Thermal management system of vehicle and vehicle

Abstract

The utility model discloses a vehicle thermal management system and a vehicle, the vehicle is provided with a storage box, the thermal management system comprises a compressor, a heat exchanger, a heat exchanger and a controller, the first end of the first heat exchanger is connected with the exhaust port; the second heat exchanger is used for adjusting the temperature in the storage box, the first end of the second heat exchanger is connected with the second end of the first heat exchanger through a first throttling element, and the second end of the second heat exchanger is connected with the air inlet; the third heat exchanger is used for adjusting the temperature in the vehicle cabin and connected with the second heat exchanger in parallel, and one end of the third heat exchanger is connected with the air inlet through a first adjusting piece with adjustable flow. According to the heat management system provided by the utility model, the second heat exchanger for adjusting the temperature of the storage box and the third heat exchanger for adjusting the temperature of the cabin share the compressor, so that the cost is reduced; and through the first adjusting piece arranged at the outlet end of the third heat exchanger, the frosting risk of the third heat exchanger is reduced.

Description

Technical Field

[0001] The utility model relates to the field of vehicles, in particular to a thermal management system of a vehicle and the vehicle. Background Art

[0002] To ensure the comfort of the passenger compartment during driving and charging, the safety of electrical equipment such as battery packs and motor and electronic control systems, and to ensure operation within a reasonable efficiency range, it is necessary to comprehensively manage the cold and heat sources in the passenger compartment, external environment, battery packs, motor and electronic control systems, and refrigeration systems at the vehicle level. The vehicle's thermal management system has been widely researched and applied.

[0003] In the related art, a vehicle is provided with an onboard refrigerator, and the onboard refrigerator is provided with an independent refrigeration system, which is relatively costly. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a thermal management system for a vehicle, in which a second heat exchanger for adjusting the temperature of a storage box and a third heat exchanger for adjusting the temperature of a vehicle cabin share a compressor, thereby reducing costs and improving the cooling speed of the storage box; by providing a first regulating member at the outlet end of the third heat exchanger, the risk of frost on the third heat exchanger is reduced, thereby improving the reliability of cabin cooling.

[0005] The utility model also provides a vehicle comprising the thermal management system.

[0006] According to the thermal management system of a vehicle in an embodiment of the utility model, the vehicle has a storage box, and the thermal management system includes: a compressor, the compressor is provided with an exhaust port and an air inlet; a first heat exchanger, a first end of the first heat exchanger is connected to the exhaust port; a second heat exchanger, the second heat exchanger is used to adjust the temperature in the storage box, the first end of the second heat exchanger is connected to the second end of the first heat exchanger via a first throttling element, and the second end of the second heat exchanger is connected to the air inlet; a third heat exchanger for adjusting the temperature in the vehicle cabin, the third heat exchanger and the second heat exchanger are connected in parallel, and one end of the third heat exchanger is connected to the air inlet via a first flow-adjustable regulating member.

[0007] According to the thermal management system of the vehicle in the embodiment of the utility model, by using the second heat exchanger for adjusting the temperature of the storage box and the third heat exchanger for adjusting the temperature of the cabin to share a compressor, there is no need to set up an independent refrigeration system specifically for the storage box, thereby reducing costs; by providing a first regulating element with adjustable flow at the second end of the third heat exchanger, the pressure of the refrigerant discharged from the second heat exchanger is prevented from affecting the pressure of the second end of the third heat exchanger, thereby reducing the risk of frosting of the third heat exchanger and improving the reliability of cabin refrigeration.

[0008] In some embodiments, the thermal management system further includes an energy storage component, the second heat exchanger provides energy to the energy storage component, and the energy storage component is configured to store and release energy for adjusting the temperature in the storage box.

[0009] In some embodiments, the thermal management system further includes a fan for guiding air flow, and in the air flow direction, the second heat exchanger is located between the fan and the energy storage member.

[0010] In some embodiments, there are multiple fans, and the multiple fans operate independently.

[0011] In some embodiments, the thermal management system also includes: a fourth heat exchanger, the fourth heat exchanger is suitable for exchanging heat with a battery pack of the vehicle, the first end of the fourth heat exchanger is connected to the second end of the first heat exchanger, and the second end of the fourth heat exchanger is connected to the air inlet through a second flow-adjustable adjusting member.

[0012] In some embodiments, the thermal management system also includes a fifth heat exchanger, a first end of which is connected to the air inlet; the first end of the fourth heat exchanger is switchably connected to the second end of the first heat exchanger and the second end of the fifth heat exchanger through a second throttling element, the second regulating member is switchably connected to the air inlet and the exhaust port, and when the second throttling element is connected to the fifth heat exchanger, the second regulating member is connected to the exhaust port.

[0013] In some embodiments, the thermal management system also includes: a sixth heat exchanger for adjusting the temperature in the vehicle cabin, the first end of the sixth heat exchanger is connected to the exhaust port, and the second end of the sixth heat exchanger is connected to the second end of the fifth heat exchanger through a fourth throttling element.

[0014] In some embodiments, the thermal management system further includes a gas-liquid separator, a gas outlet of the gas-liquid separator is connected to the air inlet, and an inlet of the gas-liquid separator is connected to the first regulating member and the second heat exchanger.

[0015] In some embodiments, the thermal management system further includes a heating element, which is disposed on the gas-liquid separator to heat the gas-liquid separator.

[0016] The vehicle according to the embodiment of the utility model comprises: a vehicle body, wherein the vehicle body is provided with a storage box; a thermal management system, wherein the thermal management system is the thermal management system described in the above technical solution, and the second heat exchanger is used to adjust the temperature in the storage box.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a schematic diagram of a thermal management system for a vehicle according to an embodiment of the utility model;

[0020] Figure 2 is a schematic diagram of the flow of refrigerant in a thermal management system of some embodiments of the utility model under a first working condition;

[0021] Figure 3 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the utility model under the second working condition;

[0022] Figure 4 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the utility model under the third working condition;

[0023] Figure 5 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the utility model under the fourth working condition;

[0024] Figure 6 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the utility model under the fifth working condition;

[0025] Figure 7 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the utility model under the sixth working condition;

[0026] Figure 8 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the utility model under the seventh working condition;

[0027] Fig. 9 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the utility model under the eighth working condition;

[0028] Fig.10 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the utility model under the ninth working condition;

[0029] Fig.11 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the utility model under the tenth working condition;

[0030] Fig.12 is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the utility model under the eleventh working condition;

[0031] Fig.13is a schematic diagram of the flow of refrigerant in the thermal management system of some embodiments of the utility model under the twelfth working condition;

[0032] Fig.14 It is a structural schematic diagram of a vehicle according to an embodiment of the utility model.

[0033] Reference numerals:

[0034] 1000, vehicle; 100, thermal management system; 200, vehicle body;

[0035] 11. compressor; 111. first pressure sensor; 112. first temperature sensor;

[0036] 12. first heat exchanger; 121. first solenoid valve; 122. third one-way valve; 123. first fan;

[0037] 13. second heat exchanger; 131. first throttling element; 132. first temperature and pressure sensor; 133. fourth one-way valve;

[0038] 14. a third heat exchanger; 141. a third throttling element; 142. a first regulating member; 143. a second temperature and pressure sensor;

[0039] 15. fourth heat exchanger; 151. second throttling element; 152. second regulating member; 153. third temperature and pressure sensor; 154. second pressure sensor; 155. third solenoid valve; 156. first one-way valve; 157. fourth solenoid valve; 158. second one-way valve;

[0040] 16. fifth heat exchanger; 161. second solenoid valve; 162. third temperature sensor;

[0041] 17. sixth heat exchanger; 171. air duct heater; 172. fourth throttling element; 173. fifth solenoid valve;

[0042] 2. heat exchange module; 21. heat source flow channel; 22. radiator; 23. reversing assembly; 24. first pump body; 25. second temperature sensor; 26. water supply tank;

[0043] 3. Gas-liquid separator; 4. Heat-generating components. DETAILED DESCRIPTION

[0044] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0045] In the description of the present utility model, it is necessary to understand that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, "multiple" means two or more.

[0046] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0047] Reference below Figure 1-Figure 14 A thermal management system 100 of a vehicle 1000 according to an embodiment of the present invention is described.

