve 50, it forms a mixed refrigerant at a lower pressure and a second evaporation pressure. The mixed refrigerant at the second evaporation pressure enters the second heat exchanger 22. Because the second evaporation pressure is lower than the first evaporation pressure, the saturation temperature of the mixed refrigerant at the second evaporation pressure is also lower. This means that the mixed refrigerant at the second evaporation pressure in the second heat exchanger 22 can absorb heat from the coolant at the lower temperature. This means that the mixed refrigerant at the second evaporation pressure absorbs heat from the ambient air to compensate for the heat loss in the thermal management system, saving energy by heating the battery 201. The mixed refrigerant then absorbs heat and evaporates into a gaseous refrigerant at the second evaporation pressure. The gaseous refrigerant at the second evaporation pressure then flows through the second on / off valve 82 and returns to the low-pressure first intake port 12 of the compressor 10, completing the refrigerant circulation.

[0270] The corresponding water circulation in coolant circulation loop 01 is as follows: First four-way valve 701 is in the third operating mode, with valve ports A1 and A4 connected, and valve ports A2 and A3 connected. Second four-way valve 702 is in the third operating mode, with valve ports B1 and B2 connected, and valve ports B4 and B3 connected. At this point, the second and third coolant circulation loops are simultaneously open.

[0271] In the third circuit, the coolant flowing out of valve port A1 enters the heat dissipation channel of the powertrain 400, absorbing heat from the powertrain 400. Then, driven by the first liquid pump 500, it flows into the coolant flow channel of the first heat exchanger 21. As the coolant absorbs heat through evaporation of the first evaporating pressure refrigerant, the temperature of the flowing coolant decreases to the first temperature. After entering valve port B1 of the second four-way valve 702, the coolant at the first temperature flows through valve port B2, which is connected to valve port B1, into valve port A4 of the first four-way valve 701. Then, it flows through valve port A1, which is connected to valve port A4, into the powertrain 400, completing the coolant circulation in the third circuit.

[0272] In the second circuit, the coolant flowing out of valve port A2, driven by the second liquid pump 600, flows into the coolant flow path of the second heat exchanger 22. As the second evaporating pressure refrigerant in the second heat exchanger 22 absorbs heat, the temperature of the flowing coolant decreases, forming a coolant at a lower second temperature. The coolant at the second temperature enters valve port B4 of the second four-way valve 702 and flows into the front radiator 301 through valve port B3, which is connected to valve port B4. The front second air supply device 302 is activated, allowing low-temperature ambient air to pass over the surface of the radiator 301. The coolant at the second temperature absorbs heat from the low-temperature environment through the radiator 301. The coolant, having absorbed the ambient temperature, enters valve port A3 of the first four-way valve 701 and flows back into the second heat exchanger 22 through valve port A2, which is connected to valve port A3, completing the coolant circulation in the second circuit. Heat recovered from the ambient air is then compensated for by the coolant in the thermal management system.

[0273] It can be seen that within the principle architecture of the thermal management system of the present application, by adjusting the opening and closing of different valves, a variety of refrigerant circulation paths and coolant flow paths can be achieved, thereby having more working mode applications, and these circulation paths are all within the protection scope of the present application.

[0274] The third heat exchanger 91 in this application may include a direct cooling plate attached to the battery 201 cell, and the third heat exchanger 91 may also be replaced with a plate heat exchanger. Figure 14 As shown, when the third heat exchanger 91 is a plate heat exchanger, the entire refrigerant circulation loop 02 can be more highly integrated with the third heat exchanger 91. On the one hand, the integrated refrigerant circulation loop 02 can be applied to refrigerants with safety categories of A1 and A2L (such as R134a, R410A, R1234YF). On the other hand, the refrigerant circulation loop 02 can be applied to refrigerants with safety categories of A2 and A3 (such as R290). All refrigerant-related components integrated in the refrigerant circulation loop 02 module can be enclosed in a safety box. A refrigerant leak detection sensor can also be configured in the safety box. When a refrigerant leak occurs, the connection between the air duct and the passenger compartment can be directly cut off, and the high-level flammable and explosive refrigerant can be enclosed in the safety box to ensure the safety of the cockpit.

