Thermal management system and vehicle

Abstract

The present application relates to the technical field of vehicles, and discloses a heat management system and a vehicle. The heat management system comprises a main heat exchange circuit and a first auxiliary heat exchange circuit. The main heat exchange circuit comprises at least a first heat exchange branch and a second heat exchange branch connected in parallel to the same heat exchange power source. The first heat exchange branch is used for heat exchange of a passenger cabin of a vehicle. The first auxiliary heat exchange circuit is coupled to the second heat exchange branch through a first heat exchanger, so that heat exchange is performed between heat exchange medium in the second heat exchange branch and heat exchange medium in the first auxiliary heat exchange circuit. The present application can transfer and buffer the heat exchange capacity provided by the second heat exchange branch through the first auxiliary heat exchange circuit, so as to reduce temperature fluctuation caused by excess heat exchange capacity and improve the integration and operation stability of the heat management system.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically to a thermal management system. Furthermore, this invention also relates to a vehicle incorporating the thermal management system. Background Technology

[0002] As vehicle features become increasingly sophisticated, in-vehicle refrigerators are gradually being used to refrigerate or freeze beverages, food, and other items. To meet users' needs for low-temperature storage and rapid cooling, in-vehicle refrigerators require stable cooling capabilities. Summary of the Invention

[0003] The present invention provides a thermal management system and a vehicle to solve the above-mentioned technical problems.

[0004] In a first aspect, the present invention provides a thermal management system, including a main heat exchange loop and a first auxiliary heat exchange loop. The main heat exchange loop includes at least a first heat exchange branch and a second heat exchange branch connected in parallel to the same heat exchange power source; the first heat exchange branch is used to exchange heat in the passenger compartment of a vehicle; the first auxiliary heat exchange loop is coupled to the second heat exchange branch through a first heat exchanger, so that the heat exchange medium in the second heat exchange branch exchanges heat with the heat exchange medium in the first auxiliary heat exchange loop.

[0005] Beneficial effects: The main heat exchange loop can distribute heat exchange capacity to different heat exchange branches through the same heat exchange power source. The first auxiliary heat exchange loop is coupled to the second heat exchange branch through the first heat exchanger, so that the heat exchange medium in the second heat exchange branch first exchanges heat with the heat exchange medium in the first auxiliary heat exchange loop at the first heat exchanger, and then the first auxiliary heat exchange loop transfers and buffers the heat exchange capacity. In this way, the heat exchange capacity of the main heat exchange loop can be avoided from directly and centrally acting on the heat exchange object corresponding to the first auxiliary heat exchange loop, thereby reducing the possibility of excess cooling capacity, excess heating capacity, rapid temperature fluctuations, or frequent start-up and shutdown of the heat exchange power source.

[0006] In one alternative implementation, the first auxiliary heat exchange circuit is a refrigerator heat exchange circuit and is suitable for cooling and / or heating the refrigerator.

[0007] Beneficial effects: When the heat exchange object is a refrigerator, the first heat exchange circuit can circulate and transport the second heat exchange medium between the first heat exchanger and the refrigerator, so that the refrigerator can obtain a more stable supply of cold or heat, thereby improving the temperature control stability during the refrigerator's refrigeration, freezing, heating or heat preservation process.

[0008] In one optional embodiment, the main heat exchange circuit further includes a storage device connected to the outlet side of the heat exchange power source, and the first heat exchange branch and the second heat exchange branch are both connected in parallel to the storage device, which is used to contain at least a portion of the heat exchange medium.

[0009] Beneficial effects: The storage device can hold a portion of the heat exchange medium and buffer the flow and pressure of the heat exchange medium after the output of the heat exchange power source. When the heat exchange demand of the first and second heat exchange branches changes, the storage device can reduce pressure fluctuations caused by branch opening and closing or flow regulation, making the distribution of the heat exchange medium to different heat exchange branches more stable.

[0010] In one alternative implementation, the second heat exchange branch includes a first throttling device located upstream of the first heat exchanger, and the first throttling device is configured to throttle and depressurize the heat exchange medium flowing into the first heat exchanger.

[0011] Beneficial effects: The first throttling device can throttle and reduce the pressure of the heat exchange medium flowing into the first heat exchanger, making the heat exchange medium suitable for heat exchange within the first heat exchanger. By adjusting the opening of the first throttling device, the flow rate of the heat exchange medium flowing into the first heat exchanger can also be adjusted, thereby controlling the heat exchange capacity provided by the second heat exchange branch to the first auxiliary heat exchange loop, and improving the temperature control accuracy of the heat exchange object.

[0012] In one optional embodiment, the thermal management system further includes a third heat exchanger, which is disposed downstream of the heat exchange power source and upstream of the first heat exchange branch and the second heat exchange branch; the thermal management system further includes a second auxiliary heat exchange loop, which is coupled to the main heat exchange loop through the third heat exchanger; the first auxiliary heat exchange loop is selectively connected to the second auxiliary heat exchange loop through a switching structure.

[0013] Beneficial effects: The third heat exchanger can serve as a heat-releasing heat exchanger for the heat exchange medium in the main heat exchange loop. The heat exchange medium output from the heat exchange power source releases heat to the second auxiliary heat exchange loop within the third heat exchanger, causing the heat exchange medium to cool down and at least partially condense, thus meeting the subsequent throttling and evaporation heat absorption requirements. After absorbing the heat released by the third heat exchanger, the second auxiliary heat exchange loop can be used for crew compartment heating; when the first auxiliary heat exchange loop is connected to the second auxiliary heat exchange loop via a switching structure, at least a portion of the heat can also be transferred to the corresponding heat exchange object to achieve heating or insulation.

[0014] In one optional embodiment, the switching structure includes a first branch and a second branch; the first end of the first branch and the first end of the second branch are both connected to the second auxiliary heat exchange circuit, and the second end of the first branch and the second end of the second branch are both connected to the first auxiliary heat exchange circuit; a switching valve is provided on both the first branch and the second branch; the second auxiliary heat exchange circuit further includes a heating air device, which is located downstream of the connection point between the second branch and the second auxiliary heat exchange circuit.

[0015] Beneficial effects: By controlling the switching valves on the first and second branches, the first and second auxiliary heat exchange circuits can be selectively connected or disconnected. When the object requiring heat exchange needs heating, the high-temperature secondary heat exchange medium in the second auxiliary heat exchange circuit can enter the first auxiliary heat exchange circuit via the first branch, release heat at the object, and then return to the second auxiliary heat exchange circuit via the second branch. The returned secondary heat exchange medium can then continue to flow through the heating system to heat the cabin air, thereby improving heat utilization.

[0016] In one alternative implementation, the first auxiliary heat exchange circuit includes a first pump body located at the heat exchange medium inflow end of the first heat exchanger.