[0048] Reference Figure 1 According to the thermal management system 100 of the vehicle 1000 of the embodiment of the utility model, the vehicle 1000 has a storage box, and the thermal management system 100 includes: a compressor 11, a first heat exchanger 12, and a second heat exchanger 13. The compressor 11 is provided with an exhaust port and an air inlet, the first end of the first heat exchanger 12 is connected to the exhaust port, the first end of the second heat exchanger 13 is connected to the second end of the first heat exchanger 12 through a first throttling element 131, the second end of the second heat exchanger 13 is connected to the air inlet, and the second heat exchanger 13 is used to adjust the temperature in the storage box.

[0049] In some application scenarios, when the second heat exchanger 13 is used to cool the storage box, the high-temperature and high-pressure refrigerant compressed by the compressor 11 flows from the exhaust port to the first heat exchanger 12. The first heat exchanger 12 absorbs the heat of the refrigerant to reduce the temperature of the refrigerant. The refrigerant after heat exchange with the first heat exchanger 12 is throttled by the first throttling element 131 and flows to the second heat exchanger 13. The refrigerant can absorb the heat of the second heat exchanger 13 to increase the temperature of the refrigerant, and then return to the compressor 11 to continue compression and circulation. In the process of the refrigerant circulation, the refrigerant releases heat in the first heat exchanger 12 and absorbs heat in the second heat exchanger 13, thereby achieving the effect of cooling the storage box.

[0050] The thermal management system 100 according to the embodiment of the present invention further includes: a third heat exchanger 14 for adjusting the temperature in the vehicle cabin. The third heat exchanger 14 and the second heat exchanger 13 are connected in parallel.

[0051] Because the third heat exchanger 14 and the second heat exchanger 13 are connected in parallel, the refrigerant can also enter the third heat exchanger 14 to absorb heat, thereby reducing the temperature in the vehicle cabin. In other words, the second heat exchanger 13 for adjusting the temperature of the storage box and the third heat exchanger 14 for adjusting the temperature of the vehicle cabin share a compressor 11, and the user can choose to use the second heat exchanger 13 to cool the storage box, or use the third heat exchanger 14 to cool the vehicle cabin, or use the second heat exchanger 13 and the third heat exchanger 14 at the same time to cool the storage box and the vehicle cabin at the same time.

[0052] In the above technical solution, the second heat exchanger 13 for adjusting the temperature of the storage box and the third heat exchanger 14 for adjusting the temperature of the cabin share a compressor 11, so there is no need to set up an independent refrigeration system specifically for the storage box, which reduces the cost.

[0053] Specifically, the first end of the third heat exchanger 14 is connected to the second end of the first heat exchanger 12 through the third throttling element 141, and the second end of the second heat exchanger 13 is connected to the air inlet.

[0054] In some application scenarios, when the third heat exchanger 14 is used to cool the cabin, the high-temperature and high-pressure refrigerant compressed by the compressor 11 flows from the exhaust port to the first heat exchanger 12, and the first heat exchanger 12 absorbs the heat of the refrigerant to reduce the temperature of the refrigerant. The refrigerant after heat exchange with the first heat exchanger 12 is throttled by the third throttling element 141 and flows to the third heat exchanger 14. The refrigerant can absorb the heat of the third heat exchanger 14 to increase the temperature of the refrigerant, and then return to the compressor 11 to continue compression and circulation. In the process of the refrigerant circulation, the refrigerant releases heat in the first heat exchanger 12 and absorbs heat in the third heat exchanger 14, thereby achieving the effect of cabin cooling.

[0055] In the above technical scheme, the third throttling element 141 is arranged in parallel with the first throttling element 131, and the third throttling element 141 and the first throttling element 131 respectively control the flow rate and phase state of the refrigerant in the flow path where the third heat exchanger 14 and the first heat exchanger 12 are located, so as to control the heat exchange state and heat exchange efficiency of the third heat exchanger 14 and the first heat exchanger 12 as needed, thereby accurately controlling the heat exchange state and heat exchange efficiency of the cabin and storage box of the vehicle 1000.

[0056] In some application scenarios, it is necessary to use the second heat exchanger 13 and the third heat exchanger 14 simultaneously to cool the storage box and the vehicle cabin at the same time.

[0057] Because the second heat exchanger 13 is used to adjust the temperature of the storage box, the outlet end of the second heat exchanger 13 (i.e., the second end of the second heat exchanger 13) has a lower pressure, and the third heat exchanger 14 is used to adjust the cabin temperature. The outlet end of the third heat exchanger 14 (i.e., the second end of the third heat exchanger 14) has a pressure greater than the outlet end of the second heat exchanger 13, but the third heat exchanger 14 is arranged in parallel with the second heat exchanger 13. With the use of the thermal management system 100, the outlet end of the third heat exchanger 14 will be affected by the outlet end of the second heat exchanger 13 and gradually decrease, which will cause the third heat exchanger 14 to be prone to frost, affecting the use of the third heat exchanger 14.

[0058] For example, in some specific application scenarios, the second heat exchanger 13 and the third heat exchanger 14 are cooling at the same time, the outlet pressure of the second heat exchanger 13 is 0.1 MPa, and the outlet pressure of the third heat exchanger 14 needs to be 0.3 MPa when it is in normal use. The outlet pressure of the third heat exchanger 14 will be gradually reduced to 0.1 MPa due to the low pressure at the outlet of the second heat exchanger 13, which will cause the third heat exchanger 14 to be easily frosted.

[0059] In order to improve the above technical problems, the thermal management system 100 of the embodiment of the utility model also includes: a first flow-adjustable adjusting component 142, the first end of the third heat exchanger 14 is connected to the second end of the first heat exchanger 12 through the third throttling element 141, and the second end of the third heat exchanger 14 is connected to the air inlet of the compressor 11 through the first flow-adjustable adjusting component 142.

[0060] In the embodiment of the utility model, when the second heat exchanger 13 and the third heat exchanger 14 are cooling at the same time, a part of the refrigerant discharged from the first heat exchanger 12 flows to the first throttling element 131, and the other part flows to the third throttling element 141. The refrigerant throttled by the first throttling element 131 flows to the second heat exchanger 13, and the refrigerant throttled by the third throttling element 141 flows to the third heat exchanger 14, and then flows to the first regulating member 142. The refrigerant discharged from the first regulating member 142 merges with the refrigerant discharged from the second heat exchanger 13 and flows to the compressor 11 together.

[0061] By providing a first regulating member 142 with adjustable flow at the second end of the third heat exchanger 14, the pressure between the first regulating member 142 and the second end of the third heat exchanger 14 can be maintained within a desired range, thereby avoiding the influence of the pressure of the refrigerant discharged from the second heat exchanger 13 on the pressure of the second end of the third heat exchanger 14, reducing the risk of frosting of the third heat exchanger 14, and improving the reliability of cabin cooling.

[0062] It should be noted that the first regulating member 142 may be configured as a variable-diameter throttle valve, so that the opening degree thereof can be adjusted by adjusting the diameter of the first regulating member 142, thereby adjusting the flow of the refrigerant. The first regulating member 142 may also be configured as a two-way electronic expansion valve.

[0063] According to the thermal management system 100 of the vehicle 1000 of the embodiment of the utility model, by using the second heat exchanger 13 for adjusting the temperature of the storage box and the third heat exchanger 14 for adjusting the temperature of the cabin to share a compressor 11, there is no need to set up an independent refrigeration system specifically for the storage box, thereby reducing costs; by providing a first regulating member 142 with adjustable flow at the second end of the third heat exchanger 14, the pressure of the refrigerant discharged from the second heat exchanger 13 is avoided from affecting the pressure of the second end of the third heat exchanger 14, thereby reducing the risk of frosting of the third heat exchanger 14 and improving the reliability of cabin refrigeration.

[0064] In some embodiments, a first temperature and pressure sensor 132 is disposed between the second end of the second heat exchanger 13 and the air inlet. The first temperature and pressure sensor 132 is disposed at a position close to the second end of the second heat exchanger 13 to detect the temperature and pressure of the refrigerant at the second end of the second heat exchanger 13 and transmit the temperature and pressure signals to the thermal management system 100, thereby improving the reliability of the use of the thermal management system 100.