[0275] In summary, the thermal management system disclosed in the present application, which can improve the energy efficiency of the cooling and heating working conditions, is an integrated thermal management system of a double-plate heat exchanger + gas separation liquid storage and heat recovery integrated container 30. This thermal management system can realize that under the cooling condition, the high-pressure refrigerant enters the integrated container 30 after being condensed once through the first heat exchanger 21. The saturated liquid refrigerant in the integrated container 30 can be supercooled for the first time through the regenerator 311, and then enter the second heat exchanger 22 for the second supercooling, so as to further increase the supercooling degree of the high-pressure refrigerant before entering the expansion valve (i.e., the first throttling element 42), thereby improving the cooling capacity of the thermal management system, and the high-pressure saturated gaseous refrigerant separated by the integrated container 30 can be replenished to the medium-pressure chamber of the compressor 10 after throttling, thereby reducing the exhaust temperature of the compressor 10 and improving the energy efficiency of the system. Under heating conditions, after two throttling cycles, the two plate heat exchangers can form a dual-evaporation temperature refrigerant. The gaseous refrigerant obtained after the first heat exchanger 21 absorbs the waste heat of the powertrain 400 and evaporates can be directly returned to the second air intake 13 of the compressor 10. The evaporation temperature of the refrigerant in the second heat exchanger 22 is lower, and it can absorb heat from the environment through the coolant circulation loop 01, thereby improving the heating capacity of the thermal management system. When the heating capacity of the thermal management system is large, the refrigerant of the second evaporation pressure can absorb heat and supercool the saturated liquid refrigerant of the first evaporation pressure through the regenerator 311 of the integrated container 30, so that after two throttling cycles, a mixed refrigerant of the second evaporation pressure with a higher proportion of liquid phase can be obtained. The mixed refrigerant of the second evaporation pressure enters the second heat exchanger 22 to absorb more heat from the environment by evaporation and supplement it in the thermal management system, further improving the heating energy efficiency of the thermal management system.

[0276] According to a second aspect of the present application, a vehicle is provided, comprising a thermal management system. Thus, the vehicle includes all the technical effects of the thermal management system described above, which will not be repeated here as they have been described in detail above.

[0277] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0278] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0279] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0280] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A thermal management system, characterized in that: include: Coolant circulation loop (01); A refrigerant circulation loop (02), comprising a compressor (10), a heat exchange component (20), an integrated container (30), and a refrigeration branch (40), wherein: The compressor (10) comprises an exhaust port (11) and a first intake port (12); The integrated container (30) is provided with a receiving cavity (320) and a heat absorbing structure (31), wherein the heat absorbing structure (31) is provided in the receiving cavity (320), and the integrated container (30) is configured to perform gas-liquid separation on the refrigerant entering the receiving cavity (320) and store the separated liquid refrigerant, and the integrated container (30) is further configured to selectively absorb heat of the separated liquid refrigerant through the heat absorbing structure (31); The heat exchange assembly (20) comprises a first heat exchanger (21) and at least one second heat exchanger (22), wherein the first heat exchanger (21) is connected between the exhaust port (11) and the accommodating chamber (320) and is connected to the coolant circulation circuit (01), and the second heat exchanger (22) is connected between the accommodating chamber (320) and the refrigeration branch (40) and is connected to the coolant circulation circuit (01); The refrigeration branch (40) includes an evaporator (41) and a first throttling element (42), wherein the first throttling element (42) is connected between the accommodating cavity (320) and a first end of the evaporator (41), and the second end of the evaporator (41) is connected to the first air intake port (12).

2. The thermal management system according to claim 1, characterized in that The refrigerant circulation loop (02) further includes: A first adjustable flow throttle valve (50) is connected between the integrated container (30) and the second heat exchanger (22).

3. The thermal management system according to claim 1, wherein: The compressor (10) further includes a second air intake port (13), and the refrigerant circulation circuit (02) further includes: A second adjustable flow throttle valve (60) is connected between the integrated container (30) and the second air intake port (13).

4. The thermal management system according to claim 1, wherein: The integrated container (30) comprises: A tank body (32), wherein the accommodating cavity (320) is arranged in the tank body (32), wherein Along the height direction of the tank body (32), a first inlet (321) communicating with the accommodating cavity (320) is provided at the top of the tank body (32), and the first inlet (321) is communicated with the first heat exchanger (21); and / or, The refrigerant circulation loop (02) also includes a second adjustable flow throttle valve (60), and the tank body (32) is also provided with a first outlet (322) and a second outlet (323) connected to the accommodating cavity (320). Along the height direction of the tank body (32), the first outlet (322) is located at the top of the tank body (32) and is connected to the second adjustable flow throttle valve (60), and the second outlet (323) is located at the bottom of the tank body (32) and is connected to the second heat exchanger (22).