[0017] Beneficial effects: The first pump drives the second heat exchange medium to circulate in the first heat exchange loop, enabling the second heat exchange medium to transfer cold or heat between the first heat exchanger and the object being exchanged. By adjusting the rotational speed of the first pump, the circulation flow rate of the second heat exchange medium can be changed, thereby adjusting the amount of heat exchanged per unit time delivered to the object being exchanged, making the temperature regulation of the object being exchanged more stable.

[0018] In one optional embodiment, the first heat exchange branch further includes a second heat exchanger and a second throttling device; the second throttling device is located upstream of the second heat exchanger and is configured to throttle and reduce the pressure of the heat exchange medium flowing into the second heat exchanger; the main heat exchange circuit further includes a regulating valve, which is disposed in the first heat exchange branch and / or the second heat exchange branch; wherein the regulating valve disposed in the first heat exchange branch is located downstream of the second heat exchanger and is used to regulate the end pressure of the first heat exchange branch; the regulating valve disposed in the second heat exchange branch is located downstream of the first heat exchanger and is used to regulate the end pressure of the second heat exchange branch.

[0019] Beneficial effects: The second throttling device can throttle the first heat exchange medium entering the second heat exchanger, enabling the second heat exchanger to operate at an evaporation pressure and evaporation temperature suitable for refrigerating the crew compartment. The regulating valve can regulate the pressure of one or both of the first and second heat exchange branches, making the end pressures between the two heat exchange branches more matched, thereby reducing pressure surges when different branches merge and improving system operational stability.

[0020] In one optional embodiment, the main heat exchange loop further includes a third heat exchange branch, wherein the first heat exchange branch, the second heat exchange branch, and the third heat exchange branch are connected in parallel to the same heat exchange power source; the thermal management system further includes a third auxiliary heat exchange loop, wherein the third heat exchange branch further includes a fourth heat exchanger, and the third auxiliary heat exchange loop is coupled to the third heat exchange branch through the fourth heat exchanger.

[0021] Beneficial effects: By setting up a third heat exchange branch and a third auxiliary heat exchange loop, the same heat exchange power source can also provide heat exchange capacity for vehicle components. The heat exchange medium in the third heat exchange branch exchanges heat with the third auxiliary heat exchange loop through a fourth heat exchanger to reduce or regulate the temperature of the third heat exchange medium in the third auxiliary heat exchange loop, enabling the third heat exchange medium to cool or regulate the temperature of the power battery, drive motor, motor controller, or other vehicle components. This further improves the integration level of the vehicle's thermal management system.

[0022] In one alternative embodiment, a third heat exchange medium flows within the third heat exchange loop, the fourth heat exchanger has a third port for the third heat exchange medium to flow into, the third heat exchange loop includes a second pump body located upstream of the third port in the direction of the flow of the third heat exchange medium toward the third port.

[0023] Beneficial effects: The second pump body can drive the third heat exchange medium to circulate between the third auxiliary heat exchange circuit and the fourth heat exchanger. By adjusting the rotational speed of the second pump body, the circulation flow rate of the third heat exchange medium and the heat exchange capacity of the third auxiliary heat exchange circuit can be changed, thereby adjusting the heat exchange capacity according to the actual heat load of the vehicle components and reducing unnecessary energy consumption.

[0024] In a second aspect, the present invention also provides a vehicle including the thermal management system described in any of the preceding claims.

[0025] Beneficial effects: Because the vehicle includes the aforementioned thermal management system, it can meet the heat exchange needs of the passenger compartment, the heat exchange object, and vehicle components through the same heat exchange power source. This reduces the number of independent thermal management components while improving the integration, operational stability, and energy efficiency of the vehicle's thermal management system. Attached Figure Description

[0026] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of a thermal management system according to an embodiment of the present invention; Figure 2 This is a schematic diagram illustrating the principle of simultaneous cooling of the refrigerator and the passenger compartment in an embodiment of the present invention. Figure 3 This is a schematic diagram illustrating the principle of the vehicle-mounted refrigerator cooling independently in an embodiment of the present invention; Figure 4 This is a schematic diagram illustrating the principle of the thermal management system in heating mode in an embodiment of the present invention.

[0028] Explanation of reference numerals in the attached figures: 100. Main heat exchange circuit; 110. First heat exchange branch; 111. Second heat exchanger; 112. Second throttling device; 113. Control valve; 120. Second heat exchange branch; 121. First heat exchanger; 122. First throttling device; 130. Third heat exchange branch; 131. Fourth heat exchanger; 132. Fourth throttling device; 140. Heat exchange power source; 150. Storage device; 160. Third heat exchanger; 200. First heat exchange circuit; 210. First pump body; 300. Second heat exchange circuit; 310. Heating unit; 320. Third pump body; 400. Switch structure; 410. First branch; 420. Second branch; 430. Switch valve; 500, Third heat exchange circuit; 510, Second pump body. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are all within the scope of protection of the present invention.

[0030] Currently, some vehicle refrigerators achieve cooling by introducing cold air from the passenger compartment's air conditioning system. However, their cooling temperature and capacity are easily limited by the air conditioning outlet temperature and air volume, often failing to meet low-temperature refrigeration or freezing requirements. Some vehicle refrigerators use semiconductor refrigeration structures, but the cooling efficiency of semiconductor refrigeration structures is greatly affected by ambient temperature and heat dissipation conditions, resulting in relatively limited cooling performance in high-temperature environments.

[0031] To improve the cooling capacity of vehicle refrigerators, some are equipped with independent heat exchange systems. However, setting up a separate heat exchange power source, heat exchanger, and corresponding heat exchange piping not only increases the structural complexity and manufacturing cost of the vehicle's thermal management system but may also lead to increased operating noise and larger space requirements. Therefore, it is advisable to consider having the vehicle refrigerator share the same heat exchange power source with the passenger compartment air conditioning system, utilizing the vehicle's existing heat exchange medium to circulate and provide heat exchange capacity to the refrigerator.

[0032] However, the cooling capacity requirements of the passenger compartment and the vehicle refrigerator typically differ significantly. The passenger compartment has a larger heat exchange space and is affected by various heat loads such as solar radiation, vehicle body heat transfer, occupant heat dissipation, and door opening, thus generally requiring a larger cooling capacity. In contrast, the storage space of the vehicle refrigerator is smaller, and the cooling capacity required to reach or maintain the target temperature is usually significantly lower than that required by the passenger compartment.

[0033] Especially in situations where only the vehicle refrigerator requires cooling, while the passenger compartment does not, even if the heat exchange power source operates at low power, its output cooling capacity may still exceed the actual needs of the vehicle refrigerator. If the cooling capacity output from the heat exchange power source is directly transferred to the vehicle refrigerator, the temperature inside the refrigerator can easily drop rapidly below the target temperature, resulting in over-cooling. Similarly, when the vehicle refrigerator requires heating or insulation, directly and centrally transferring heat to it may also cause excess heat and temperature fluctuations. To maintain the temperature inside the vehicle refrigerator, it may be necessary to frequently start and stop the heat exchange power source, which will cause fluctuations in system pressure and heat exchange medium flow rate, increase the operating energy consumption of the heat exchange power source, and adversely affect the service life of the heat exchange power source and the operational stability of the thermal management system.