[0065] In some embodiments, a second temperature and pressure sensor 143 is arranged between the second end of the third heat exchanger 14 and the first adjusting member 142. The second temperature and pressure sensor 143 is arranged at a position close to the second end of the third heat exchanger 14 to facilitate detecting the temperature and pressure of the refrigerant at the second end of the third heat exchanger 14 and transmitting the temperature and pressure signals to the thermal management system 100, thereby improving the reliability of the use of the thermal management system 100.

[0066] In some embodiments, when the second heat exchanger 13 and the third heat exchanger 14 are cooling at the same time, the pressure at the outlet end of the second heat exchanger 13 is different from the pressure at the outlet end of the fourth heat exchanger 15. In order to avoid the backflow of refrigerant in the second heat exchanger 13, a fourth one-way valve 133 is also provided at the second end of the second heat exchanger 13. The fourth one-way valve 133 can limit the flow direction of the refrigerant so that the refrigerant flows from the fourth heat exchanger 15 to the air inlet, thereby preventing the refrigerant from flowing back and ensuring the flow efficiency of the refrigerant, thereby ensuring the cooling efficiency of the thermal management system 100.

[0067] In some embodiments, the thermal management system 100 further includes an energy storage component, the second heat exchanger 13 provides energy to the energy storage component, and the energy storage component is configured to store and release energy for adjusting the temperature in the storage box.

[0068] When the storage box needs to be cooled, the thermal management system 100 works, and the second heat exchanger 13 provides cold energy for the storage box. At the same time, the second heat exchanger 13 also provides cold energy for the energy storage component. After the second heat exchanger 13 stops cooling, the energy storage component gradually releases the cold energy absorbed before, so that the storage box can continue to maintain a low temperature state, thereby improving the thermal insulation capacity of the storage box, reducing the frequency of the thermal management system 100 starting to cool the storage box, reducing the noise when the vehicle 1000 is in use, and reducing the energy loss of the vehicle 1000.

[0069] In some specific embodiments, the energy storage component is a solid-liquid phase change material component. When the storage box is refrigerated, the energy storage component absorbs cold energy from the second heat exchanger 13. After the temperature of the energy storage component drops to the phase change temperature point threshold T1, the second heat exchanger 13 is no longer needed for refrigeration. At this time, the compressor 11 can be turned off to release cold energy to the interior of the storage box through the energy storage component. After a period of time, the temperature of the phase change material rises to the phase change temperature point threshold T2, and the energy storage component cannot release cold energy. At this time, the compressor 11 needs to be restarted and the second heat exchanger 13 needs to be refrigerated again to reduce the temperature of the energy storage component to the phase change temperature point threshold T1, and then repeat the above process.

[0070] In the above technical solution, the energy storage component is a solid-liquid phase change material component with high latent heat and large cold storage density, so that the energy storage component can store more cold energy through phase change, effectively improving the thermal insulation effect of the storage box. After the storage box is quickly cooled, there is no need to start the compressor 11 for a long time to maintain the temperature of the storage box, thereby reducing the energy consumption of the whole vehicle and reducing the noise of the whole vehicle.

[0071] In some specific embodiments, the energy storage component is an inorganic phase change material component. In some other specific embodiments, the energy storage component may also be an organic phase change material component, which is not limited in the present application.

[0072] In some embodiments, the energy storage component and the second heat exchanger 13 are both arranged in the storage box, so that the energy storage component and the second heat exchanger 13 can directly release cold energy to the inside of the storage box, with fast cooling speed and low cold energy loss.

[0073] In some embodiments, a fan for guiding air flow is further provided in the storage box, and in the air flow direction, the second heat exchanger 13 is located between the fan and the energy storage component.

[0074] When the fan is working, it drives the air in the storage box to circulate, so that the low-temperature air after heat exchange with the second heat exchanger 13 is directly blown to the objects in the storage box, accelerating the cooling speed of the objects in the storage box and realizing rapid cooling of the storage box.

[0075] In the above technical solution, the second heat exchanger 13 is located between the fan and the energy storage component, which is convenient for the energy storage component to store energy, and enables the second heat exchanger 13 to directly adjust the temperature in the storage box to avoid all the cold released by the second heat exchanger 13 being stored in the energy storage component.

[0076] In some embodiments, there are multiple fans, and the multiple fans operate independently.

[0077] In the above technical solution, by arranging multiple fans in the storage box, the flow speed of the air in the storage box is accelerated, thereby accelerating the heat exchange rate between the air and the second heat exchanger 13, that is, accelerating the rate at which the second heat exchanger 13 releases cold energy to the storage box. In addition, in this embodiment, multiple fans operate independently, so that the air volume blown to different positions in the storage box can be controlled, and the user can choose to use large air volume cooling or small air volume cooling, thereby improving the practicality of the storage box.

[0078] In some specific embodiments, a plurality of fans are provided, and the plurality of fans are arranged at intervals in the direction of air flow to increase the flow speed of the air and to increase the heat exchange speed between the air and the second heat exchanger 13 .

[0079] In some specific embodiments, a plurality of fans are provided, and the plurality of fans are arranged side by side to increase the air volume in the storage box and the amount of air that simultaneously exchanges heat with the second heat exchanger 13 , thereby accelerating the heat exchange rate between the air and the second heat exchanger 13 .

[0080] In some specific embodiments, two fans are provided in the storage box. In some other embodiments, the number of fans in the storage box may be three, four, or other numbers.

[0081] In the above technical solution, the energy storage component and multiple fans are arranged in the storage box to speed up the cooling speed of the storage box.

[0082] In other embodiments, the cooling speed of the storage box can be accelerated by increasing the heat exchange area of ​​the second heat exchanger 13. For example, the heat exchange area of ​​the second heat exchanger 13 can be increased by increasing the volume of the second heat exchanger 13 or increasing the surface area of ​​the second heat exchanger 13.

[0083] In other embodiments, at least a portion of the storage box may be made of a material with a faster heat transfer speed. For example, the bottom wall of the storage box may be made of an aluminum plate, which is in contact with the objects in the storage box and the second heat exchanger 13 respectively. The aluminum plate accelerates the heat exchange speed between the objects in the storage box and the second heat exchanger 13, that is, the cooling speed of the storage box is accelerated.

[0084] In some other embodiments, the thickness of the storage box may be reduced, thereby reducing the thickness of the air layer in the storage box, which is beneficial to the uniform distribution of cold air in the storage box and to speeding up the refrigeration speed of the storage box.

[0085] In some embodiments of the present invention, a first solenoid valve 121 is connected in series between the exhaust port and the first end of the first heat exchanger 12. The first solenoid valve 121 can be selectively opened and closed. When the thermal management system 100 is in cooling mode, the first solenoid valve 121 is opened, and the refrigerant can flow to the first heat exchanger 12 through the first solenoid valve 121. The first heat exchanger 12 can absorb the heat of the refrigerant, thereby reducing the temperature of the refrigerant. When the thermal management system 100 does not need cooling, the first solenoid valve 121 is closed to prevent the refrigerant from flowing to the first heat exchanger 12.

[0086] In addition, a first pressure sensor 111 and a first temperature sensor 112 may be connected in series between the exhaust port and the first solenoid valve 121. The first pressure sensor 111 and the first temperature sensor 112 are arranged close to the exhaust port. The first pressure sensor 111 and the first temperature sensor 112 may respectively detect the pressure and temperature of the refrigerant discharged from the compressor 11, and transmit the pressure and temperature signals to the thermal management system 100, so that the flow path pressure can be monitored in real time to prevent the thermal management system 100 from getting out of control.

[0087] In some embodiments, the thermal management system 100 also includes: a fourth heat exchanger 15, the fourth heat exchanger 15 is suitable for exchanging heat with the battery pack of the vehicle 1000, the first end of the fourth heat exchanger 15 is connected to the second end of the first heat exchanger 12 through a second throttling element 151, and the second end of the fourth heat exchanger 15 is connected to the air intake through a second flow-adjustable adjusting member 152.

