Thermal management system and vehicle

Abstract

The present disclosure relates to a thermal management system and a vehicle, the vehicle being suitable for intelligent driving, the thermal management system comprising a refrigerant circuit, a first coolant circuit, a second coolant circuit and a heat exchange core, the refrigerant circuit comprising a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a first expansion valve and a second expansion valve, an outlet of the compressor being connected with a hot side inlet of the first heat exchanger, a hot side outlet of the first heat exchanger being connected with a first port of the first expansion valve and an inlet of the second expansion valve respectively, a second port of the first expansion valve being connected with a first port of the second heat exchanger, an outlet of the second expansion valve being connected with a cold side inlet of the third heat exchanger, a second port of the second heat exchanger and a cold side outlet of the third heat exchanger being connected with an inlet of the compressor respectively, the first coolant circuit being communicated with a third port and a fourth port of the second heat exchanger, a battery pack heat exchanger being connected on the first coolant circuit, the second coolant circuit being connected with the first heat exchanger.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more particularly to a thermal management system and a vehicle. Background Technology

[0002] Thermal management systems primarily provide basic cooling and heating functions. In related technologies, thermal management systems typically employ a single-loop or simple switching approach to regulate the temperature of the passenger compartment and battery. However, when both the passenger compartment and the power battery require cooling simultaneously, or both require heating simultaneously, current vehicle thermal management architectures struggle to flexibly and efficiently meet these dual and differentiated needs, limiting vehicle performance and user experience in various environments. Summary of the Invention

[0003] The purpose of this disclosure is to provide a thermal management system and a vehicle to solve the technical problems existing in the related art.

[0004] To achieve the above objectives, a first aspect of this disclosure provides a thermal management system, comprising: A refrigerant circuit includes a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a first expansion valve, and a second expansion valve. The outlet of the compressor is connected to the hot-side inlet of the first heat exchanger. The hot-side outlet of the first heat exchanger is connected to the first port of the first expansion valve and the inlet of the second expansion valve, respectively. The second port of the first expansion valve is connected to the first port of the second heat exchanger. The outlet of the second expansion valve is connected to the cold-side inlet of the third heat exchanger. The second port of the second heat exchanger and the cold-side outlet of the third heat exchanger are connected to the inlet of the compressor, respectively. A first coolant circuit is connected to the third and fourth ports of the second heat exchanger, and a battery pack heat exchanger is connected to the first coolant circuit. A second coolant circuit is connected to the cold-side inlet and cold-side outlet of the first heat exchanger; and / or, the second coolant circuit is connected to the hot-side inlet and hot-side outlet of the third heat exchanger. A heat exchange core is installed on the second coolant circuit via a valve assembly.

[0005] Optionally, the heat exchange core includes a first core and a second core; The second port of the second core is connected to the cold-side outlet of the first heat exchanger, the first port of the second core is connected to the cold-side inlet of the first heat exchanger, the first port of the first core is connected to the hot-side outlet of the third heat exchanger, and the second port of the first core is connected to the hot-side inlet of the third heat exchanger; or... The first core and the second core are connected in series to the cold-side inlet and cold-side outlet of the first heat exchanger; or, The first core and the second core are connected in series to the hot-side inlet and hot-side outlet of the third heat exchanger.

[0006] Optionally, the valve assembly includes a first four-way valve, wherein a first port of the first four-way valve is connected to a second port of the first core, a second port of the first four-way valve is connected to the cold-side inlet of the first heat exchanger, a third port of the first four-way valve is connected to a first port of the second core, and a fourth port of the first four-way valve is connected to the hot-side inlet of the third heat exchanger.

[0007] Optionally, the thermal management system further includes a waste heat exchanger and a second four-way valve. The first port of the second four-way valve is connected to the second port of the second core, the second port of the second four-way valve is connected to the cold side outlet of the first heat exchanger, the third port of the second four-way valve is connected to the inlet of the waste heat exchanger, and the fourth port of the second four-way valve is connected to the hot side inlet of the third heat exchanger.

[0008] Optionally, the thermal management system further includes an external heat exchanger, a third four-way valve, and a fourth four-way valve. The first port of the third four-way valve is connected to the cold-side inlet of the first heat exchanger, the second port of the third four-way valve is connected to the cold-side outlet of the first heat exchanger, the third port of the third four-way valve is connected to the inlet of the external heat exchanger, and the fourth port of the third four-way valve is connected to the hot-side inlet of the third heat exchanger. The first port of the fourth four-way valve is connected to the cold-side inlet of the first heat exchanger, the second port of the fourth four-way valve is connected to the first port of the first core, the third port of the fourth four-way valve is connected to the first port of the third four-way valve, and the fourth port of the fourth four-way valve is connected to the hot-side outlet of the third heat exchanger.

[0009] Optionally, the thermal management system further includes a fourth heat exchanger, a first bypass branch, a first make-up gas branch, and a third expansion valve. The first inlet of the fourth heat exchanger is connected to the hot-side outlet of the first heat exchanger, and the first outlet of the fourth heat exchanger is connected to the first port of the second heat exchanger and the cold-side inlet of the third heat exchanger. The first end of the first bypass branch is connected to the hot-side outlet of the first heat exchanger, and the second end of the first bypass branch is connected to the second inlet of the fourth heat exchanger. The third expansion valve is disposed on the first bypass branch. The first end of the first make-up gas branch is connected to the second outlet of the fourth heat exchanger, and the second end of the first make-up gas branch is connected to the make-up gas port of the compressor.

[0010] Optionally, the thermal management system further includes a second bypass branch and a bypass valve, wherein a first end of the second bypass branch is connected to the inlet of the compressor, a second end of the second bypass branch is connected to the outlet of the compressor, and the bypass valve is disposed in the second bypass branch.

[0011] Optionally, the thermal management system further includes a first switching valve and a first connecting branch. The first end of the first connecting branch is connected to the outlet of the compressor, and the second end of the first connecting branch is connected to the second port of the second heat exchanger. The first switching valve is disposed in the first connecting branch and is used to control the on / off state of the first connecting branch.

[0012] Optionally, the thermal management system further includes a second connecting branch, a second switching valve, and a third switching valve. The first end of the second connecting branch is connected to the first port of the first expansion valve, and the second end of the second connecting branch is connected to the outlet of the second expansion valve. The second switching valve is disposed between the first expansion valve and the second expansion valve. The third switching valve is disposed in the second connecting branch and is used to control the on / off state of the second connecting branch.

[0013] A second aspect of this disclosure provides a vehicle including the thermal management system described above.