[0034] Based on this, this embodiment provides a thermal management system. This thermal management system, by enabling the vehicle-mounted refrigerator and the passenger compartment air conditioning system to share the same heat exchange power source, can meet the low-temperature cooling, heating, or insulation needs of the vehicle-mounted refrigerator. Simultaneously, it regulates and buffers the cold or heat supplied to the vehicle-mounted refrigerator, thereby simplifying the system structure and reducing the possibility of excess cold or heat, large temperature fluctuations, and frequent start-stop of the heat exchange power source under heat exchange conditions only involving the vehicle-mounted refrigerator.

[0035] To facilitate the differentiation of heat exchange media in different circuits, the heat exchange medium flowing in the main heat exchange circuit 100 can be referred to as the first heat exchange medium, the heat exchange medium flowing in the first secondary heat exchange circuit 200 and the second secondary heat exchange circuit 300 can be referred to as the second heat exchange medium, and the heat exchange medium flowing in the third secondary heat exchange circuit 500 can be referred to as the third heat exchange medium.

[0036] refer to Figures 1 to 3 This embodiment provides a thermal management system. The thermal management system includes a main heat exchange loop 100 and a first auxiliary heat exchange loop 200. The main heat exchange loop 100 includes a first heat exchange branch 110 and a second heat exchange branch 120. The first heat exchange branch 110 is used for heat exchange with the passenger compartment of the vehicle. The second heat exchange branch 120 is connected in parallel with the first heat exchange branch 110 and is also connected to a heat exchange power source 140. The first auxiliary heat exchange loop 200 and the second heat exchange branch 120 are coupled through a first heat exchanger 121. The heat exchange medium in the second heat exchange branch 120 can exchange heat with the heat exchange medium in the first auxiliary heat exchange loop 200 at the first heat exchanger 121. The heat exchange power source 140 provides a circulating driving force for the heat exchange medium flowing through the first heat exchange branch 110 and the second heat exchange branch 120, and / or heats up or cools the heat exchange medium. Specifically, when the thermal management system is a heat pump air conditioning system, the heat exchange power source 140 can compress the heat exchange medium flowing through the first heat exchange branch 110 and the second heat exchange branch 120, and provide the driving force for the circulation of the medium. In conjunction with the condenser, evaporator, throttling device, etc., it can achieve cooling and / or heating effects. When the thermal management system is a heating system, the heat exchange power source 140 can also be a heating device such as an electric heater, which can heat the flowing heat exchange medium. The following description uses the second heat exchange branch 120 and the first auxiliary heat exchange loop 200 for cooling needs as an example. In the thermal management system of this application, the second heat exchange branch 120 and the first auxiliary heat exchange loop 200 can also be used for heating needs. Their main working principle and process are similar to those used for cooling needs, and they can solve the problem of excess heat; therefore, this will not be elaborated further.

[0037] It should be noted that the terms "upstream" and "downstream" in this embodiment can be understood according to the preset flow direction of the corresponding heat exchange medium in the corresponding loop or branch. Along the flow direction of the heat exchange medium, the position that flows through first can be called upstream, and the position that flows through later can be called downstream. When the system switches flow directions under different operating modes, upstream and downstream are determined by the actual flow direction of the corresponding heat exchange medium under that operating mode.

[0038] The main heat exchange loop 100 can be an air conditioning heat exchange loop, used to circulate the heat exchange medium between the heat exchange power source 140 and different heat exchange branches, and to distribute heat exchange capacity to the corresponding heat exchange objects through different heat exchange branches. Corresponding to the overall scheme of this embodiment, the main heat exchange loop 100 includes at least a first heat exchange branch 110 and a second heat exchange branch 120. (See reference...) Figure 1 In one specific embodiment, the main heat exchange circuit 100 may further include a third heat exchange branch 130, and may further include a storage device 150, a third heat exchanger 160, and corresponding pipelines and valves.

[0039] The heat exchange medium in the main heat exchange circuit 100 can be referred to as the first heat exchange medium. The first heat exchange medium can be R134a, R1234yf, carbon dioxide refrigerant, or other refrigerants suitable for vehicle thermal management systems. The heat exchange power source 140 is used to drive the first heat exchange medium to circulate within the main heat exchange circuit 100. In some embodiments, the heat exchange power source 140 can draw in the low-temperature, low-pressure first heat exchange medium and compress it to create a high-temperature, high-pressure state.

[0040] The first heat exchange branch 110 is used for heat exchange with the passenger compartment of the vehicle. Specifically, the first heat exchange branch 110 may include a second heat exchanger 111 for heat exchange with the air in the passenger compartment. After being throttled and depressurized, the heat exchange medium enters the second heat exchanger 111 and evaporates to absorb heat, thereby lowering the temperature of the air flowing over the surface of the second heat exchanger 111. The cooled air can be delivered to the passenger compartment by a blower through the air conditioning duct to achieve passenger compartment cooling.

[0041] The second heat exchange branch 120 is connected in parallel with the first heat exchange branch 110 to the same heat exchange power source 140. The second heat exchange branch 120 includes a first heat exchanger 121, which is used to exchange heat between the heat exchange medium in the second heat exchange branch 120 and the heat exchange medium in the first secondary heat exchange loop 200. That is, the second heat exchange branch 120 does not directly supply the heat exchange medium in the main heat exchange loop 100 to the heat exchange object, but instead transfers the heat exchange capacity to the first secondary heat exchange loop 200 through the first heat exchanger 121.

[0042] The first auxiliary heat exchange circuit 200 can be used to exchange heat with objects that are prone to excess cooling or heating when directly passing through the main heat exchange circuit 100 where the heat exchange power source 140 is located. These heat exchange objects can be refrigerators, battery packs, seats with cooling or heating functions, or other vehicle functional devices requiring stable temperature control. When the heat exchange object is a refrigerator, the first auxiliary heat exchange circuit 200 can specifically be a refrigerator heat exchange circuit, suitable for cooling, heating, or heat preservation of the refrigerator.

[0043] The first heat exchange medium can be R134a, R1234yf, carbon dioxide refrigerant, or other refrigerants suitable for vehicle thermal management systems; the second heat exchange medium can be water, ethylene glycol aqueous solution, propylene glycol aqueous solution, or other heat transfer or cooling mediums with heat exchange properties. The second heat exchange medium exchanges heat with the first heat exchange medium in the second heat exchange branch 120 at the first heat exchanger 121, and then flows along the first auxiliary heat exchange loop 200 to the corresponding heat exchange object to absorb or release heat. The naming of the first and second heat exchange media is used to distinguish the media in different loops in subsequent embodiments.