[0088] Through the above technical solution, the thermal management system 100 in the embodiment of the utility model can also cool the battery pack of the vehicle 1000. Specifically, when the fourth heat exchanger 15 is used to cool the battery pack, the high-temperature and high-pressure refrigerant compressed by the compressor 11 flows from the exhaust port to the first heat exchanger 12. The first heat exchanger 12 absorbs the heat of the refrigerant to reduce the temperature of the refrigerant. The refrigerant after heat exchange with the first heat exchanger 12 is throttled by the second throttling element 151 and flows to the fourth heat exchanger 15. The refrigerant can absorb the heat of the fourth heat exchanger 15 to increase the temperature of the refrigerant, and then return to the compressor 11 to continue compression and circulation. In the process of the refrigerant circulation, the refrigerant releases heat in the first heat exchanger 12 and absorbs heat in the fourth heat exchanger 15, thereby absorbing the heat of the battery pack, reducing the risk of thermal runaway of the battery pack, and improving the safety of the vehicle 1000.

[0089] In addition, in the embodiment of the utility model, the second end of the fourth heat exchanger 15 is connected to the air inlet through the second regulating member 152 with adjustable flow, and the pressure of the flow path where the fourth heat exchanger 15 is located can be adjusted through the second regulating member 152, thereby avoiding the pressure of other flow paths affecting the pressure of the flow path where the fourth heat exchanger 15 is located, and ensuring the reliability of the use of the fourth heat exchanger 15. The second regulating member 152 can be configured as a variable-caliber throttle valve, or as a two-way electronic expansion valve.

[0090] In some embodiments, a third temperature and pressure sensor 153 is arranged between the second end of the fourth heat exchanger 15 and the second adjusting member 152. The third temperature and pressure sensor 153 is arranged at a position close to the second end of the fourth heat exchanger 15 to facilitate detecting the temperature and pressure of the refrigerant at the second end of the fourth heat exchanger 15 and transmitting the temperature and pressure signals to the thermal management system 100, thereby improving the reliability of the use of the thermal management system 100.

[0091] The vehicle 1000 is provided with a heat generating component 4, which refers to a component that generates heat when working, for example, the heat generating component 4 can be any one of a powertrain, a controller or an engine. Of course, it is understandable that the heat generating component 4 is not limited to the above-mentioned ones, as long as it is a component that can generate heat during the operation of the vehicle 1000.

[0092] In order to make full use of the heat generated by the heat-generating component 4, in some embodiments, the thermal management system 100 further includes: a fifth heat exchanger 16 for absorbing the heat of the heat-generating component 4, and the first end of the fifth heat exchanger 16 is connected to the air inlet. The first end of the fourth heat exchanger 15 is switchedly connected to the second end of the first heat exchanger 12 and the second end of the fifth heat exchanger 16 through the second throttling element 151, and the second regulating member 152 is switchedly connected to the air inlet and the exhaust port. When the second throttling element 151 is connected to the fifth heat exchanger 16, the second regulating member 152 is connected to the exhaust port. Among them, the second throttling element 151 is configured as a two-way electronic expansion valve.

[0093] When the fifth heat exchanger 16 is used to absorb the heat of the heat-generating component 4, the second throttling element 151 is connected to the fifth heat exchanger 16, and the second regulating element 152 is connected to the exhaust port. The high-temperature and high-pressure refrigerant compressed by the compressor 11 flows from the exhaust port to the fourth heat exchanger 15. The fourth heat exchanger 15 absorbs the heat of the refrigerant to reduce the temperature of the refrigerant. The refrigerant after heat exchange with the fourth heat exchanger 15 flows to the fifth heat exchanger 16 after throttling by the second throttling element 151. The refrigerant can absorb the heat of the fifth heat exchanger 16 to increase the temperature of the refrigerant, and then return to the compressor 11 to continue compression and circulation. In the process of the refrigerant circulation, the refrigerant releases heat in the fourth heat exchanger 15 and absorbs heat in the fifth heat exchanger 16, so as to achieve the effect of using the heat of the heat-generating component 4 to heat the battery pack.

[0094] In the above technical solution, the heat of the heat-generating component 4 is absorbed by the fifth heat exchanger 16, thereby reducing the risk of failure of the heat-generating component 4 due to excessive temperature, improving the safety of the operation of the heat-generating component 4, and making full use of the heat generated by the heat-generating component 4, reducing energy loss, and being beneficial to energy conservation and emission reduction of the vehicle 1000.

[0095] In some embodiments, the first end of the fifth heat exchanger 16 is provided with a third temperature sensor 162 for detecting the refrigerant temperature, so as to detect the pressure of the refrigerant at the first end of the fifth heat exchanger 16 and transmit the temperature and pressure signal to the thermal management system 100, thereby improving the reliability of the use of the thermal management system 100.

[0096] In some embodiments, a second solenoid valve 161 is connected in series between the first end of the fifth heat exchanger 16 and the air inlet. The second solenoid valve 161 can be selectively opened. When the thermal management system 100 requires the refrigerant to pass through the fifth heat exchanger 16, the refrigerant in the fifth heat exchanger 16 can flow directly to the compressor 11 through the second solenoid valve 161, reducing the path that the refrigerant needs to pass through and improving the heating efficiency of the thermal management system 100.

[0097] In some specific embodiments, a third solenoid valve 155 is connected in series between the exhaust port of the compressor 11 and the second adjusting member 152. The third solenoid valve 155 can be selectively opened. When the battery pack needs to be heated, the third solenoid valve 155 is opened, and the refrigerant discharged from the compressor 11 can flow to the fourth heat exchanger 15 to achieve heating of the battery pack. When the fourth heat exchanger 15 is not needed to heat the battery pack, the third solenoid valve 155 is closed to prevent high-temperature refrigerant from flowing to the fourth heat exchanger 15.

[0098] In some embodiments, a fourth solenoid valve 157 is provided between the second regulating member 152 and the air inlet, and the fourth solenoid valve 157 can be selectively opened or closed. When the fourth heat exchanger 15 is used for cooling the battery pack, the third solenoid valve 155 is closed and the fourth solenoid valve 157 is opened, so that the refrigerant in the fourth heat exchanger 15 can flow directly to the compressor 11; when the fourth heat exchanger 15 is used for heating the battery pack, the third solenoid valve 155 is opened and the fourth solenoid valve 157 is closed, so that the refrigerant discharged from the compressor 11 can flow to the fourth heat exchanger 15, and will not flow to the compressor 11 through the fourth solenoid valve 157, so as to prevent the refrigerant from flowing in the wrong flow path and affecting the heat exchange efficiency of the thermal management system 100.

[0099] In some embodiments, a second pressure sensor 154 is connected in series between the first end of the fourth heat exchanger 15 and the second throttling element 151 . The second pressure sensor 154 can detect the pressure of the refrigerant at the first end of the fourth heat exchanger 15 and feed back a pressure signal to the thermal management system 100 .

[0100] In some embodiments, a first one-way valve 156 is also provided between the second throttling element 151 and the second end of the fifth heat exchanger 16. The first one-way valve 156 can limit the flow direction of the refrigerant so that the refrigerant flows from the fourth heat exchanger 15 to the fifth heat exchanger 16, thereby preventing the refrigerant from flowing back and ensuring the flow efficiency of the refrigerant, thereby ensuring the heating efficiency of the thermal management system 100.

[0101] In some embodiments, a second one-way valve 158 and a third one-way valve 122 are arranged in series between the second throttling element 151 and the first heat exchanger 12, wherein the second one-way valve 158 is arranged close to the second throttling element 151, and the third one-way valve 122 is arranged close to the second end of the first heat exchanger 12, and the second one-way valve 158 and the third one-way valve 122 can limit the flow direction of the refrigerant so that the refrigerant flows from the first heat exchanger 12 to the second throttling element 151, preventing the refrigerant from flowing back, ensuring the flow efficiency of the refrigerant, and thus ensuring the cooling efficiency of the thermal management system 100.

[0102] In some specific embodiments, the fifth heat exchanger 16 is configured as a plate heat exchanger, and the fifth heat exchanger 16 is provided with a refrigerant flow path and a water cooling flow path for heat exchange with each other, and the fifth heat exchanger 16 is further provided with a first end and a second end communicating with the refrigerant flow path, the first end of the fifth heat exchanger 16 is connected to the air inlet, and the second end of the fifth heat exchanger 16 is connected to the second throttling element 151. The fifth heat exchanger 16 also includes a third end and a fourth end communicating with the water cooling flow path.