5. The thermal management system according to claim 1, wherein: The refrigerant circulation loop (02) further includes a second adjustable flow throttle valve (60), and the integrated container (30) further includes: A connecting pipe (33), wherein opposite ends of the connecting pipe (33) are respectively connected between the accommodating chamber (320) and the second adjustable flow throttle valve (60), and at least one through hole is provided on the side wall of the connecting pipe (33), and along the height direction of the integrated container (30), the through hole is located at the bottom of the accommodating chamber (320) and connects the internal channel of the connecting pipe (33) and the accommodating chamber (320).

6. The thermal management system according to claim 5, characterized in that: At least one bent portion (331) is provided between opposite ends of the connecting pipe (33); along the height direction of the accommodating cavity (320), the bent portion (331) is located at the bottom of the accommodating cavity (320); and the through hole is provided in the bent portion (331).

7. The thermal management system according to claim 1, wherein: The heat absorption structure (31) includes a heat regenerator (311), the heat regenerator (311) is arranged at the bottom of the accommodating cavity (320), and a heat regenerator flow channel is provided in the heat regenerator (311), and the heat regenerator flow channel is at least connected between the refrigeration branch (40) and the first air intake (12).

8. The thermal management system according to claim 7, characterized in that: The integrated container (30) includes a tank body (32), and the tank body (32) is further provided with a second inlet (324) and a third outlet (325) connected to the accommodating cavity (320), the second inlet (324) being connected at least between the heat return flow channel and the refrigeration branch (40), and the third outlet (325) being connected between the heat return flow channel and the first air intake (12).

9. The thermal management system according to claim 1, wherein: The refrigerant circulation loop (02) further includes: a heating branch (70), the heating branch (70) comprising a condenser (71) and a second throttling element (72), the condenser (71) being in communication with the exhaust port (11), and the second throttling element (72) being disposed between the condenser (71) and the first heat exchanger (21); A first switching component (80) is used at least to connect or disconnect the first heat exchanger (21) and the exhaust port (11), and to connect or disconnect the second heat exchanger (22) and the first intake port (12).

10. The thermal management system according to claim 9, characterized in that: The first switching component (80) comprises: a first on-off valve (81), the first on-off valve (81) being disposed between the exhaust port (11) and the first heat exchanger (21) and connected in parallel with the heating branch (70); and / or, A second on-off valve (82), the second on-off valve (82) is provided between the second heat exchanger (22) and the first air intake port (12).

11. The thermal management system according to claim 1, wherein: The heat absorption structure (31) includes a heat regenerator (311), which is arranged at the bottom of the accommodating cavity (320). A heat regenerator (311) is provided in the heat regenerator (311), and the heat regenerator can be selectively connected between the second heat exchanger (22) and the first air intake (12).

12. The thermal management system according to claim 11, wherein: The refrigerant circulation circuit (02) further includes a first switching component (80), and the first switching component (80) further includes: A third on-off valve (83), the third on-off valve (83) is arranged between the second heat exchanger (22) and the heat recovery flow channel and is connected in parallel with the refrigeration branch (40).

13. The thermal management system according to claim 1, wherein: The refrigerant circulation loop (02) further includes: Battery heat exchange branch (90); A second switching component (100) is used at least to connect the battery heat exchange branch (90) between the exhaust port (11) and the first heat exchanger (21).

14. The thermal management system according to claim 13, wherein: The second switching component (100) comprises: a first one-way valve (101), wherein an input end of the first one-way valve (101) is in communication with the battery heat exchange branch (90), and an output end of the first one-way valve (101) is in communication with a passage between the first heat exchanger (21) and the exhaust port (11); A conducting valve (102) is connected between the exhaust port (11) and the battery heat exchange branch (90) to connect or cut off the exhaust port (11) and the battery heat exchange branch (90).