[0044] The first heat exchange circuit 200 can be at least partially installed inside the corresponding heat exchange object, or partially installed outside the heat exchange object and connected to the heat exchange structure inside the heat exchange object through pipes. For example, when the heat exchange object is a refrigerator, at least some of the pipes, heat exchange plates, heat exchange coils, or heat exchange structures in the first heat exchange circuit 200 can be installed inside the refrigerator to directly or indirectly absorb heat from the refrigerator storage space or release heat to the refrigerator storage space.

[0045] The first heat exchanger 121 can be installed inside or outside the heat exchange object, or in the centralized layout area of ​​the vehicle thermal management system; this embodiment does not limit this. In other words, as long as the first heat exchanger 121 can achieve heat exchange between the heat exchange medium in the second heat exchange branch 120 and the heat exchange medium in the first auxiliary heat exchange loop 200, and enable the first auxiliary heat exchange loop 200 to transfer heat exchange capacity to the heat exchange object, it is acceptable.

[0046] The first heat exchanger 121 can be a plate heat exchanger, a shell-and-tube heat exchanger, a shell-and-tube heat exchanger, or other heat exchange structures that allow the heat exchange medium in the second heat exchange branch 120 and the heat exchange medium in the first secondary heat exchange loop 200 to exchange heat with each other while remaining isolated from each other. In one specific embodiment, the first heat exchange medium evaporates and absorbs heat within the first heat exchanger 121, thereby lowering the temperature of the second heat exchange medium in the first secondary heat exchange loop 200. The cooled second heat exchange medium then flows along the first secondary heat exchange loop 200 to the heat exchange structure on the heat exchange target side, where it cools the heat exchange target. In another specific embodiment, the first secondary heat exchange loop 200 can also receive heat and heat or insulate the heat exchange target.

[0047] Therefore, in this embodiment, by connecting the first heat exchange branch 110 and the second heat exchange branch 120 in the main heat exchange loop 100 to the same heat exchange power source 140, the crew compartment and the object being heat-exchanged can share the heat exchange power source 140. Compared to configuring a separate heat exchange power source and an independent heat exchange loop for the object being heat-exchanged, this embodiment can reduce the number of components such as heat exchange power sources, heat exchangers, and pipelines, which is beneficial for reducing system costs, operating noise, and space occupation.

[0048] Meanwhile, since the first auxiliary heat exchange loop 200 is coupled to the second heat exchange branch 120 through the first heat exchanger 121, the heat exchange capacity output from the heat exchange power source 140 to the second heat exchange branch 120 does not directly and centrally act on the heat exchange object. Instead, it is first transferred to the first auxiliary heat exchange loop 200, and then the first auxiliary heat exchange loop 200 delivers cold or heat to the heat exchange object. The heat exchange medium in the first auxiliary heat exchange loop 200 has a certain heat capacity, which can absorb and homogenize the heat exchange on the side of the main heat exchange loop 100, making the cold or heat delivered to the heat exchange object more continuous and gradual, thereby improving the problem of heat exchange mismatch when the heat exchange object and the crew compartment share the heat exchange power source 140.

[0049] refer to Figure 2 When both the passenger compartment and the object receiving heat exchange have cooling requirements, both the first heat exchange branch 110 and the second heat exchange branch 120 can be in a conductive state. The heat exchange power source 140 drives the circulation of the heat exchange medium in the main heat exchange circuit 100, which flows to the first heat exchange branch 110 and the second heat exchange branch 120 respectively. In the first heat exchange branch 110, the heat exchange medium absorbs heat from the air on the passenger compartment side; in the second heat exchange branch 120, the heat exchange medium absorbs heat from the heat exchange medium in the first auxiliary heat exchange circuit 200 through the first heat exchanger 121. Thus, the passenger compartment and the object receiving heat exchange can share the heat exchange power source 140 and obtain the required cooling capacity respectively.

[0050] refer to Figure 3 When the passenger compartment does not require cooling but the object requiring heat exchange does, the first heat exchange branch 110 can be shut down or its heat exchange capacity reduced, while the second heat exchange branch 120 remains open. In this case, the cooling capacity generated by the heat exchange power source 140 is primarily transferred to the first auxiliary heat exchange circuit 200 via the first heat exchanger 121. Because the heat exchange medium in the first auxiliary heat exchange circuit 200 can buffer and homogenize the cooling load, even if the output cooling load of the heat exchange power source 140 exceeds the instantaneous demand of the object requiring heat exchange, the object is less likely to become rapidly overcooled.

[0051] In an optional embodiment, refer to Figure 1 The main heat exchange circuit 100 also includes a storage device 150. The storage device 150 is connected to the outlet side of the heat exchange power source 140, and the first heat exchange branch 110 and the second heat exchange branch 120 are both connected in parallel to the storage device 150. The storage device 150 is used to contain a portion of the first heat exchange medium in the main heat exchange circuit 100 and to buffer the first heat exchange medium that flows to different heat exchange branches after being output from the heat exchange power source 140.

[0052] The storage device 150 can be installed after the first heat exchange medium has completed high-pressure side heat release and before entering the branch points of each heat exchange branch. The storage device 150 can make the state of the first heat exchange medium entering the first heat exchange branch 110 and the second heat exchange branch 120 more stable. When the heat exchange load of the crew compartment and the heat exchange load of the heat exchange object change, the storage device 150 can buffer the flow rate change of the first heat exchange medium, reducing pressure fluctuations and flow shocks caused by the opening and closing of different branches or rapid changes in flow rate.

[0053] When only the heat exchange object is being cooled, the storage device 150 can temporarily store a portion of the first heat exchange medium to prevent a large amount of the first heat exchange medium from entering the first heat exchanger 121 in a short period of time. This, in conjunction with the first throttling device 122 and the first auxiliary heat exchange circuit 200, further reduces excess cooling capacity. The storage device 150 can also be equipped with a liquid level detection structure, a pressure detection structure, or a temperature detection structure. The controller can determine the state of the first heat exchange medium in the main heat exchange circuit 100 based on the liquid level, pressure, and temperature in the storage device 150, and adjust the operating power of the heat exchange power source 140 and the throttling opening of each branch.

[0054] In an optional embodiment, refer to Figure 1 The second heat exchange branch 120 includes a first throttling device 122. The first throttling device 122 is located upstream of the first heat exchanger 121 and is configured to throttle and depressurize the first heat exchange medium flowing into the first heat exchanger 121.

[0055] The first throttling device 122 can be an electronic expansion valve, a thermal expansion valve, a throttling orifice tube, or other structures capable of throttling and reducing the pressure of the first heat exchange medium. After passing through the first throttling device 122, the pressure and temperature of the first heat exchange medium decrease, and it can be transformed into a gas-liquid two-phase state suitable for evaporation and heat absorption in the first heat exchanger 121.

[0056] When the first throttling device 122 is an electronic expansion valve, its opening degree can be adjusted by the vehicle thermal management controller. The controller can determine the target opening degree of the first throttling device 122 based on the target temperature of the refrigeration equipment, the actual temperature of the refrigeration equipment, the temperature of the second heat exchange medium, the temperature and pressure of the first heat exchange medium at the outlet of the first heat exchanger 121, and the operating status of the heat exchange power source 140.