[0014] The high-temperature, high-pressure refrigerant discharged from the compressor first enters the first heat exchanger. Through heat exchange with the second coolant circuit, it transfers heat to the coolant, thereby heating the heat exchange core connected to the second coolant circuit, which in turn heats the passenger compartment. Subsequently, the refrigerant is diverted to the first expansion valve and the second expansion valve, and then enters the second and third heat exchangers respectively. The second heat exchanger is mainly responsible for exchanging heat with the first coolant circuit, thereby removing heat from the battery pack and cooling it down. The third heat exchanger, on the other hand, absorbs heat from the heat exchange core connected to the second coolant circuit through heat exchange with it, thus cooling or dehumidifying the passenger compartment.

[0015] In the above technical solution, when the crew cabin needs heating and the battery needs cooling, or when both require cooling at the same time, the system can use the first expansion valve and the second expansion valve to distribute the refrigerant flow between the second and third heat exchangers as needed. Battery cooling and crew cabin air conditioning do not interfere with each other, completely solving the problem of operating condition conflict caused by shared circuits in related technologies. The system can flexibly adjust the water flow through the heat exchange core, thereby precisely controlling the heating and cooling environment of the crew cabin.

[0016] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0018] Figure 1 This is a flow diagram of a thermal management system provided in an exemplary embodiment of this disclosure; Figure 2 This is a flow diagram of a mode one of the thermal management systems provided in an exemplary embodiment of this disclosure; Figure 3 This is a flow diagram of Mode 2 of the thermal management system provided in an exemplary embodiment of this disclosure; Figure 4 This is a flow diagram of Mode 3 of the thermal management system provided in an exemplary embodiment of this disclosure; Figure 5 This is a flow diagram of Mode 4 of the thermal management system provided in an exemplary embodiment of this disclosure; Figure 6 This is a flow diagram of Mode 5 of the thermal management system provided in an exemplary embodiment of this disclosure; Figure 7 This is a flow diagram of Mode Six of the thermal management system provided in an exemplary embodiment of this disclosure; Figure 8 This is a flow diagram of Mode Seven of the thermal management system provided in an exemplary embodiment of this disclosure; Figure 9 This is a flow diagram of Mode 8 of a thermal management system provided in an exemplary embodiment of this disclosure; Figure 10 This is a flow diagram of Mode Nine of the thermal management system provided in an exemplary embodiment of this disclosure; Figure 11 This is a flow diagram of Mode 10 of the thermal management system provided in an exemplary embodiment of the present disclosure; Figure 12 This is a flow diagram of Mode 11 of the thermal management system provided in an exemplary embodiment of this disclosure; Figure 13 This is a flow diagram of Mode Twelve of a thermal management system provided in an exemplary embodiment of this disclosure.

[0019] Explanation of reference numerals in the attached figures 10-Refrigerant circuit; 11-Compressor; 12-First heat exchanger; 13-Second heat exchanger; 14-Third heat exchanger; 15-First expansion valve; 16-Second expansion valve; 20-First coolant circuit; 21-Battery pack heat exchanger; 30-Second coolant circuit; 40-Heat exchange core; 41-First core; 42-Second core; 50-Valve assembly; 51-First four-way valve; 52-Second four-way valve; 53-Third four-way valve; 54-Fourth four-way valve; 55-First three-way valve; 56-Second three-way valve 60-Wait valve; 70-External heat exchanger; 80-Fourth heat exchanger; 81-First bypass branch; 82-First air supply branch; 83-Third expansion valve; 90-Second bypass branch; 91-Bypass valve; 92-First switching valve; 93-First connecting branch; 94-Second connecting branch; 95-Second switching valve; 96-Third switching valve; 98-Water tank; 99-Water pump; 100-Liquid storage tank; 110-Gas-liquid separator; 120-Third connecting branch; 121-Fourth switching valve. Detailed Implementation

[0020] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0021] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims. Specific embodiments of this disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustrative and explanatory purposes only and are not intended to limit the scope of this disclosure.

[0022] In this disclosure, unless otherwise stated, directional terms are used only for the convenience of describing the disclosure and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or a specific orientation construction and operation, and therefore should not be construed as a limitation of the disclosure. For example, directional terms in this scheme are defined based on the actual use state of the vehicle, and "inner" and "outer" refer to the inner and outer contours of the corresponding components. In addition, the terms "first," "second," etc., are used to distinguish one element from another and do not have sequentiality or importance.

[0023] In the description of this disclosure, it should also be noted that, unless otherwise expressly specified and limited, the terms "joining," "attaching," "installing," "connecting," "linking," "fixing," etc., used in the embodiments of this disclosure should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms herein according to the specific circumstances.

[0024] refer to Figures 1 to 13 As shown, a first aspect of this disclosure provides a thermal management system, including a refrigerant circuit 10, a first coolant circuit 20, a second coolant circuit 30, and a heat exchange core 40. The refrigerant circuit 10 includes a compressor 11, a first heat exchanger 12, a second heat exchanger 13, a third heat exchanger 14, a first expansion valve 15, and a second expansion valve 16. The outlet of the compressor 11 is connected to the hot-side inlet of the first heat exchanger 12. The hot-side outlet of the first heat exchanger 12 is connected to the first port of the first expansion valve 15 and the inlet of the second expansion valve 16, respectively. The second port of the first expansion valve 15 is connected to the first port of the second heat exchanger 13. The outlet of the second expansion valve 16 is connected to the cold-side inlet of the third heat exchanger 14. The second port of the second heat exchanger 13 and the cold-side outlet of the third heat exchanger 14 are respectively connected to the inlet of the compressor 11. The first coolant circuit 20 is connected to the third port and the fourth port of the second heat exchanger 13. The battery pack heat exchanger 21 is connected to the first coolant circuit 20. The second coolant circuit 30 is connected to the cold-side inlet and cold-side outlet of the first heat exchanger 12; and / or, the second coolant circuit 30 is connected to the hot-side inlet and hot-side outlet of the third heat exchanger 14. The heat exchange core 40 is mounted on the second coolant circuit 30 through the valve assembly 50.

[0025] The high-temperature, high-pressure refrigerant discharged from the compressor 11 first enters the first heat exchanger 12. Through heat exchange with the second coolant circuit 30, it transfers heat to the coolant, thereby heating the heat exchange core 40 connected to the second coolant circuit 30, which in turn heats the passenger compartment. Subsequently, the refrigerant is diverted to the two first expansion valves 15 and the second expansion valve 16, and then enters the second heat exchanger 13 and the third heat exchanger 14, respectively. The second heat exchanger 13 is mainly responsible for exchanging heat with the first coolant circuit 20, thereby removing the heat from the battery pack and cooling it down. The third heat exchanger 14, on the other hand, absorbs heat from the heat exchange core 40 connected to the second coolant circuit 30 through heat exchange with the second coolant circuit 30, thus cooling or dehumidifying the passenger compartment.