[0103] The thermal management system 100 further includes a heat exchange module 2, which absorbs the heat of the heat generating component 4 through a circulating heat exchange medium to improve the efficiency of absorbing the heat of the heat generating component 4. The heat exchange medium may be water or other liquids that can transport heat.

[0104] Specifically, the heat exchange module 2 includes: a heat source channel 21, a radiator 22 and a reversing assembly 23, wherein the heat source channel 21 passes through the heat-generating component 4 to absorb the heat generated by the heat-generating component 4, the third end of the fifth heat exchanger 16 is connected to the first end of the heat source channel 21, the fourth end of the fifth heat exchanger 16 is connected to the reversing assembly 23, the reversing assembly 23 is also respectively connected to the first end of the radiator 22 and the second end of the heat source channel 21, and the second end of the radiator 22 is connected to the second end of the heat source channel 21.

[0105] When the reversing assembly 23 connects the fourth end of the fifth heat exchanger 16 to the second end of the heat source flow channel 21, the heat exchange medium in the heat source flow channel 21 can flow into the water-cooling flow path of the fifth heat exchanger 16, and the temperature of the heat exchange medium is reduced by heat exchange with the refrigerant, and then the heat exchange medium flows to the heat source flow channel 21 again to absorb the heat generated by the heat-generating component 4. Through the above technical solution, the stability of the fifth heat exchanger 16 absorbing the heat of the heat-generating component 4 is improved.

[0106] When the reversing assembly 23 connects the fourth end of the fifth heat exchanger 16 to the first end of the radiator 22, the heat exchange medium in the heat source channel 21 dissipates heat in the water-cooling channel and then enters the radiator 22 for secondary heat dissipation, thereby effectively improving the heat dissipation efficiency of the heat-generating component 4 and further improving the safety of the operation of the heat-generating component 4.

[0107] In some embodiments, the heat exchange module 2 further includes: a first pump body 24, which is arranged in series with the heat source flow channel 21 to drive the heat exchange medium to circulate.

[0108] In some embodiments, the reversing component 23 is also connected to the first end of the heat source flow channel 21. When the reversing component 23 connects the first end of the heat source flow channel 21 to the first end of the radiator 22, the heat exchange medium in the heat source flow channel 21 can flow into the radiator 22, and the temperature of the heat exchange medium is reduced by the radiator 22, and then the heat exchange medium flows to the heat source flow channel 21 again to absorb the heat generated by the heat generating component 4.

[0109] In some application scenarios of the vehicle 1000, the refrigerant does not pass through the refrigerant flow channel of the fifth heat exchanger 16. Through the above technical solution, the heat-generating component 4 can also dissipate heat through the radiator 22, thereby reducing the risk of failure of the heat-generating component 4 due to excessive temperature and improving the safety of the operation of the heat-generating component 4.

[0110] In some specific embodiments, the radiator 22 is disposed outside the vehicle, and the first fan 123 is arranged opposite to the radiator 22. The first fan 123 is used to blow air to the radiator 22 so that the heat exchange medium flowing through the radiator 22 can dissipate heat to the outside of the vehicle.

[0111] In some embodiments, the first heat exchanger 12 is disposed between the first fan 123 and the radiator 22, and the air driven by the first fan 123 first passes through the first heat exchanger 12 and then passes through the radiator 22. Thus, the first fan 123 can dissipate heat from the first heat exchanger 12, dissipate heat from the radiator 22, or dissipate heat from the first heat exchanger 12 and the radiator 22 simultaneously, without the need to dissipate multiple first fans 123, thereby simplifying the thermal management system 100 and reducing costs.

[0112] In some embodiments, the heat exchange module 2 also includes a second temperature sensor 25, which is arranged at the first end of the heat source flow channel 21 to detect the temperature of the heat exchange medium after heat exchange with the heat generating component 4. The heat exchange medium can select a flow path according to the detected temperature.

[0113] Specifically, the reversing assembly 23 includes: a first opening, a second opening, a third opening and a fourth opening, the first opening is connected to the fourth end of the fifth heat exchanger 16, the second opening is connected to the first end of the heat source channel 21, the third opening is connected to the first end of the radiator 22, and the fourth opening is connected to the second end of the heat source channel 21.

[0114] The heat exchange module 2 can control the flow path of the heat exchange medium according to the temperature detected by the second temperature sensor 25 .

[0115] When the outside temperature is low and the heat dissipation demand of the heat exchange medium is low, the second opening of the reversing component 23 can be controlled to be connected to the fourth opening, and the heat exchange medium discharged from the first end of the heat source channel 21 passes through the second opening and the fourth opening and flows directly to the second end of the heat source channel 21.

[0116] When the heat exchange medium needs to dissipate heat and there is no heating demand for the vehicle cabin and the battery pack, the second opening of the reversing assembly 23 can be controlled to be connected to the third opening, and the heat exchange medium discharged from the first end of the heat source channel 21 flows to the radiator 22 after passing through the second opening and the third opening. After the heat exchange medium dissipates heat in the radiator 22, it flows to the second end of the heat source channel 21.

[0117] When the vehicle cabin and / or the battery pack needs to be heated, the first opening of the reversing assembly 23 can be controlled to be connected to the fourth opening, and the heat exchange medium discharged from the first end of the heat source channel 21 flows to the fifth heat exchanger 16, and exchanges heat with the refrigerant in the fifth heat exchanger 16 to increase the temperature of the refrigerant. Then the heat exchange medium flows to the reversing assembly 23, passes through the first opening and the fourth opening, and flows to the second end of the heat source channel 21.

[0118] When the vehicle cabin and / or the battery pack needs to be heated and the heat exchange medium has a high heat dissipation demand, the first opening of the reversing component 23 can be controlled to be connected to the third opening, and the heat exchange medium discharged from the first end of the heat source channel 21 flows to the fifth heat exchanger 16, and after exchanging heat with the refrigerant in the fifth heat exchanger 16, flows to the reversing component 23, passes through the first opening and the third opening, and flows to the radiator 22. After the heat exchange medium dissipates heat in the radiator 22, it flows to the second end of the heat source channel 21.

[0119] In some embodiments, the heat exchange module 2 is also provided with a water replenishment tank 26, which can be connected to the second end of the radiator 22 and the heat source channel 21 through an exhaust pipe. The gas flowing to the heat source channel 21 can flow into the water replenishment tank 26, and the water replenishment tank 26 can be connected to the water cooling flow path through a water replenishment pipe, so that the liquid heat exchange medium in the water replenishment tank 26 can flow into the water cooling flow path for water replenishment, thereby improving the reliability of the operation of the heat exchange module 2.

[0120] In some embodiments, the thermal management system also includes: a sixth heat exchanger 17 for adjusting the temperature in the vehicle cabin, the first end of the sixth heat exchanger 17 is connected to the exhaust port, and the second end of the sixth heat exchanger 17 is connected to the second end of the fifth heat exchanger 16 through a fourth throttling element 172.

[0121] In some application scenarios, when the sixth heat exchanger 17 is needed to increase the temperature of the cabin, the high-temperature and high-pressure refrigerant compressed by the compressor 11 flows from the exhaust port to the sixth heat exchanger 17, and the sixth heat exchanger 17 absorbs the heat of the refrigerant. The refrigerant after heat exchange with the sixth heat exchanger 17 flows to the fifth heat exchanger 16 after throttling through the fourth throttling element 172. The refrigerant can absorb the heat of the fifth heat exchanger 16, and then return to the compressor 11 to continue compression and circulation. In the process of the refrigerant circulation, the refrigerant releases heat in the sixth heat exchanger 17 to increase the cabin temperature, and absorbs heat in the fifth heat exchanger 16. When the refrigerant flows in the refrigerant flow path of the fifth heat exchanger 16, the heat exchange medium used to cool the heat-generating component 4 in the heat exchange module 2 flows in the heat source flow path of the fifth heat exchanger 16, that is, the refrigerant can exchange heat with the heat exchange medium in the fifth heat exchanger 16, which increases the temperature of the refrigerant, achieves the effect of recovering at least part of the heat of the heat-generating component 4, and improves the efficiency of cabin heating.