[0057] For example, when the refrigeration equipment has just started cooling, or when there are items or components with high temperatures inside the refrigeration equipment, the opening of the first throttling device 122 can be appropriately increased to allow more of the first heat exchange medium to enter the first heat exchanger 121, thereby increasing the cooling rate. When the refrigeration equipment approaches the target temperature, the opening of the first throttling device 122 can be gradually decreased to reduce the flow rate of the first heat exchange medium entering the first heat exchanger 121, thereby slowing down the rate at which the refrigeration equipment continues to cool down.

[0058] The first throttling device 122 can also have a shut-off function. When the refrigeration equipment does not need refrigeration, the first throttling device 122 can be closed to cut off the second heat exchange branch 120. Alternatively, a shut-off valve or solenoid valve can be separately installed on the second heat exchange branch 120 to control the opening and closing of the branch.

[0059] In an optional embodiment, refer to Figure 1 The main heat exchange loop 100 also includes a third heat exchanger 160. The third heat exchanger 160 is located downstream of the heat exchange power source 140 and upstream of the first heat exchange branch 110 and the second heat exchange branch 120. The third heat exchanger 160 can be used as a high-pressure side heat release heat exchanger or condenser for the first heat exchange medium. The thermal management system also includes a second auxiliary heat exchange loop 300, which is coupled to the main heat exchange loop 100 via the third heat exchanger 160. The first auxiliary heat exchange loop 200 is selectively connected to the second auxiliary heat exchange loop 300 via a switching structure 400.

[0060] In some embodiments, the high-temperature, high-pressure first heat exchange medium discharged from the heat exchange power source 140 enters the third heat exchanger 160 and releases heat to the second heat exchange medium in the second auxiliary heat exchange circuit 300 within the third heat exchanger 160, causing the temperature of the first heat exchange medium to decrease and at least partially condense. The first heat exchange medium, after releasing heat in the third heat exchanger 160, enters the storage device 150 and further flows to the first heat exchange branch 110, the second heat exchange branch 120, or the third heat exchange branch 130 to continue the corresponding refrigerant cycle.

[0061] It should be noted that the function of the third heat exchanger 160 as a condenser is not limited by whether the thermal management system is in cooling or heating mode. Regardless of whether the crew compartment or the object of heat exchange has a heating requirement, when the main heat exchange circuit 100 is in refrigerant circulation mode, the first heat exchange medium discharged from the heat exchange power source 140 needs to release heat and complete condensation at the third heat exchanger 160 to ensure the normal operation of the main heat exchange circuit 100.

[0062] In one embodiment, the second heat exchange loop 300 can remain continuously circulating when the thermal management system is in both cooling and heating modes. The second heat exchange medium in the second heat exchange loop 300 flows through the third heat exchanger 160 and absorbs the heat released by the first heat exchange medium during condensation. Thus, the third heat exchanger 160 can continuously transfer condensation heat to the second heat exchange medium, providing conditions for the condensation of the first heat exchange medium and subsequent throttling and evaporation heat absorption.

[0063] When the passenger compartment requires heating, the high-temperature second heat exchange medium, after absorbing condensation heat, can flow to the heating device 310 and exchange heat with the air entering the passenger compartment at the heating device 310 to achieve heating of the passenger compartment.

[0064] It should be noted that in the thermal management system provided in this application, in addition to exchanging heat with the second heat exchange branch 120 to cool the refrigerator and other equipment, the first heat exchange circuit 200 can also be connected to the second heat exchange circuit 300 to heat the refrigerator and other equipment through the first heat exchange circuit 200.

[0065] For example, a refrigerator can be a multi-functional device with both cooling and heating modes. In warmer weather, the first heat exchange circuit 200 can exchange heat with the second heat exchange branch 120, and the heat exchange medium in the first heat exchange circuit 200 circulates within the first heat exchange circuit 200, thereby cooling food stored in the multi-functional device. In cooler weather, when heating is needed, the first throttling device 122 can be closed, and the switching structure 400 connects the first heat exchange circuit 200 with the second heat exchange circuit 300, allowing at least a portion of the high-temperature second heat exchange medium to flow into the first heat exchange circuit 200 and release heat to the refrigerator. Thus, the multi-functional device can cool or heat stored food for different usage scenarios.

[0066] When neither the passenger compartment nor the object receiving heat exchange has a heating requirement, the second heat exchange medium in the second auxiliary heat exchange circuit 300 can still flow through the third heat exchanger 160 to absorb the condensation heat released by the first heat exchange medium, and then flow to the external radiator located at the front of the vehicle or another location. The external radiator exchanges heat with the ambient air to dissipate the heat carried by the second heat exchange medium to the outside of the vehicle. Thus, even when no heat is supplied to the passenger compartment or the object receiving heat exchange, the third heat exchanger 160 can still normally perform the function of condensation heat dissipation of the first heat exchange medium.

[0067] Of course, in another optional embodiment, the second auxiliary heat exchange circuit 300 may not always be in continuous operation. When neither the crew compartment nor the heat exchange object has a heating requirement, the third pump 320 used to drive the circulation of the second heat exchange medium in the second auxiliary heat exchange circuit 300 can be shut down, causing the second auxiliary heat exchange circuit 300 to stop or reduce the circulation of the second heat exchange medium. At this time, the thermal management system can also set up an auxiliary heat dissipation circuit selectively connected to the second auxiliary heat exchange circuit 300, or set up an auxiliary heat dissipation circuit directly connected to the third heat exchanger 160, so as to assume the condensation and heat dissipation function of the third heat exchanger 160 when the second auxiliary heat exchange circuit 300 is not running.

[0068] In an optional embodiment, refer to Figure 1and Figure 4 Both the first heat exchange circuit 200 and the second heat exchange circuit 300 contain a second heat exchange medium. The switching structure 400 includes a first branch 410 and a second branch 420. The first end of the first branch 410 and the first end of the second branch 420 are connected to the second heat exchange circuit 300, and the second end of the first branch 410 and the second end of the second branch 420 are connected to the first heat exchange circuit 200. A switching valve 430 is provided on both the first branch 410 and the second branch 420.

[0069] The first branch 410 can serve as the supply branch of the first auxiliary heat exchange circuit 200 from the second auxiliary heat exchange circuit 300 as the second high-temperature second heat exchange medium. The second branch 420 can serve as the return branch of the second auxiliary heat exchange circuit 300 from the first auxiliary heat exchange circuit 200 as the second heat exchange medium. Two switching valves 430 control the opening or closing of the corresponding branches respectively.

[0070] The on / off valve 430 can be a solenoid valve, an electric valve, a three-way valve, a proportional valve, or other valve structure capable of controlling the flow of the second heat exchange medium. When a proportional valve is used, the flow rate of the high-temperature second heat exchange medium entering the first auxiliary heat exchange circuit 200 can also be controlled by adjusting the valve opening, thereby adjusting the heating power of the vehicle refrigerator.