[0026] In the above technical solution, when the crew cabin needs heating and the battery needs cooling, or when both require cooling at the same time, the system can distribute the refrigerant flow between the second heat exchanger 13 and the third heat exchanger 14 through the first expansion valve 15 and the second expansion valve 16. The battery cooling and the crew cabin air conditioning do not interfere with each other, which completely solves the problem of operating condition conflict caused by the shared circuit in related technologies. The system can flexibly adjust the water flow through the heat exchange core 40, thereby accurately controlling the heating and cooling environment of the crew cabin.

[0027] Regarding the number of heat exchange cores 40 mentioned above, this disclosure allows for multiple heat exchange cores 40. For example, in one exemplary embodiment provided in this disclosure, the heat exchange core 40 may include a first core 41 and a second core 42. The second port of the second core 42 is connected to the cold side outlet of the first heat exchanger 12, and the first port of the second core 42 is connected to the cold side inlet of the first heat exchanger 12. The first port of the first core 41 is connected to the hot side outlet of the third heat exchanger 14, and the second port of the first core 41 is connected to the hot side inlet of the third heat exchanger 14. In this embodiment, by connecting the first core 41 in series with the third heat exchanger 14 and the second core 42 in series with the first heat exchanger 12, the refrigerant flowing from the outlet of the compressor 11 enters the third heat exchanger 14 and evaporates and absorbs heat in the third heat exchanger 14, thereby cooling the coolant flowing through the second coolant circuit 30. The first core 41 is also located on the second coolant circuit 30. The cooled air flows through the first core 41, causing it to condense as it flows through the first core 41, thus achieving dehumidification. At the same time, the refrigerant condenses and releases heat in the first heat exchanger 12, thereby heating the coolant flowing through the second core 42, causing the air flowing through the second core 42 to be reheated. Through the process of first cooling and dehumidifying, and then heating and reheating, the humidity and temperature inside the vehicle are precisely controlled.

[0028] In the two exemplary embodiments provided in this disclosure, the first core 41 and the second core 42 can be connected in series to the cold-side inlet and cold-side outlet of the first heat exchanger 12. In this embodiment, by connecting the first core 41 and the second core 42 in series to the coolant side of the first heat exchanger 12, the refrigerant flowing out of the compressor 11 flows into the first heat exchanger 12 and releases heat in the first heat exchanger 12, heating the coolant in the second coolant circuit 30, which is also connected to the first heat exchanger 12, to a higher temperature. Subsequently, the high-temperature coolant flows sequentially through the two series-connected cores, significantly increasing the heat exchange area and heat exchange capacity, thereby providing a strong heating effect for the passenger compartment.

[0029] In the third exemplary embodiment provided in this disclosure, the first core 41 and the second core 42 can be connected in series to the hot-side inlet and hot-side outlet of the third heat exchanger 14. In this embodiment, by connecting the first core 41 and the second core 42 in series to the hot coolant side of the third heat exchanger 14, the refrigerant flowing out of the compressor 11 flows into the third heat exchanger 14, and the refrigerant absorbs heat from the coolant in the third heat exchanger 14, causing the coolant in the second coolant circuit 30, which is also connected to the third heat exchanger 14, to cool down rapidly. The low-temperature coolant fully exchanges heat with the air through the two series-connected cores, achieving rapid and efficient cooling of the passenger compartment and meeting the needs of high-temperature environments in summer.

[0030] In the above embodiments, during the cooling and heating of the passenger compartment, the first core 41 and the second core 42 can increase the heat exchange area with the air inside the passenger compartment, thereby improving the heating and cooling speed of the passenger compartment. When dehumidifying the passenger compartment, the first core 41 and the second core 42 can respectively play the roles of cooling and dehumidifying, and heating and reheating. This simple and direct connection method can achieve rapid temperature control under high load conditions without adding complex auxiliary equipment, which not only improves the sensitivity of the system response, but also reduces the hardware redundancy of the thermal management system.

[0031] This disclosure does not limit the specific structure and type of the valve assembly 50 mentioned above. For example, the three-way valve and four-way valve mentioned below can both be solenoid valves.

[0032] In one embodiment provided in this disclosure, the valve assembly 50 may optionally include a first four-way valve 51. The first port of the first four-way valve 51 is connected to the second port of the first core 41, the second port of the first four-way valve 51 is connected to the cold-side inlet of the first heat exchanger 12, the third port of the first four-way valve 51 is connected to the first port of the second core 42, and the fourth port of the first four-way valve 51 is connected to the hot-side inlet of the third heat exchanger 14. By adjusting the opening and closing of different ports of the four-way valve, adaptation to corresponding modes can be achieved. For example, in the aforementioned cooling or heating mode for the passenger compartment, the first and third ports of the first four-way valve 51 can be connected to achieve flow path connection between the first core 41 and the second core 42; or, in the dehumidification mode for the passenger compartment, the first and fourth ports of the first four-way valve 51 can be connected, and the second and third ports of the first four-way valve 51 can be connected, making the first core 41 and the second core 42 two independent heat exchange carriers, respectively achieving cooling and heating modes.

[0033] Optionally, the thermal management system also includes a waste heat exchanger 60 and a second four-way valve 52. The first port of the second four-way valve 52 is connected to the second port of the second core 42, the second port of the second four-way valve 52 is connected to the cold-side outlet of the first heat exchanger 12, the third port of the second four-way valve 52 is connected to the inlet of the waste heat exchanger 60, and the fourth port of the second four-way valve 52 is connected to the hot-side inlet of the third heat exchanger 14. The waste heat exchanger 60 is directly connected to the heat-generating components of the vehicle and can recover the waste heat generated during the operation of these components. The second four-way valve 52 is responsible for establishing a connection between the recovered waste heat and the coolant circuit. For example, when heating is required, the valve can be switched so that the coolant first flows through the waste heat exchanger 60 for preheating, and then this preheated coolant is guided to the first heat exchanger 12 for further heating, or directly sent to the heat exchange core 40 of the crew compartment; when waste heat recovery is not required or cooling is required, the second four-way valve 52 can bypass the waste heat exchanger 60 so that the coolant directly enters other circuits.

[0034] Furthermore, in one exemplary embodiment provided in this disclosure, the waste heat exchanger 60 can be connected to related mechanisms of the vehicle, such as motors and electronic controls, which have heat dissipation requirements. In this way, when the coolant flows in the waste heat exchanger 60, it can absorb heat from the heat-generating mechanisms such as motors and electronic controls, thereby achieving cooling and heat dissipation for the aforementioned mechanisms.