[0122] In some embodiments, the thermal management system further includes a duct heater 171. The duct heater 171 and the sixth heat exchanger 17 are arranged in the same duct. The sixth heat exchanger 17 is used to exchange heat with the air in the duct to increase the temperature of the air. The heated air is blown to the cabin to achieve cabin heating. The duct heater 171 is also used to heat the air in the duct. When the sixth heat exchanger 17 cannot meet the heating effect or the heating speed is slow, the duct heater 171 starts to heat the air in the duct at the same time as the sixth heat exchanger 17 to meet the heating requirements or increase the heating speed. It is understandable that when the cabin needs to be heated, the heat source can be provided by at least one of the sixth heat exchanger 17 and the duct heater 171, which is not specifically limited here. Furthermore, the duct heater 171 can be a PTC heater, which has a simple structure and reduces costs.

[0123] In some embodiments, the fourth throttling element 172 is connected in parallel with the fifth solenoid valve 173. When the opening of the fourth throttling element 172 does not meet the requirements, the fifth solenoid valve 173 can be opened so that part of the refrigerant can flow to the fifth heat exchanger 16 through the fifth solenoid valve 173 to increase the flow rate of the refrigerant. For example, when the thermal management system 100 needs to achieve cabin heating and battery pack cooling at the same time, the refrigerant discharged from the compressor 11 flows to the sixth heat exchanger 17 to achieve cabin heating, and the refrigerant discharged from the sixth heat exchanger 17 flows to the fourth heat exchanger 15 through the second throttling element 151 after passing through the fifth heat exchanger 16 and the second one-way valve 158 to achieve battery pack cooling, and then flows to the compressor 11 for compression to achieve circulation. Because the pressure of the refrigerant entering the fourth heat exchanger 15 cannot be too small, it is necessary to open the fifth solenoid valve 173 so that part of the refrigerant can flow to the fifth heat exchanger 16 through the fifth solenoid valve 173 to ensure that the refrigerant can pass through the fourth heat exchanger 15 smoothly.

[0124] In some other embodiments, the fourth throttling element 172 may also be a throttling valve with a variable diameter, as long as the flow area of ​​the refrigerant can be increased.

[0125] In some embodiments, the flow path where the sixth heat exchanger 17 is located is arranged in parallel with the flow path where the fourth heat exchanger 15 is located.

[0126] The refrigerant discharged from the exhaust port of the compressor 11 can flow to the sixth heat exchanger 17 to achieve heating in the vehicle cabin, and then flow to the fifth heat exchanger 16 after throttling by the fourth throttling element 172 to absorb the heat of the heat-generating component 4, and then flow to the air inlet of the compressor 11 through the second solenoid valve 161, and the compressor 11 continues to compress and circulate.

[0127] The refrigerant discharged from the exhaust port of the compressor 11 can also flow to the fourth heat exchanger 15 to heat the battery pack, and then flow to the fifth heat exchanger 16 after being throttled by the second throttling element 151 to absorb the heat of the heat-generating component 4, and then flow to the air inlet of the compressor 11 through the second solenoid valve 161. The compressor 11 continues to compress and circulate.

[0128] The refrigerant discharged from the exhaust port of the compressor 11 can also be divided, with one part flowing to the sixth heat exchanger 17 and the other part flowing to the fourth heat exchanger 15, thereby heating the cabin and the battery pack at the same time. Then the refrigerant in the sixth heat exchanger 17 merges with the refrigerant in the fourth heat exchanger 15 and flows to the fifth heat exchanger 16, absorbing the heat of the heat-generating component 4, and then flows to the air inlet of the compressor 11 through the second solenoid valve 161. The compressor 11 continues to compress and circulate.

[0129] In some embodiments, the flow path where the third heat exchanger 14 is located, the flow path where the second heat exchanger 13 is located, and the flow path where the second solenoid valve 161 is located are all arranged in parallel with the second solenoid valve 161 .

[0130] The refrigerant discharged from the first end of the fifth heat exchanger 16 can not only flow directly to the compressor 11 through the second solenoid valve 161, but also flow to the second heat exchanger 13 to absorb the heat of the second heat exchanger 13 to achieve cooling of the storage box. The refrigerant discharged from the first end of the fifth heat exchanger 16 can also flow to the third heat exchanger 14 to absorb the heat of the third heat exchanger 14 to achieve cooling of the vehicle cabin.

[0131] Through the above technical solution, the applicable scenarios of the thermal management system 100 are increased, and the practicality of the thermal management system 100 is improved.

[0132] In some embodiments, the thermal management system 100 further includes a gas-liquid separator 3 , a gas outlet of the gas-liquid separator 3 is connected to an air inlet of the compressor 11 , and an inlet of the gas-liquid separator 3 is connected to a first regulating member 142 and a second heat exchanger 13 .

[0133] In the above technical solution, the gaseous refrigerant and the liquid refrigerant can be separated by providing the gas-liquid separator 3, thereby reducing the risk of the liquid refrigerant entering the compressor 11 and improving the reliability of the use of the thermal management system 100.

[0134] In some further embodiments, the thermal management system 100 further includes a heating element, which is disposed on the gas-liquid separator 3 to heat the gas-liquid separator 3 .

[0135] In the above technical solution, the gas-liquid separator 3 is heated by the heating element, that is, the refrigerant is heated, so as to further reduce the risk of liquid hammer in the compressor 11.

[0136] In some specific embodiments, the heater is configured as an electric heating film, which is disposed on the surface of the gas outlet of the gas-liquid separator 3. If the suction superheat of the compressor 11 is lower than 2°C, the refrigerant can be heated by the electric heating film, thereby increasing the suction superheat and preventing liquid hammering of the compressor 11. In some other embodiments, the risk of liquid hammering of the compressor 11 can also be reduced by reducing the heat dissipation of the thermal management system 100, for example, by reducing the rotation speed of the first fan 123 to reduce the heat dissipation of the refrigerant in the first heat exchanger 12.

[0137] The following is the attached Figure 1-14 A specific embodiment of the utility model is described.

[0138] According to the thermal management system 100 of the vehicle 1000 of the embodiment of the utility model, the vehicle 1000 has a storage box, and the thermal management system 100 includes: a compressor 11, a first heat exchanger 12, and a second heat exchanger 13. The compressor 11 is provided with an exhaust port and an air inlet, the first end of the first heat exchanger 12 is connected to the exhaust port, the first end of the second heat exchanger 13 is connected to the second end of the first heat exchanger 12 through a first throttling element 131, the second end of the second heat exchanger 13 is connected to the air inlet, and the second heat exchanger 13 is used to adjust the temperature in the storage box.

[0139] The thermal management system 100 further includes an energy storage component, the second heat exchanger 13 provides energy for the energy storage component, and the energy storage component is configured to store and release energy for adjusting the temperature in the storage box. The energy storage component is a solid-liquid phase change material component, and the energy storage component is an inorganic phase change material component.

[0140] The energy storage component and the second heat exchanger 13 are both arranged in the storage box, and a fan for guiding air flow is also arranged in the storage box. In the direction of air flow, the second heat exchanger 13 is located between the fan and the energy storage component. There are two fans, which operate independently and are arranged at intervals in the direction of air flow.

[0141] The thermal management system 100 further includes a third heat exchanger 14 for adjusting the temperature in the vehicle cabin. The third heat exchanger 14 and the second heat exchanger 13 are connected in parallel.

[0142] The first end of the third heat exchanger 14 is connected to the second end of the first heat exchanger 12 through the third throttling element 141, and the second end of the second heat exchanger 13 is connected to the air inlet.

[0143] The thermal management system 100 also includes: a first flow-adjustable regulating member 142, which can be configured as a variable-diameter throttle valve. The first end of the third heat exchanger 14 is connected to the second end of the first heat exchanger 12 through the third throttling element 141, and the second end of the third heat exchanger 14 is connected to the air intake of the compressor 11 through the first flow-adjustable regulating member 142.

[0144] A first temperature and pressure sensor 132 is disposed between the second end of the second heat exchanger 13 and the air inlet, and a second temperature and pressure sensor 143 is disposed between the second end of the third heat exchanger 14 and the first adjustment member 142 .