[0071] The second auxiliary heat exchange circuit 300 also includes a heating device 310, located downstream of the connection point between the second branch 420 and the second auxiliary heat exchange circuit 300. The second heat exchange medium returning from the first auxiliary heat exchange circuit 200 still retains a certain temperature. This second heat exchange medium can continue to flow through the heating device 310 and release heat into the passenger compartment to improve heat utilization. For example, in cold weather, the passenger compartment can be heated by the heating device 310.

[0072] Figure 4 This is a schematic diagram illustrating the principle of the thermal management system in heating mode in this embodiment.

[0073] refer to Figure 4 When the vehicle refrigerator requires heating, the switch valves 430 on the first branch 410 and the second branch 420 are opened, connecting the second auxiliary heat exchange circuit 300 with the first auxiliary heat exchange circuit 200. The high-temperature first heat exchange medium output from the heat exchange power source 140 releases heat to the second heat exchange medium in the third heat exchanger 160. The second heat exchange medium, after its temperature rises, enters the first auxiliary heat exchange circuit 200 through the first branch 410.

[0074] When the high-temperature second heat exchange medium flows through the refrigerator-side heat exchange structure, it releases heat into the refrigerator storage space to heat or keep warm the beverages, food, or other items therein. After releasing some heat, the second heat exchange medium returns to the second auxiliary heat exchange circuit 300 via the second branch 420 and can continue to flow through the heating device 310. At the heating device 310, the second heat exchange medium exchanges heat with the air flowing into the passenger compartment to heat the air and achieve heating for the passenger compartment.

[0075] When the vehicle refrigerator does not require heating, the switch valves 430 on the first branch 410 and the second branch 420 can be closed to disconnect the first auxiliary heat exchange circuit 200 from the second auxiliary heat exchange circuit 300. At this time, the second heat exchange medium in the second auxiliary heat exchange circuit 300 mainly flows through the heating device 310 to meet the heating needs of the passenger compartment.

[0076] The heating device 310 may include a heating core.

[0077] In an optional embodiment, refer to Figure 1 The first auxiliary heat exchange circuit 200 includes a first pump body 210. The first pump body 210 is located at the heat exchange medium inlet end of the first heat exchanger 121. The first pump body 210 is used to drive the second heat exchange medium to circulate in the first auxiliary heat exchange circuit 200.

[0078] In the refrigerator cooling mode, the first pump body 210 drives the second heat exchange medium to flow to the first heat exchanger 121, so that the second heat exchange medium releases heat to the first heat exchange medium in the first heat exchanger 121 and lowers the temperature. The cooled second heat exchange medium then flows to the vehicle refrigerator to absorb the heat in the refrigerator storage space.

[0079] In the refrigerator's heating or heat preservation mode, the first auxiliary heat exchange circuit 200 is connected to the second auxiliary heat exchange circuit 300. The first pump body 210 can drive the high-temperature second heat exchange medium to flow through the refrigerator-side heat exchange structure, causing the second heat exchange medium to release heat to the refrigerator storage space. By adjusting the rotation speed of the first pump body 210, the circulation flow rate of the second heat exchange medium can be changed, thereby adjusting the amount of cold or heat delivered to the vehicle refrigerator.

[0080] In an optional embodiment, refer to Figure 1 A first heat exchange medium flows within a first heat exchange branch 110, which includes a second heat exchanger 111 and a second throttling device 112. The second throttling device 112 is located upstream of the second heat exchanger 111 and is configured to throttle the flow of the first heat exchange medium into the second heat exchanger 111.

[0081] The main heat exchange circuit 100 also includes a regulating valve 113. The regulating valve 113 is disposed in the first heat exchange branch 110 and / or the second heat exchange branch 120. Specifically, the regulating valve 113 disposed in the first heat exchange branch 110 is located downstream of the second heat exchanger 111 and is used to regulate the end pressure of the first heat exchange branch 110; the regulating valve 113 disposed in the second heat exchange branch 120 is located downstream of the first heat exchanger 121 and is used to regulate the end pressure of the second heat exchange branch 120.

[0082] The second heat exchanger 111 can be installed inside the vehicle's air conditioning unit to exchange heat between the first heat exchange medium and the air flowing into the passenger compartment. The second throttling device 112 can throttle the first heat exchange medium entering the second heat exchanger 111, causing the first heat exchange medium to enter the second heat exchanger 111 after depressurization and cooling, and to evaporate and absorb heat in the second heat exchanger 111, thereby adapting the evaporation pressure and evaporation temperature of the second heat exchanger 111 to the cooling needs of the passenger compartment.

[0083] Because the target temperatures of the passenger compartment and the onboard refrigerator are different, the required evaporation pressures of the second heat exchanger 111 in the first heat exchange branch 110 and the first heat exchanger 121 in the second heat exchange branch 120 may also be different. Generally, the target temperature of the onboard refrigerator is lower than the target temperature of the passenger compartment; therefore, the first heat exchanger 121 in the second heat exchange branch 120 needs to operate at a relatively low evaporation pressure, while the second heat exchanger 111 in the first heat exchange branch 110 can operate at a relatively high evaporation pressure. If the pressure difference between the first heat exchange branch 110 and the second heat exchange branch 120 before they merge is large, pressure fluctuations or flow disturbances are likely to occur when the first heat exchange medium merges.

[0084] Based on this, this embodiment adjusts the end pressure of the corresponding heat exchange branch by setting the regulating valve 113, so that the pressure of the first heat exchange branch 110 and the second heat exchange branch 120 at the confluence position tends to be consistent, thereby reducing the possibility of pressure shock when the first heat exchange medium merges.

[0085] The terminal pressure can be understood as the pressure of the first heat exchange medium at the outlet side of the corresponding heat exchange branch, near the location before the heat exchange branch merges with other heat exchange branches. That is, the terminal pressure of the first heat exchange branch 110 can be the pressure of the first heat exchange medium at the outlet side of the second heat exchanger 111, near the location where the branches merge; the terminal pressure of the second heat exchange branch 120 can be the pressure of the first heat exchange medium at the outlet side of the first heat exchanger 121, near the location where the branches merge.

[0086] for Figure 1In the illustrated embodiment, the regulating valve 113 is disposed in the first heat exchange branch 110 and located downstream of the second heat exchanger 111. Therefore, the regulating valve 113 can throttle or regulate the pressure of the first heat exchange medium flowing out of the second heat exchanger 111 to regulate the end pressure of the first heat exchange branch 110. The first heat exchange medium, after being depressurized by the regulating valve 113, can merge with the first heat exchange medium output from the first heat exchanger 121 in the second heat exchange branch 120 and flow together to the heat exchange power source 140.