[0035] Optionally, the thermal management system may also include an external heat exchanger 70, a third four-way valve 53, and a fourth four-way valve 54. The first port of the third four-way valve 53 is connected to the cold-side inlet of the first heat exchanger 12, the second port of the third four-way valve 53 is connected to the cold-side outlet of the first heat exchanger 12, the third port of the third four-way valve 53 is connected to the inlet of the external heat exchanger 70, and the fourth port of the third four-way valve 53 is connected to the hot-side inlet of the third heat exchanger 14. By setting the third four-way valve 53, the first heat exchanger 12 (heating), the third heat exchanger 14 (cooling), and the external heat exchanger 70 (cold / hot end external connection) can be connected. In this way, when heating is needed, it can disconnect from the external heat exchanger 70, allowing the coolant to circulate efficiently in the vehicle's internal circuit to maintain heat; when cooling or battery cooling is needed, it can guide the heated coolant to the external heat exchanger 70, releasing heat through convection with the ambient air.

[0036] In one embodiment provided in this disclosure, the thermal management system may include a first three-way valve 55, wherein the first port of the first three-way valve 55 is connected to the hot side inlet of the third heat exchanger 14, the second port of the first three-way valve 55 is connected to the fourth port of the first four-way valve 51, and the third port of the first three-way valve 55 is connected to the fourth port of the third four-way valve 53.

[0037] The first port of the fourth four-way valve 54 is connected to the cold-side inlet of the first heat exchanger 12, the second port of the fourth four-way valve 54 is connected to the first port of the first core 41, the third port of the fourth four-way valve 54 is connected to the first port of the third four-way valve 53, and the fourth port of the fourth four-way valve 54 is connected to the hot-side outlet of the third heat exchanger 14. The fourth four-way valve 54 and the third four-way valve 53 work together to further switch the flow paths between the first heat exchanger 12, the first core 41, the second core 42, and the third heat exchanger 14. Thus, when the system is working, the coolant can form different heat exchange paths through the combination of the four-way valves: on the one hand, for the passenger compartment heating mode, the refrigerant can exchange heat with the coolant in the first heat exchanger 12, and the refrigerant, after absorbing heat, releases heat to the passenger compartment when flowing through the first core 41 and the second core 42. On the one hand, it heats the passenger compartment; on the other hand, by adjusting the heat exchange path, the refrigerant can release heat in the first heat exchanger 12 and absorb heat in the third heat exchanger 14, so that when the coolant flows through the first heat exchanger 12 and the second core 42, it releases heat to the passenger compartment through the second core 42 to achieve heating of the passenger compartment, and the coolant flowing through the third heat exchanger 14 and the first core 41 absorbs heat in the passenger compartment through the first core 41 to achieve cooling of the passenger compartment and achieve dehumidification of the passenger compartment.

[0038] In addition, the thermal management system may also include a second three-way valve 56, wherein the first port of the second three-way valve 56 is connected to the cold side inlet of the first heat exchanger 12 and the first port of the fourth four-way valve 54 respectively, the second port of the second three-way valve 56 is connected to the second port of the fourth four-way valve 54, and the third port of the second three-way valve 56 is connected to the first port of the first core 41.

[0039] Optionally, the thermal management system also includes a fourth heat exchanger 80, a first bypass branch 81, a first make-up gas branch 82, and a third expansion valve 83. The first inlet of the fourth heat exchanger 80 is connected to the hot-side outlet of the first heat exchanger 12, and the first outlet of the fourth heat exchanger 80 is connected to the first port of the second heat exchanger 13 and the cold-side inlet of the third heat exchanger 14. The first end of the first bypass branch 81 is connected to the hot-side outlet of the first heat exchanger 12, and the second end of the first bypass branch 81 is connected to the second inlet of the fourth heat exchanger 80. The third expansion valve 83 is located in the first bypass branch 81. The first end of the first make-up gas branch 82 is connected to the second outlet of the fourth heat exchanger 80, and the second end of the first make-up gas branch 82 is connected to the make-up gas port of the compressor 11. When the ambient temperature is high or low, the high-temperature and high-pressure refrigerant discharged from the compressor 11 first enters the first heat exchanger 12 for preliminary condensation. Subsequently, the refrigerant leaving the hot-side outlet of the first heat exchanger 12 is divided into two streams. The first stream flows through the third expansion valve 83, where its pressure and temperature drop sharply, forming a low-temperature two-phase flow, and then enters the second inlet of the fourth heat exchanger 80. The second stream directly enters the first inlet of the fourth heat exchanger 80, where it exchanges heat with the first stream inside the fourth heat exchanger 80. The first stream absorbs heat from the second stream, further cooling and subcooling it. Simultaneously, the first stream's own temperature rises and it may completely vaporize. After heat exchange in the fourth heat exchanger 80, the first stream of refrigerant is injected into the compressor 11's gas supply port through the first gas supply branch 82. The second stream of refrigerant, after being throttled and depressurized by the second expansion valve 16, enters the third heat exchanger 14 to absorb heat, or passes through the first expansion valve 15 and then absorbs heat in the second heat exchanger 13.

[0040] In the above process, by introducing the fourth heat exchanger 80, the first bypass branch 81, and the first air replenishment branch 82, the thermal management system is provided with significant performance improvement and protection for operation at high ambient temperatures. Specifically, firstly, the system can effectively reduce the refrigerant specific enthalpy entering the second heat exchanger 13 and the third heat exchanger 14. This allows the second heat exchanger 13 and the third heat exchanger 14 to absorb more heat under the same refrigerant flow rate, directly increasing the overall cooling capacity of the vehicle and ensuring that the passenger compartment and power battery can be adequately cooled in hot weather, significantly improving the user experience.

[0041] Similarly, the above solution can also increase heat absorption in low-temperature heating mode, increase the refrigerant flow of the first heat exchanger 12, and achieve the purpose of increasing heating capacity.

[0042] Secondly, by injecting the refrigerant preheated by the fourth heat exchanger 80 into the compressor 11, the operating temperature of the compressor 11 is effectively controlled, and the suction temperature and final discharge temperature of the compressor 11 are reduced. This prevents or avoids the compressor 11 from becoming less efficient or even damaged due to excessively high discharge temperature in high-temperature environments, thereby extending the service life of the compressor 11 and improving its operational reliability under harsh conditions.

[0043] In related technologies, during startup of a thermal management system, especially in low-temperature environments, the compressor 11 requires a relatively long time to establish an effective working pressure differential. Based on this, in one embodiment provided in this disclosure, the thermal management system may further include a second bypass branch 90 and a bypass valve 91. The first end of the second bypass branch 90 is connected to the inlet of the compressor 11, and the second end of the second bypass branch 90 is connected to the outlet of the compressor 11. The bypass valve 91 is located in the second bypass branch 90. Thus, before or at the initial startup of the compressor 11, the system can first open the second bypass branch 90 and the bypass valve 91, allowing a portion of the high-pressure, high-temperature refrigerant at the compressor 11 outlet to directly return to the compressor 11 inlet. This allows the refrigerant to circulate in the circuit, rapidly changing the pressure and temperature within the system, enabling the refrigerant circuit 10 to quickly enter a working state. Especially in low-temperature environments, this significantly shortens the waiting time from vehicle startup to the air conditioning system providing heating or cooling, thereby providing users with a more immediate and convenient driving experience.