[0145] A fourth one-way valve 133 is also provided at the second end of the second heat exchanger 13. The fourth one-way valve 133 can limit the flow direction of the refrigerant so that the refrigerant flows from the fourth heat exchanger 15 to the air inlet to prevent the refrigerant from flowing back.

[0146] A first solenoid valve 121 is connected in series between the exhaust port and the first end of the first heat exchanger 12. The first solenoid valve 121 can be selectively opened and closed. When the thermal management system 100 is in cooling mode, the first solenoid valve 121 is opened, and the refrigerant can flow to the first heat exchanger 12 through the first solenoid valve 121. The first heat exchanger 12 can absorb the heat of the refrigerant, thereby reducing the temperature of the refrigerant. When the thermal management system 100 does not need cooling, the first solenoid valve 121 is closed to prevent the refrigerant from flowing to the first heat exchanger 12.

[0147] A first pressure sensor 111 and a first temperature sensor 112 may be connected in series between the exhaust port and the first solenoid valve 121. The first pressure sensor 111 and the first temperature sensor 112 are arranged close to the exhaust port. The first pressure sensor 111 and the first temperature sensor 112 may respectively detect the pressure and temperature of the refrigerant discharged from the compressor 11, and transmit the pressure and temperature signals to the thermal management system 100, so as to monitor the flow path pressure in real time and prevent the thermal management system 100 from getting out of control.

[0148] The thermal management system 100 also includes: a fourth heat exchanger 15, which is suitable for exchanging heat with the battery pack of the vehicle 1000, and a first end of the fourth heat exchanger 15 is connected to the second end of the first heat exchanger 12 through a second throttling element 151, and a second end of the fourth heat exchanger 15 is connected to the air intake through a second flow-adjustable regulating member 152, and the second regulating member 152 is configured as a variable-diameter throttle valve.

[0149] A third temperature and pressure sensor 153 is provided between the second end of the fourth heat exchanger 15 and the second adjusting member 152 . The third temperature and pressure sensor 153 is provided near the second end of the fourth heat exchanger 15 to detect the temperature and pressure of the refrigerant at the second end of the fourth heat exchanger 15 .

[0150] The thermal management system 100 also includes: a fifth heat exchanger 16 for absorbing heat from the heat-generating component 4, and the first end of the fifth heat exchanger 16 is connected to the air inlet. The first end of the fourth heat exchanger 15 is switchedly connected to the second end of the first heat exchanger 12 and the second end of the fifth heat exchanger 16 through the second throttling element 151, and the second regulating member 152 is switchedly connected to the air inlet and the exhaust port. When the second throttling element 151 is connected to the fifth heat exchanger 16, the second regulating member 152 is connected to the exhaust port. Among them, the second throttling element 151 is constructed as a two-way electronic expansion valve. The first end of the fifth heat exchanger 16 is provided with a third temperature sensor 162 for detecting the temperature of the refrigerant.

[0151] A second pressure sensor 154 is connected in series between the first end of the fourth heat exchanger 15 and the second throttling element 151 . The second pressure sensor 154 can detect the pressure of the refrigerant at the first end of the fourth heat exchanger 15 .

[0152] A third solenoid valve 155 is connected in series between the exhaust port of the compressor 11 and the second adjusting member 152. The third solenoid valve 155 can be opened selectively. When the battery pack needs to be heated, the third solenoid valve 155 is opened, and the refrigerant discharged from the compressor 11 can flow to the fourth heat exchanger 15 to heat the battery pack. When the fourth heat exchanger 15 is not needed to heat the battery pack, the third solenoid valve 155 is closed to prevent high-temperature refrigerant from flowing to the fourth heat exchanger 15.

[0153] A first one-way valve 156 is further provided between the second throttling element 151 and the second end of the fifth heat exchanger 16. The first one-way valve 156 can limit the flow direction of the refrigerant so that the refrigerant flows from the fourth heat exchanger 15 to the fifth heat exchanger 16 to prevent the refrigerant from flowing back.

[0154] A fourth solenoid valve 157 is provided between the second regulating member 152 and the air inlet, and the fourth solenoid valve 157 can be selectively opened or closed. When the fourth heat exchanger 15 is used for cooling the battery pack, the third solenoid valve 155 is closed and the fourth solenoid valve 157 is opened, so that the refrigerant in the fourth heat exchanger 15 can flow directly to the compressor 11; when the fourth heat exchanger 15 is used for heating the battery pack, the third solenoid valve 155 is opened and the fourth solenoid valve 157 is closed, so that the refrigerant discharged from the compressor 11 can flow to the fourth heat exchanger 15, and will not flow to the compressor 11 through the fourth solenoid valve 157, so as to prevent the refrigerant from flowing in the wrong flow path and affecting the heat exchange efficiency of the thermal management system 100.

[0155] A second one-way valve 158 and a third one-way valve 122 are arranged in series between the second throttling element 151 and the first heat exchanger 12, wherein the second one-way valve 158 is arranged close to the second throttling element 151, and the third one-way valve 122 is arranged close to the second end of the first heat exchanger 12, and the second one-way valve 158 and the third one-way valve 122 can limit the flow direction of the refrigerant so that the refrigerant flows from the first heat exchanger 12 to the second throttling element 151, thereby preventing the refrigerant from flowing back and ensuring the flow efficiency of the refrigerant, thereby ensuring the cooling efficiency of the thermal management system 100.

[0156] A second solenoid valve 161 is connected in series between the first end of the fifth heat exchanger 16 and the air inlet. The second solenoid valve 161 can be opened selectively. When the thermal management system 100 requires the refrigerant to pass through the fifth heat exchanger 16, the refrigerant in the fifth heat exchanger 16 can flow directly to the compressor 11 through the second solenoid valve 161.

[0157] The fifth heat exchanger 16 is provided with a refrigerant flow path and a water cooling flow path for heat exchange with each other, and the fifth heat exchanger 16 is also provided with a first end and a second end connected to the refrigerant flow path, the first end of the fifth heat exchanger 16 is connected to the air inlet, and the second end of the fifth heat exchanger 16 is connected to the second throttling element 151. The fifth heat exchanger 16 also includes a third end and a fourth end connected to the water cooling flow path.

[0158] The thermal management system 100 further includes: a heat exchange module 2 , which absorbs the heat of the heat-generating component 4 through a circulating heat exchange medium, thereby improving the efficiency of absorbing the heat of the heat-generating component 4 .

[0159] The heat exchange module 2 includes: a heat source channel 21, a radiator 22 and a reversing assembly 23, wherein the heat source channel 21 passes through the heat-generating component 4 to absorb the heat generated by the heat-generating component 4, the third end of the fifth heat exchanger 16 is connected to the first end of the heat source channel 21, the fourth end of the fifth heat exchanger 16 is connected to the reversing assembly 23, the reversing assembly 23 is also respectively connected to the first end of the radiator 22 and the second end of the heat source channel 21, and the second end of the radiator 22 is connected to the second end of the heat source channel 21.

[0160] The heat exchange module 2 further includes: a first pump body 24, which is arranged in series with the heat source flow channel 21 to drive the heat exchange medium to circulate.

[0161] The reversing assembly 23 is also connected to the first end of the heat source flow channel 21. When the reversing assembly 23 connects the first end of the heat source flow channel 21 to the first end of the radiator 22, the heat exchange medium in the heat source flow channel 21 can flow into the radiator 22, and the temperature of the heat exchange medium is reduced by the radiator 22, and then the heat exchange medium flows to the heat source flow channel 21 again to absorb the heat generated by the heat generating component 4.

[0162] The radiator 22 is disposed outside the vehicle, and the first fan 123 is arranged opposite to the radiator 22 . The first fan 123 is used to blow air to the radiator 22 , so that the heat exchange medium flowing through the radiator 22 can dissipate heat to the outside of the vehicle.

[0163] The first heat exchanger 12 is disposed between the first fan 123 and the radiator 22 . The air driven by the first fan 123 first passes through the first heat exchanger 12 and then passes through the radiator 22 .

[0164] The heat exchange module 2 further includes a second temperature sensor 25 , which is disposed at a first end of the heat source flow channel 21 to detect the temperature of the heat exchange medium after exchanging heat with the heat generating component 4 .