[0087] Therefore, the second heat exchanger 111 in the first heat exchange branch 110 and the first heat exchanger 121 in the second heat exchange branch 120 can operate under different evaporation pressures to meet the heat exchange requirements of the passenger compartment and the vehicle refrigerator, respectively. At the same time, the pressure difference generated when the first heat exchange medium in the two heat exchange branches merges is reduced, thereby improving the stability of the first heat exchange branch 110 and the second heat exchange branch 120 when operating in parallel.

[0088] In this embodiment, the first throttling device 122, the second throttling device 112, and the regulating valve 113 can all be electronic expansion valves. The controller can adjust the opening of the first throttling device 122, the second throttling device 112, and the regulating valve 113 according to the target evaporation temperature, outlet superheat, actual pressure, and actual temperature of the second heat exchanger 111 and the first heat exchanger 121, respectively, to achieve flow and pressure regulation of different heat exchange branches.

[0089] It should be noted that the regulating valve 113 is not limited to being installed on the first heat exchange branch 110. In other embodiments, the regulating valve 113 can also be installed on the second heat exchange branch 120, downstream of the first heat exchanger 121, to regulate the terminal pressure at the outlet side of the first heat exchanger 121. In this case, when the vehicle refrigerator cooling branch and the passenger compartment cooling branch are running together, the terminal pressure of the second heat exchange branch 120 can be adjusted to ensure a better pressure matching relationship between the second heat exchange branch 120 and the first heat exchange branch 110 before they merge.

[0090] In other embodiments, regulating valves 113 may also be provided on the first heat exchange branch 110 and the second heat exchange branch 120 respectively. Specifically, the regulating valve 113 in the first heat exchange branch 110 is located downstream of the second heat exchanger 111 and is used to regulate the terminal pressure at the outlet side of the second heat exchanger 111; the regulating valve 113 in the second heat exchange branch 120 is located downstream of the first heat exchanger 121 and is used to regulate the terminal pressure at the outlet side of the first heat exchanger 121. Thus, the terminal pressures of the passenger compartment cooling branch and the vehicle refrigerator cooling branch can be independently regulated.

[0091] When both heat exchange branches are equipped with regulating valves 113, the controller can adjust the opening of the two regulating valves 113 according to the outlet pressure of the second heat exchanger 111, the outlet pressure of the first heat exchanger 121, the inlet pressure of the heat exchange power source 140, and the heat exchange requirements of the passenger compartment and the vehicle refrigerator. In this way, the second heat exchanger 111 in the first heat exchange branch 110 and the first heat exchanger 121 in the second heat exchange branch 120 can operate at evaporation pressures suitable for their respective heat exchange requirements. At the same time, the pressures of the two heat exchange branches before merging can be adjusted to a relatively close range, thereby further reducing the possibility of pressure shocks and flow disturbances when the first heat exchange media merge.

[0092] Therefore, in this embodiment, by providing a regulating valve 113 in at least one of the first heat exchange branch 110 and the second heat exchange branch 120, and positioning the regulating valve 113 downstream of the heat exchanger in the corresponding heat exchange branch, the terminal pressure of the corresponding heat exchange branch can be regulated. Especially when regulating valves 113 are provided in both heat exchange branches, the terminal pressures of the two parallel heat exchange branches can be regulated separately. This allows different heat exchange branches to meet their respective heat exchange needs while reducing pressure differences and flow disturbances at the confluence point, thereby improving the operational stability of the thermal management system under multi-branch parallel operation conditions.

[0093] In an optional embodiment, refer to Figure 1 The thermal management system also includes a third heat exchange branch 130 and a third auxiliary heat exchange loop 500. The first heat exchange branch 110, the second heat exchange branch 120, and the third heat exchange branch 130 are connected in parallel to the same heat exchange power source 140. The third heat exchange branch 130 includes a fourth heat exchanger 131, and the third auxiliary heat exchange loop 500 is heat-coupled with the third heat exchange branch 130 through the fourth heat exchanger 131, so that the first heat exchange medium in the third heat exchange branch 130 can exchange heat with the third heat exchange medium in the third auxiliary heat exchange loop 500.

[0094] The third heat exchange circuit 500 can be connected to the vehicle's power battery, drive motor, motor controller, power electronic devices, charging device, or other vehicle components with temperature regulation requirements for heat exchange. A third heat exchange medium flows within the third heat exchange circuit 500. The third heat exchange medium can be water, an aqueous solution of ethylene glycol, an aqueous solution of propylene glycol, or other cooling media suitable for heat exchange of vehicle components.

[0095] The third heat exchange branch 130 may further include a fourth throttling device 132. The fourth throttling device 132 is located upstream of the fourth heat exchanger 131 and is used to throttle the first heat exchange medium entering the fourth heat exchanger 131. The first heat exchange medium, after being throttled and depressurized by the fourth throttling device 132, flows into the fourth heat exchanger 131 and exchanges heat with the third heat exchange medium within the fourth heat exchanger 131. After being cooled, the third heat exchange medium flows to the power battery, drive motor, motor controller, or other vehicle components to absorb the heat generated by the corresponding vehicle components during operation.

[0096] When the vehicle is in heating mode, the high-temperature first heat exchange medium output by the heat exchange power source 140 can release heat at the third heat exchanger 160 to heat the second heat exchange medium in the second auxiliary heat exchange circuit 300. After the first heat exchange medium has released heat, it needs to absorb heat on the low-pressure side of the main heat exchange circuit 100 to continue the heat pump cycle. At this time, if the vehicle components have cooling requirements, the low-temperature first heat exchange medium, after being throttled and depressurized by the fourth throttling device 132, can flow into the fourth heat exchanger 131 and absorb the heat carried by the third heat exchange medium in the fourth heat exchanger 131.

[0097] Therefore, during heating operation, the fourth heat exchanger 131 can utilize the low-temperature first heat exchange medium formed in the main heat exchange circuit 100 to cool vehicle components. On the one hand, this meets the heat dissipation requirements of vehicle components such as the power battery and drive motor; on the other hand, the heat generated by the vehicle components can serve as the heat source required for the evaporation and heat absorption of the first heat exchange medium, enabling the main heat exchange circuit 100 to recover the waste heat from the vehicle components and transfer this heat to the second auxiliary heat exchange circuit 300 via a heat pump, thereby improving the overall vehicle heat utilization efficiency.

[0098] When the vehicle is in cooling mode, the fourth heat exchanger 131 can also be used as a component cooling heat exchanger. The low-temperature first heat exchange medium absorbs heat from the third heat exchange medium in the fourth heat exchanger 131, cooling the third heat exchange medium, which then carries away the heat generated by the vehicle components. The vehicle thermal management controller can selectively open or close the third heat exchange branch 130 according to the temperature and cooling requirements of the vehicle components.

[0099] The first heat exchange branch 110, the second heat exchange branch 120, and the third heat exchange branch 130 are connected in parallel to the same heat exchange power source 140, enabling the same heat exchange power source 140 to distribute heat exchange capacity to the crew compartment, the heat exchange object, and vehicle components respectively. Depending on the actual heat exchange requirements of the crew compartment, the heat exchange object, and the vehicle components, one of the heat exchange branches can be selected to be activated, or two or all of them can be activated simultaneously to improve the adaptability of the main heat exchange circuit 100 to different operating conditions.