[0044] In one embodiment provided in this disclosure, the type of refrigerant mentioned above is not limited. For example, the refrigerant can be R290 (propane). R290 has poor cooling performance at high temperatures. Therefore, in the above solution, by introducing a fourth heat exchanger 80, a first bypass branch 81, and a first gas supply branch 82, a significant performance improvement and protection are provided for the thermal management system using R290 refrigerant to operate at high ambient temperatures. In addition, R290 refrigerant has the problem of not being able to start at extremely low temperatures. By introducing a second bypass branch 90 and a bypass valve 91, a portion of the high-pressure, high-temperature refrigerant at the outlet side of the compressor 11 is directly returned to the inlet side of the compressor 11. This allows the refrigerant to circulate in the circuit, quickly driving changes in the pressure and temperature state within the system, enabling the refrigerant circuit 10 to enter a working state as soon as possible, thereby shortening the waiting time from vehicle startup to the air conditioning system starting to provide cooling or heating.

[0045] Optionally, the thermal management system may further include a first switching valve 92 and a first connecting branch 93. The first end of the first connecting branch 93 is connected to the outlet of the compressor 11, and the second end of the first connecting branch 93 is connected to the second port of the second heat exchanger 13. The first switching valve 92 is located in the first connecting branch 93 and is used to control the on / off state of the first connecting branch 93. In this thermal management system, when the battery pack needs heating, the first switching valve 92 opens, and the high-temperature, high-pressure refrigerant discharged from the compressor 11 directly enters the second heat exchanger 13 through the first connecting branch 93. At this time, the second heat exchanger 13 switches from cooling mode to heating mode, and the refrigerant releases high temperature inside the second heat exchanger 13. Simultaneously, the coolant in the first coolant circuit 20 connected to the battery pack flows through the second heat exchanger 13, fully exchanging heat with the refrigerant, absorbing heat and rising in temperature. It then carries the heat and circulates into the battery pack, thereby efficiently transferring heat to the battery and completing the heating process to improve the battery pack's response speed and charge / discharge performance under low-temperature conditions.

[0046] Optionally, the thermal management system further includes a second connecting branch 94, a second switching valve 95, and a third switching valve 96. The first end of the second connecting branch 94 is connected to the first port of the first expansion valve 15, and the second end of the second connecting branch 94 is connected to the outlet of the second expansion valve 16. The second switching valve 95 is disposed between the first expansion valve 15 and the second expansion valve 16. The third switching valve 96 is disposed in the second connecting branch 94 and is used to control the on / off state of the second connecting branch 94. When the second heat exchanger 13 is used as an evaporator, the refrigerant flowing from the compressor 11 releases heat through the first heat exchanger 12 and is then divided into two paths. The first path passes through the first switching valve 95 and the first expansion valve 15 to enter the second heat exchanger 13 to absorb heat, and the second path passes through the second expansion valve 16 to enter the third heat exchanger 14 to absorb heat. When the second heat exchanger 13 is used as a condenser, the refrigerant flowing from the compressor 11 directly enters the second heat exchanger 13 to release heat. After releasing heat, the refrigerant passes through the first expansion valve 15 for throttling and pressure reduction, and then enters the third heat exchanger 14 through the second connecting branch 94 to absorb heat.

[0047] In the above process, the cooperation of the second connecting branch 94, the second switching valve 95 and the third switching valve 96 makes it easier to control the refrigerant flow direction. The refrigerant can choose different flow paths under different working conditions, reduce unnecessary heat exchange paths, reduce interference during loop switching, thereby improving heat exchange efficiency. It also allows the thermal management system to reach the target temperature faster under different working conditions and reduce energy waste.

[0048] The aforementioned thermal management system further includes a third connecting branch 120 and a fourth switching valve 121. The first end of the third connecting branch 120 is connected to the second port of the second heat exchanger 13, and the second end of the third connecting branch 120 is connected to the inlet of the compressor 11. The fourth switching valve 121 is located on the third connecting branch 120 and is used to control the on / off state of the third connecting branch 120. The fourth switching valve 121 on the third connecting branch 120 allows the refrigerant, after absorbing heat in the second heat exchanger 13, to flow back to the compressor 11 via the second port and the third connecting branch 120. It also prevents the refrigerant flowing from the outlet of the compressor 11 from directly flowing back to the compressor 11 via the third connecting branch 120 when the second heat exchanger 13 is in the mode of heating the first coolant circuit 20.

[0049] In addition, a water tank 98 for replenishing coolant and a water pump 99 for driving the coolant to circulate in the first coolant circuit 20 and the second coolant circuit 30 are respectively provided on the first coolant circuit 20 and the second coolant circuit 30; for the refrigerant circuit 10, a liquid storage tank 100 is provided on the refrigerant circuit 10 to replenish the refrigerant circuit 10.

[0050] A gas-liquid separator 110 is also provided at the inlet of the compressor 11 to prevent liquid from entering the compressor 11, thereby protecting the compressor 11, ensuring its safe, efficient and stable operation, and protecting downstream equipment.

[0051] A second aspect of this disclosure provides a vehicle including the thermal management system described above. The vehicle provided by this disclosure has all the beneficial effects of the aforementioned thermal management system, which will not be described further in this disclosure.

[0052] Furthermore, this disclosure does not limit the type of vehicle; it can be any vehicle suitable for using the thermal management system. For example, the vehicle can be a sedan, truck, van, etc., or it can be a pure electric vehicle, a gasoline vehicle, a hybrid vehicle (range-extended electric vehicle), etc.

[0053] It should be noted that the above-mentioned vehicles are suitable for intelligent driving.

[0054] The following description, in conjunction with the accompanying drawings, illustrates the achievable working modes of the thermal management system provided in this disclosure.

[0055] Mode 1 (Crew Cabin Cooling Mode): When it is necessary to turn on the air conditioning to cool the passenger cabin, such as Figure 2 As shown: On the refrigerant side, the first switching valve 92, the fourth switching valve 121, the second switching valve 95, the third switching valve 96, the third expansion valve 83, and the bypass valve 91 are all closed, while the second expansion valve 16 is open, so that the compressor 11, the first heat exchanger 12, the liquid receiver 100, the fourth heat exchanger 80, the second expansion valve 16, the third heat exchanger 14, and the gas-liquid separator 110 form a refrigerant circulation loop.