15. The thermal management system according to claim 14, characterized in that: The conduction valve (102) includes a third adjustable flow throttle valve; and / or, the refrigerant circulation loop also includes a heating branch (70), one end of the conduction valve (102) is connected to the passage between the heating branch (70) and the exhaust port (11), and the other end of the conduction valve (102) is connected to the passage between the battery heat exchange branch (90) and the first air intake port (12).

16. The thermal management system according to claim 13, wherein: The second switching assembly (100) is further used to connect the battery heat exchange branch (90) between the second heat exchanger (22) and the first air intake (12).

17. The thermal management system according to claim 16, wherein: The second switching component (100) further includes: a second one-way valve (103), wherein the input end of the second one-way valve (103) is in communication with the passage between the second heat exchanger (22) and the refrigeration branch (40), and the output end of the second one-way valve (103) is in communication with the battery heat exchange branch (90); and / or, A fourth adjustable flow throttle valve (104) is connected between the battery heat exchange branch (90) and the first air intake (12).

18. The thermal management system according to claim 16, wherein: The heat absorption structure (31) includes a heat regenerator (311), which is arranged at the bottom of the accommodating cavity (320). A heat regenerator (311) is provided in the heat regenerator (311), and the heat regenerator is further connected between the battery heat exchange branch (90) and the first air intake (12).

19. The thermal management system according to claim 1, wherein: The refrigerant circulation loop (02) further includes: A battery heat exchange branch (90), the battery heat exchange branch (90) comprising a third heat exchanger (91) and a third throttling element (92), the third heat exchanger (91) comprising a plate heat exchanger, the refrigerant flow channel of the third heat exchanger (91) being selectively connected between the exhaust port (11) and the first heat exchanger (21), and / or, the refrigerant flow channel of the third heat exchanger (91) being selectively connected between the accommodating cavity (320) and the first air intake port (12), the third throttling element (92) being connected between the third heat exchanger (91) and the first heat exchanger (21), and / or, the third throttling element (92) being connected between the third heat exchanger (91) and the second heat exchanger (22); A battery coolant heat exchange circuit (200) is connected to the coolant flow channel of the third heat exchanger (91).

20. The thermal management system according to claim 1, wherein: The first heat exchanger (21) and the second heat exchanger (22) both comprise plate heat exchangers.

21. The thermal management system according to any one of claims 1 to 20, characterized in that: The cooling liquid circulation circuit (01) comprises at least a first circuit and a second circuit, and the cooling liquid circulation circuit (01) comprises: heat dissipation assembly (300); A power assembly (400), wherein the power assembly (400) is provided with a heat dissipation channel, the input end of the heat dissipation channel is connected to the output end of the heat dissipation component (300), and the output end of the heat dissipation channel is connected to the first heat exchanger (21); A pump assembly, the pump assembly comprising a first liquid pump (500) and a second liquid pump (600), the first liquid pump (500) being arranged between the heat dissipation channel and the first heat exchanger (21), and the second liquid pump (600) being arranged between the output end of the heat dissipation assembly (300) and the second heat exchanger (22); The output end of the heat dissipation component (300), the heat dissipation channel, the first liquid pump (500), the first heat exchanger (21) to the input end of the heat dissipation component (300) form the first loop, and the output end of the heat dissipation component (300), the second liquid pump (600), the second heat exchanger (22) to the input end of the heat dissipation component (300) form the second loop; A switching device (700) is used at least to simultaneously turn on or off the first loop and the second loop.

22. The thermal management system according to claim 21, wherein: The cooling liquid circulation loop (01) further comprises: A third loop is formed by the output end of the heat dissipation channel, the first liquid pump (500), the first heat exchanger (21) and the input end of the heat dissipation channel; A fourth circuit is formed by the output end of the second liquid pump (600) and the second heat exchanger (22) to the input end of the second liquid pump (600), and the output end of the third circuit merges with the output end of the fourth circuit and the merge position is connected to the input end of the third circuit and the input end of the fourth circuit respectively, and the switching device (700) is also used to simultaneously turn on or off the third circuit and the fourth circuit.

23. The thermal management system according to claim 21, wherein: The cooling liquid circulation loop (01) further comprises: A third circuit is formed by the output end of the heat dissipation channel, the first liquid pump (500), the first heat exchanger (21) and the input end of the heat dissipation channel. The switching device (700) is also used to simultaneously turn on or off the second circuit and the third circuit.

24. A vehicle, characterized in that: A thermal management system comprising any one of claims 1 to 23.

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