[0100] In an optional embodiment, refer to Figure 1 The fourth heat exchanger 131 has a third port for the inflow of the third heat exchange medium, and the third auxiliary heat exchange circuit 500 includes a second pump body 510. The second pump body 510 is located upstream of the third port in the direction of the third heat exchange medium flowing towards the third port. The second pump body 510 is used to drive the third heat exchange medium to circulate between the fourth heat exchanger 131 and the corresponding vehicle components.

[0101] The second pump body 510 can be a variable speed electronic water pump. The vehicle thermal management controller can adjust the speed of the second pump body 510 according to the target temperature, actual temperature of the vehicle components and the temperature of the third heat exchange medium at the inlet and outlet of the fourth heat exchanger 131, thereby changing the circulation flow rate of the third heat exchange medium and the heat exchange capacity of the third auxiliary heat exchange circuit 500.

[0102] For example, when the power battery is fast-charging, discharging at high power, or the drive motor is operating under high load, the vehicle components generate a lot of heat. In this case, the speed of the second pump body 510 can be increased, and the flow rate of the first heat exchange medium flowing into the fourth heat exchanger 131 can be appropriately increased to improve the cooling capacity of the third auxiliary heat exchange circuit 500. When the temperature of the vehicle components is low or the heat load is small, the speed of the second pump body 510 can be reduced, or the third heat exchange branch 130 can be shut down to reduce the operating energy consumption of the thermal management system.

[0103] In an optional embodiment, the thermal management system may further include a controller and multiple temperature sensors, pressure sensors, and flow sensors. The controller may be communicatively connected to the heat exchange power source 140, the first pump body 210, the second pump body 510, the third pump body 320, various throttling devices, regulating valves 113, and switching valves 430, and coordinate the control of various actuators according to the temperature regulation requirements of the passenger compartment, the heat exchange object, and vehicle components.

[0104] This embodiment also provides a vehicle that includes the thermal management system described in any of the above embodiments. The vehicle can be a pure electric vehicle, a hybrid vehicle, a fuel cell vehicle, or other vehicles equipped with an onboard refrigerator.

[0105] By employing the aforementioned thermal management system, the vehicle can utilize the same heat exchange power source 140 to meet the heat exchange needs of the passenger compartment, the onboard refrigerator, and vehicle components, respectively. The first auxiliary heat exchange circuit 200 regulates and buffers the cooling or heating output delivered to the onboard refrigerator. Simultaneously, the first auxiliary heat exchange circuit 200 can selectively connect to the second auxiliary heat exchange circuit 300, allowing the onboard refrigerator to switch between cooling and heating modes. Furthermore, in heating mode, the third auxiliary heat exchange circuit 500 can transfer heat generated by vehicle components to the main heat exchange circuit 100, thus balancing component cooling and waste heat recovery, thereby improving the integration, operational stability, and energy efficiency of the overall vehicle thermal management system.

[0106] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, all of which fall within the scope defined by the appended claims.

Claims

1. A thermal management system, comprising a main heat exchange loop (100), characterized in that, Also includes: First heat exchange loop (200); The main heat exchange circuit (100) includes at least a first heat exchange branch (110) and a second heat exchange branch (120) connected in parallel to the same heat exchange power source (140): The first heat exchange branch (110) is used to exchange heat in the crew compartment of the vehicle; The first auxiliary heat exchange circuit (200) and the second heat exchange branch (120) are coupled through the first heat exchanger (121) so that the heat exchange medium in the second heat exchange branch (120) and the heat exchange medium in the first auxiliary heat exchange circuit (200) can exchange heat.

2. The thermal management system according to claim 1, characterized in that, The main heat exchange circuit (100) further includes a storage device (150), which is connected to the outlet side of the heat exchange power source (140). The first heat exchange branch (110) and the second heat exchange branch (120) are both connected in parallel to the storage device (150), which is used to contain at least a portion of the heat exchange medium.

3. The thermal management system according to claim 1, characterized in that, The second heat exchange branch (120) includes a first throttling device (122) located upstream of the first heat exchanger (121) and configured to throttle and depressurize the heat exchange medium flowing into the first heat exchanger (121).

4. The thermal management system according to claim 1, characterized in that, The main heat exchange circuit (100) also includes a third heat exchanger (160), which is located downstream of the heat exchange power source (140) and upstream of the first heat exchange branch (110) and the second heat exchange branch (120). The thermal management system further includes a second auxiliary heat exchange loop (300), which is coupled to the main heat exchange loop (100) through the third heat exchanger (160); The first auxiliary heat exchange circuit (200) is selectively connected to the second auxiliary circuit (300) through a switching structure (400).

5. The thermal management system according to claim 4, characterized in that, The switch structure (400) includes a first branch (410) and a second branch (420); The first end of the first branch (410) and the first end of the second branch (420) are both connected to the second auxiliary heat exchange circuit (300). The second end of the first branch (410) and the second end of the second branch (420) are both connected to the first auxiliary heat exchange circuit (200). A switch valve (430) is provided on the first branch (410) and the second branch (420).

6. The thermal management system according to claim 4, characterized in that, The second auxiliary heat exchange circuit (300) also includes a heating device (310), which is located downstream of the connection point between the second branch (420) and the second auxiliary heat exchange circuit (300).

7. The thermal management system according to claim 1, characterized in that, The first auxiliary heat exchange circuit (200) includes a first pump body (210), which is located at the heat exchange medium inflow end of the first heat exchanger (121).

8. The thermal management system according to claim 1, characterized in that, The first heat exchange branch (110) also includes: Second heat exchanger (111); The second throttling device (112) is located upstream of the second heat exchanger (111) and is configured to throttle and depressurize the heat exchange medium flowing into the second heat exchanger (111). The main heat exchange circuit (100) also includes: A regulating valve (113) is provided in the first heat exchange branch (110) and / or the second heat exchange branch (120); wherein the regulating valve (113) provided in the first heat exchange branch (110) is located downstream of the second heat exchanger (111) and is used to regulate the end pressure of the first heat exchange branch (110); the regulating valve (113) provided in the second heat exchange branch (120) is located downstream of the first heat exchanger (121) and is used to regulate the end pressure of the second heat exchange branch (120).

9. The thermal management system according to any one of claims 1 to 8, characterized in that, The main heat exchange circuit also includes a third heat exchange branch (130), and the first heat exchange branch (110), the second heat exchange branch (120) and the third heat exchange branch (130) are connected in parallel to the same heat exchange power source (140). The thermal management system also includes a third heat exchange loop (500), and the third heat exchange branch (130) also includes a fourth heat exchanger (131). The third auxiliary heat exchange circuit (500) is coupled to the third heat exchange branch (130) through the fourth heat exchanger (131).

10. A vehicle, characterized in that, The thermal management system includes any one of claims 1 to 9.

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