[0056] On the coolant side, the first and third ports of the first three-way valve 55 are connected; the second and third ports of the second three-way valve 56 are connected; the first and third ports, and the second and fourth ports of the fourth four-way valve 54 are connected; the first and third ports, and the second and fourth ports of the first four-way valve 51 are connected; the first and fourth ports, and the second and fourth ports of the second four-way valve 52 are connected; and the first and third ports, and the second and fourth ports of the third four-way valve 53 are connected. This allows the third heat exchanger 14, water pump 99, first core 41, and second core 42 to form a first coolant circulation loop, and the first heat exchanger 12, water pump 99, waste heat heat exchanger 60, and external heat exchanger 70 to form a second coolant circulation loop.

[0057] When the compressor 11 and water pump 99 are working, the first core 41 and the second core 42 work together to cool the crew cabin.

[0058] Mode 2 (Battery Cooling Mode): When it is necessary to turn on the air conditioner to cool the battery, such as Figure 3 As shown: On the refrigerant side: the first switch valve 92 and the third switch valve 96 are closed, the fourth switch valve 121 and the second switch valve 95 are open, the second expansion valve 16, the third expansion valve 83 and the bypass valve 91 are closed, the first expansion valve 15 is open, and the compressor 11, the first heat exchanger 12, the liquid receiver 100, the fourth heat exchanger 80, the second heat exchanger 13 and the gas-liquid separator 110 form a refrigerant circulation loop.

[0059] On the coolant side: the first and third ports of the fourth four-way valve 54 are connected, and the second and fourth ports are connected; the second and third ports of the second four-way valve 52 are connected, and the first and fourth ports are connected; the first and third ports of the third four-way valve 53 are connected, and the second and fourth ports are connected.

[0060] Water pump 99, battery pack heat exchanger 21, and second heat exchanger 13 form the first coolant circulation loop.

[0061] Water pump 99, waste heat exchanger 60, external heat exchanger 70, and first heat exchanger 12 form a second coolant circulation loop.

[0062] When the compressor 11 and water pump 99 are working, the battery pack heat exchanger 21 cools the battery.

[0063] Mode 3 (Simultaneous cooling of crew cabin and battery): When it is necessary to turn on the air conditioning to cool both the passenger compartment and the battery simultaneously, such as Figure 4 As shown: On the refrigerant side: the first switching valve 92 and the third switching valve 96 are closed; the fourth switching valve 121 and the second switching valve 95 are open; the first expansion valve 15 and the second expansion valve 16 are open; and the third expansion valve 83 and the bypass valve 91 are closed. The compressor 11 outlet is connected to the first heat exchanger 12 and the liquid receiver 100. The liquid receiver 100 outlet is divided into two branches. The first branch connects to the second heat exchanger 13 via the second switching valve 95 and the first expansion valve 15, and then to the fourth switching valve 121. The second branch connects to the second expansion valve 16 and the third heat exchanger 14. The outlet of the fourth switching valve 121 and the outlet of the third heat exchanger 14 are combined and connected to the gas-liquid separator 110 and the compressor 11, forming a refrigerant circulation loop.

[0064] On the coolant side: the first and third ports of the first three-way valve 55 are connected; the second and third ports of the second three-way valve 56 are connected; the first and third ports, the second and fourth ports of the fourth four-way valve 54 are connected; the first and third ports, the second and fourth ports of the first four-way valve 51 are connected; the first and fourth ports of the second four-way valve 52 are connected; the first and third ports, the second and third ports of the second four-way valve 52 are connected; and the first and third ports, the second and fourth ports of the third four-way valve 53 are connected.

[0065] The third heat exchanger 14, water pump 99, first core 41, and second core 42 form the first coolant circulation loop. The first heat exchanger 12, water pump 99, waste heat heat exchanger 60, and external heat exchanger 70 form the second coolant circulation loop. The water pump 99, battery pack heat exchanger 21, and second heat exchanger 13 form the third coolant circulation loop.

[0066] When the compressor 11 and water pump 99 are started, the battery pack heat exchanger 21 cools the battery, and the first core 41 and the second core 42 cool the crew compartment.

[0067] Furthermore, the heat exchange of the second heat exchangers 13 and 14 is distributed by adjusting the opening of the first expansion valve 15 and the second expansion valve 16, thereby regulating the battery temperature and the passenger compartment air temperature through the battery pack heat exchanger 21, the first core 41, and the second core 42.

[0068] Mode 4 (Simultaneous cooling of the crew cabin and battery to increase enthalpy): In high ambient temperatures, when the air conditioning needs to be turned on to cool the passenger compartment and the battery simultaneously, the gas replenishment and enthalpy enhancement mode is activated to increase the system's cooling capacity.

[0069] like Figure 5 As shown, based on the above-mentioned Mode 3, the third expansion valve 83 for increasing enthalpy is opened, causing the refrigerant after passing through the liquid storage tank 100 to split into two paths. The first path directly enters the fourth heat exchanger 80, and the second path enters the fourth heat exchanger 80 after passing through the third expansion valve 83. The two paths of refrigerant exchange heat in the fourth heat exchanger 80. Afterward, the first path of refrigerant enters the gas injection port of the compressor 11, while the second path, consistent with Mode 3, flows through the second heat exchangers 13 and 4 respectively for cooling. The coolant side flow path is also consistent with Mode 3.

[0070] Mode 5 (Crew Cabin Heating Mode): When it is necessary to turn on the heat pump to heat the passenger compartment, such as Figure 6 As shown: On the refrigerant side: the first switching valve 92, the fourth switching valve 121, the second switching valve 95, and the third switching valve 96 are all closed, the second expansion valve 16 is open, and the third expansion valve 83 and the bypass valve 91 are closed, so that the compressor 11, the first heat exchanger 12, the liquid receiver 100, the fourth heat exchanger 80, the second expansion valve 16, the third heat exchanger 14, and the gas-liquid separator 110 form a closed loop.

[0071] On the coolant side: the first and third ports of the first three-way valve 55 are connected; the first and third ports of the second three-way valve 56 are connected; the first and second ports, the third and fourth ports of the fourth four-way valve 54 are connected; the first and third ports, the second and fourth ports of the first four-way valve 51 are connected; the first and second ports, the third and fourth ports of the second four-way valve 52 are connected; and the first and third ports, the second and fourth ports of the third four-way valve 53 are connected.

[0072] The third heat exchanger 14, water pump 99, external heat exchanger 70, and waste heat heat exchanger 60 form the first coolant circulation loop. The first heat exchanger 12, water pump 99, second core 42, and first core 41 form the second coolant circulation loop.

[0073] When the compressor 11 and water pump 99 are started, the first core 41 and the second core 42 heat the crew compartment.

[0074] Mode 6 (Battery Heating Mode): When it is necessary to turn on the heat pump to heat the battery, such as Figure 7 As shown: On the refrigerant side: the fourth switching valve 121 and the second switching valve 95 are closed; the first switching valve 92 and the third switching valve 96 are open; the first expansion valve 15 is open; and the second expansion valve 16, the third expansion valve 83, and the bypass valve 91 are closed. The compressor 11, the first switching valve 92, the second heat exchanger 13, the first expansion valve 15, the third switching valve 96, the third heat exchanger 14, and the gas-liquid separator 110 form a refrigerant circulation loop.

[0075] On the coolant side: the first and third ports of the first three-way valve 55 are connected; the third and fourth ports of the fourth four-way valve 54 are connected; the third and fourth ports of the second four-way valve 52 are connected; and the first and third ports, and the second and fourth ports of the third four-way valve 53 are connected. The third heat exchanger 14, water pump 99, external heat exchanger 70, and waste heat exchanger 60 form the first coolant circuit 20. The second heat exchanger 13, water pump 99, and battery pack heat exchanger 21 form the second coolant circuit 30.

[0076] When the compressor 11 and water pump 99 start, the battery pack heat exchanger 21 heats the battery.

[0077] Mode 7 (Simultaneous heating of passenger compartment and battery): When it is necessary to turn on the heat pump to heat both the crew compartment and the battery simultaneously, such as Figure 8 As shown: On the refrigerant side: the fourth switching valve 121 and the second switching valve 95 are closed; the first switching valve 92 and the third switching valve 96 are open; the first expansion valve 15 and the second expansion valve 16 are open; and the third expansion valve 83 and the bypass valve 91 are closed. The compressor 11 outlet is divided into two branches. The first branch connects to the first switching valve 92, the second heat exchanger 13, the first expansion valve 15, and the third switching valve 96. The second branch connects to the first heat exchanger 12, the liquid receiver 100, the fourth heat exchanger 80, and the second expansion valve 16. The outlets of the third switching valve 96 and the second expansion valve 16 merge and connect to the third heat exchanger 14, the gas-liquid separator 110, and the compressor 11 to form a refrigerant circulation loop.

[0078] On the coolant side: the first and third ports of the first three-way valve 55 are connected; the first and third ports of the second three-way valve 56 are connected; the first and second ports, and the third and fourth ports of the fourth four-way valve 54 are connected; the first and third ports, and the second and fourth ports of the first four-way valve 51 are connected; the first and second ports, and the third and fourth ports of the second four-way valve 52 are connected; and the first and third ports, and the second and fourth ports of the third four-way valve 53 are connected. The third heat exchanger 14, water pump 99, external heat exchanger 70, and waste heat exchanger 60 form the first coolant circulation loop. The first heat exchanger 12, water pump 99, second core 42, and first core 41 form the second coolant circulation loop.

[0079] When the compressor 11 and water pump 99 are started, the first core 41 and the second core 42 heat the crew compartment, and the battery pack heat exchanger 21 heats the battery.

[0080] Furthermore, the heat exchange of the first heat exchanger 12 and the second heat exchanger 13 is distributed by adjusting the opening of the first expansion valve 15 and the second expansion valve 16, thereby regulating the battery temperature and the passenger compartment air temperature through the battery pack heat exchanger 21, the first core 41, and the second core 42.

[0081] Mode 8 (Simultaneous heating and gas replenishment for crew compartment and battery, suitable for low-temperature conditions): When it is necessary to activate the gas injection and enthalpy increase function to improve the system's heating performance at low temperatures, such as Figure 9 As shown: Based on Mode 7, the third expansion valve 83 for increasing enthalpy is additionally opened, causing the refrigerant after passing through the liquid receiver 100 to split into two paths. The first path directly enters the fourth heat exchanger 80, and the second path enters the fourth heat exchanger 80 after passing through the third expansion valve 83. The two paths of refrigerant exchange heat in the fourth heat exchanger 80. Afterward, the first path of refrigerant enters the compressor 11's gas injection port, while the second path follows the same procedure as in Mode 7, flowing through the second heat exchangers 13 and 4 respectively for cooling. The coolant side flow path is also the same as in Mode 7.

[0082] Mode 9 (Simultaneous heating and enthalpy-increasing mode for crew compartment and battery, suitable for rapid start-up under extremely low temperature conditions): At extremely low temperatures, to ensure the compressor 11 inlet is in the gas phase and improve system availability, a hot gas bypass needs to be opened, such as... Figure 10 As shown: At this time, the bypass expansion valve 91 is opened. After passing through the compressor 11, the refrigerant is divided into two branches. The first branch passes directly through the bypass expansion valve 91, and the second branch is the same as in mode 8. The first branch and the second branch merge and enter the gas-liquid separator 110 and return to the compressor 11. Under this strategy, the system needs to be adjusted to achieve the optimal heating state by controlling the opening of the first expansion valve 15, the second expansion valve 16, the third expansion valve 83, and the bypass valve 91.

[0083] Mode 10 (Crew Cabin Heating and Battery Cooling Mode): When it is necessary to heat the crew cabin while simultaneously cooling the battery, such as Figure 11 As shown: Refrigerant side: First switch valve 92 and third switch valve 96 are closed, fourth switch valve 121 and second switch valve 95 are open, first expansion valve 15 is open, second expansion valve 16, third expansion valve 83 and bypass valve 91 are closed.

[0084] The compressor 11, the first heat exchanger 12, the liquid receiver 100, the fourth heat exchanger 80, the second heat exchanger 13, and the gas-liquid separator 110 form a refrigerant circulation loop.

[0085] On the coolant side: the first and third ports of the second three-way valve 56 are connected; the first and third ports, the second and fourth ports of the first four-way valve 51 are connected; and the first and second ports, the third and fourth ports of the second four-way valve 52 are connected. The water pump 99, the second core 42, the first core 41, and the first heat exchanger 12 form the first coolant circuit 20.

[0086] When the compressor 11 and water pump 99 are started, the first core 41 and the second core 42 heat the crew compartment, and the battery pack heat exchanger 21 cools the battery.

[0087] Mode 11 (Crew compartment heating and battery cooling mode, applicable when battery heat is insufficient to heat the crew compartment): When absorbing battery heat alone is insufficient to heat the crew cabin, such as Figure 12 As shown: The second expansion valve 16 can be opened. At this time, on the refrigerant side, the outlet of the liquid storage tank 100 is divided into two branches. The first branch is connected to the second switch valve 95, the first expansion valve 15, the second heat exchanger 13, and the fourth switch valve 121. The second branch is connected to the second expansion valve 16 and the third heat exchanger 14. The outlet of the fourth switch valve 121 and the outlet of the third heat exchanger 14 merge and are then connected to the gas-liquid separator 110.

[0088] Meanwhile, the first and third ports of the first three-way valve 55 are connected, the first and second ports of the fourth four-way valve 54 are connected, and the third and fourth ports are connected, as are the first and third ports of the third four-way valve 53 and the second and fourth ports. The water pump 99, the external heat exchanger 70, the waste heat heat exchanger 60, and the third heat exchanger 14 form the second coolant circuit 30.

[0089] At this time, the additional water pump 99 can be turned on to absorb the heat from the air and the waste heat from the motor drive.

[0090] Mode 12 (Crew Cabin Dehumidification Mode): When it is necessary to turn on the air conditioning to dehumidify the passenger cabin, such as Figure 13 As shown: On the refrigerant side: the first switching valve 92, the fourth switching valve 121, the second switching valve 95, and the third switching valve 96 are all closed, the second expansion valve 16 is open, and the third expansion valve 83 and the bypass valve 91 are closed, so that the compressor 11, the first heat exchanger 12, the liquid receiver 100, the fourth heat exchanger 80, the second expansion valve 16, the third heat exchanger 14, and the gas-liquid separator 110 form a closed loop.

[0091] On the coolant side: the first and second ports of the first three-way valve 55 are connected; the second and third ports of the second three-way valve 56 are connected; the second and fourth ports of the fourth four-way valve 54 are connected; the first and fourth ports, the second and third ports of the first four-way valve 51 are connected; and the first and second ports of the second four-way valve 52 are connected. The first heat exchanger 12, water pump 99, and second core 42 form the first coolant circulation loop. The third heat exchanger 14, water pump 99, and first core 41 form the second coolant circulation loop.

[0092] When the compressor 11 and water pump 99 start, the first core 41 cools and dehumidifies the passenger compartment, and the second core 42 heats the dehumidified low-temperature air, working together to dehumidify the passenger compartment.

[0093] The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0094] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0095] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A thermal management system, characterized in that, include: A refrigerant circuit includes a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a first expansion valve, and a second expansion valve. The outlet of the compressor is connected to the hot-side inlet of the first heat exchanger. The hot-side outlet of the first heat exchanger is connected to the first port of the first expansion valve and the inlet of the second expansion valve, respectively. The second port of the first expansion valve is connected to the first port of the second heat exchanger. The outlet of the second expansion valve is connected to the cold-side inlet of the third heat exchanger. The second port of the second heat exchanger and the cold-side outlet of the third heat exchanger are connected to the inlet of the compressor, respectively. A first coolant circuit is connected to the third and fourth ports of the second heat exchanger, and a battery pack heat exchanger is connected to the first coolant circuit. A second coolant circuit is connected to the cold-side inlet and cold-side outlet of the first heat exchanger; and / or, the second coolant circuit is connected to the hot-side inlet and hot-side outlet of the third heat exchanger. A heat exchange core is installed on the second coolant circuit via a valve assembly.

2. The thermal management system according to claim 1, characterized in that, The heat exchange core includes a first core and a second core; The second port of the second core is connected to the cold-side outlet of the first heat exchanger, the first port of the second core is connected to the cold-side inlet of the first heat exchanger, the first port of the first core is connected to the hot-side outlet of the third heat exchanger, and the second port of the first core is connected to the hot-side inlet of the third heat exchanger; or... The first core and the second core are connected in series to the cold-side inlet and cold-side outlet of the first heat exchanger; or, The first core and the second core are connected in series to the hot-side inlet and hot-side outlet of the third heat exchanger.

3. The thermal management system according to claim 2, characterized in that, The valve assembly includes a first four-way valve, a first port of the first four-way valve connected to a second port of the first core, a second port of the first four-way valve connected to the cold-side inlet of the first heat exchanger, a third port of the first four-way valve connected to a first port of the second core, and a fourth port of the first four-way valve connected to the hot-side inlet of the third heat exchanger.

4. The thermal management system according to claim 3, characterized in that, The thermal management system further includes a waste heat exchanger and a second four-way valve. The first port of the second four-way valve is connected to the second port of the second core, the second port of the second four-way valve is connected to the cold side outlet of the first heat exchanger, the third port of the second four-way valve is connected to the inlet of the waste heat exchanger, and the fourth port of the second four-way valve is connected to the hot side inlet of the third heat exchanger.

5. The thermal management system according to claim 4, characterized in that, The thermal management system further includes an external heat exchanger, a third four-way valve, and a fourth four-way valve. The first port of the third four-way valve is connected to the cold-side inlet of the first heat exchanger, the second port of the third four-way valve is connected to the cold-side outlet of the first heat exchanger, the third port of the third four-way valve is connected to the inlet of the external heat exchanger, and the fourth port of the third four-way valve is connected to the hot-side inlet of the third heat exchanger. The first port of the fourth four-way valve is connected to the cold-side inlet of the first heat exchanger, the second port of the fourth four-way valve is connected to the first port of the first core, the third port of the fourth four-way valve is connected to the first port of the third four-way valve, and the fourth port of the fourth four-way valve is connected to the hot-side outlet of the third heat exchanger.

6. The thermal management system according to any one of claims 1-5, characterized in that, The thermal management system further includes a fourth heat exchanger, a first bypass branch, a first gas supply branch, and a third expansion valve. The first inlet of the fourth heat exchanger is connected to the hot-side outlet of the first heat exchanger. The first outlet of the fourth heat exchanger is connected to the first port of the second heat exchanger and the cold-side inlet of the third heat exchanger. The first end of the first bypass branch is connected to the hot-side outlet of the first heat exchanger, and the second end of the first bypass branch is connected to the second inlet of the fourth heat exchanger. The third expansion valve is disposed on the first bypass branch. The first end of the first gas supply branch is connected to the second outlet of the fourth heat exchanger, and the second end of the first gas supply branch is connected to the gas supply port of the compressor.

7. The thermal management system according to any one of claims 1-5, characterized in that, The thermal management system further includes a second bypass branch and a bypass valve. The first end of the second bypass branch is connected to the inlet of the compressor, the second end of the second bypass branch is connected to the outlet of the compressor, and the bypass valve is located in the second bypass branch.

8. The thermal management system according to any one of claims 1-5, characterized in that, The thermal management system further includes a first switching valve and a first connecting branch. The first end of the first connecting branch is connected to the outlet of the compressor, and the second end of the first connecting branch is connected to the second port of the second heat exchanger. The first switching valve is disposed in the first connecting branch and is used to control the on / off state of the first connecting branch.

9. The thermal management system according to claim 1, characterized in that, The thermal management system further includes a second connecting branch, a second switching valve, and a third switching valve. The first end of the second connecting branch is connected to the first port of the first expansion valve, and the second end of the second connecting branch is connected to the outlet of the second expansion valve. The second switching valve is disposed between the first expansion valve and the second expansion valve. The third switching valve is disposed in the second connecting branch and is used to control the on / off state of the second connecting branch.

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

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