[0165] The reversing assembly 23 includes: a first opening, a second opening, a third opening and a fourth opening. The first opening is connected to the fourth end of the fifth heat exchanger 16, the second opening is connected to the first end of the heat source channel 21, the third opening is connected to the first end of the radiator 22, and the fourth opening is connected to the second end of the heat source channel 21.

[0166] The heat exchange module 2 is also provided with a water replenishment tank 26, which can be connected to the second end of the radiator 22 and the heat source flow channel 21 through an exhaust pipe. The gas flowing to the heat source flow channel 21 can flow into the water replenishment tank 26, and the water replenishment tank 26 can be connected to the water cooling flow path through a water replenishment pipe, so that the liquid heat exchange medium in the water replenishment tank 26 can flow into the water cooling flow path for water replenishment, thereby improving the reliability of the operation of the heat exchange module 2.

[0167] The thermal management system further includes a sixth heat exchanger 17 for adjusting the temperature in the vehicle cabin, wherein a first end of the sixth heat exchanger 17 is connected to the exhaust port, and a second end of the sixth heat exchanger 17 is connected to a second end of the fifth heat exchanger 16 via a fourth throttling element 172. A fifth solenoid valve 173 is connected in parallel to the fourth throttling element 172.

[0168] The thermal management system further includes an air duct heater 171, which is disposed in the same air duct as the sixth heat exchanger 17. The air duct heater 171 is configured as a PTC heater.

[0169] The flow path where the sixth heat exchanger 17 is located is arranged in parallel with the flow path where the fourth heat exchanger 15 is located.

[0170] The flow path where the third heat exchanger 14 is located, the flow path where the second heat exchanger 13 is located, and the flow path where the second solenoid valve 161 is located are all arranged in parallel with the second solenoid valve 161 .

[0171] The thermal management system 100 further includes a gas-liquid separator 3 , a gas outlet of the gas-liquid separator 3 is connected to an air inlet of the compressor 11 , and an inlet of the gas-liquid separator 3 is connected to a first regulating member 142 and a second heat exchanger 13 .

[0172] The thermal management system 100 further includes a heating element, which is disposed on the gas-liquid separator 3 to heat the gas-liquid separator 3. The heater is configured as an electric heating film, which is disposed on the surface of the gas outlet of the gas-liquid separator 3.

[0173] The thermal management system 100 in the embodiment of the utility model can meet the cooling requirements of the storage box under various working conditions. The specific operation modes of various working conditions are described below. It should be noted that in the following description, the components through which the refrigerant flows are in the open state, and the other components are in the closed state.

[0174] Reference Figure 2 The first working condition: only the storage box is refrigerated. Under this working condition, the compressor 11 drives the refrigerant to flow to the first heat exchanger 12. The refrigerant after heat exchange with the first heat exchanger 12 is throttled by the first throttling element 131 and flows to the second heat exchanger 13 to realize the refrigeration of the storage box. The refrigerant after heat exchange with the second heat exchanger 13 returns to the compressor 11 to continue compression and continue to circulate.

[0175] Reference Figure 3 The second working condition: the storage box is cooled while the vehicle cabin is cooled. Under this working condition, the compressor 11 drives the refrigerant to flow to the first heat exchanger 12, and the refrigerant after heat exchange with the first heat exchanger 12 is split. A part of the refrigerant is throttled by the first throttling element 131 and flows to the second heat exchanger 13 to cool the storage box, and the other part of the refrigerant is throttled by the third throttling element 141 and flows to the third heat exchanger 14 to cool the vehicle cabin. After the two parts of the refrigerant merge in the gas-liquid separator 3, they return to the compressor 11 to continue compression and continue to circulate.

[0176] Reference Figure 4 , the third working condition: the storage box is cooled while the battery pack is cooled. Under this working condition, the compressor 11 drives the refrigerant to flow to the first heat exchanger 12, and the refrigerant after heat exchange with the first heat exchanger 12 is split. A part of the refrigerant is throttled by the first throttling element 131 and flows to the second heat exchanger 13 to realize the cooling of the storage box, and the other part of the refrigerant is throttled by the second throttling element 151 and flows to the fourth heat exchanger 15 to realize the cooling of the battery pack. After the two parts of the refrigerant merge in the gas-liquid separator 3, they return to the compressor 11 to continue compression and continue to circulate.

[0177] Reference Figure 5, the fourth working condition: the cabin cooling, battery pack cooling and storage box cooling are carried out simultaneously. Under this working condition, the compressor 11 drives the refrigerant to flow to the first heat exchanger 12, and the refrigerant after heat exchange with the first heat exchanger 12 is divided into three parts. The first part of the refrigerant is throttled by the first throttling element 131 and flows to the second heat exchanger 13 to realize the storage box cooling, the second part of the refrigerant is throttled by the second throttling element 151 and flows to the fourth heat exchanger 15 to realize the battery pack cooling, and the third part of the refrigerant is throttled by the third throttling element 141 and flows to the third heat exchanger 14 to realize the cabin cooling. After the three parts of the refrigerant merge in the gas-liquid separator 3, they return to the compressor 11 to continue compression and continue to circulate.

[0178] Reference Figure 6 , the fifth working condition: the storage box is cooled while the cabin is heated. Under this working condition, the compressor 11 drives the refrigerant to flow to the sixth heat exchanger 17 to achieve cabin heating. The refrigerant after heat exchange with the sixth heat exchanger 17 flows to the fifth heat exchanger 16 through the fourth throttling element 172, and then flows to the second heat exchanger 13 after throttling through the first throttling element 131 to achieve storage box cooling. The refrigerant after heat exchange with the second heat exchanger 13 returns to the compressor 11 to continue compression and continues to circulate.

[0179] Reference Figure 7 , the sixth operating condition: the storage box is cooled while the battery pack is heated. Under this operating condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15 to achieve heating of the battery pack. The refrigerant after heat exchange with the fourth heat exchanger 15 flows to the fifth heat exchanger 16 through the second throttling element 151, and then flows to the second heat exchanger 13 after throttling through the first throttling element 131 to achieve cooling of the storage box. The refrigerant after heat exchange with the second heat exchanger 13 returns to the compressor 11 to continue compression and continues to circulate.

[0180] Reference Figure 8 , the seventh working condition: cabin heating, battery pack heating and storage box cooling are carried out simultaneously. Under this working condition, the refrigerant discharged from the compressor 11 is split, one part flows to the sixth heat exchanger 17 to achieve cabin heating, and the other part flows to the fourth heat exchanger 15 to achieve battery pack heating. The two parts of the refrigerant merge at the fifth heat exchanger 16, and then flow to the second heat exchanger 13 after throttling by the first throttling element 131 to achieve storage box cooling. The refrigerant after heat exchange with the second heat exchanger 13 returns to the compressor 11 to continue compression and continue to circulate.

[0181] In some working conditions, the thermal management system 100 can simultaneously perform cabin heating and cabin cooling to achieve heating and dehumidification, that is, the cabin is heated by high-temperature refrigerant passing through the sixth heat exchanger 17, and the cabin is dehumidified by low-temperature refrigerant passing through the third heat exchanger 14. For example, in the eighth working condition, cabin heating, cabin cooling, and storage box cooling can be achieved simultaneously.

[0182] Reference Fig. 9 The eighth working condition: cabin heating, cabin cooling and storage box cooling are carried out simultaneously. Under this working condition, the compressor 11 drives the refrigerant to flow to the sixth heat exchanger 17 to achieve cabin heating. The refrigerant after heat exchange with the sixth heat exchanger 17 flows to the fifth heat exchanger 16 after passing through the fourth throttling element 172. The refrigerant discharged from the fifth heat exchanger 16 is divided into two parts. One part flows to the second heat exchanger 13 after throttling through the first throttling element 131 to achieve storage box cooling, and the other part of the refrigerant flows to the third heat exchanger 14 after throttling through the third throttling element 141 to achieve cabin cooling. After the two parts of the refrigerant merge in the gas-liquid separator 3, they return to the compressor 11 to continue compression and continue to circulate.

[0183] Reference Fig.10 , the ninth working condition: cabin cooling, battery pack heating and storage box cooling are carried out simultaneously. Under this working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchanger 15 to achieve battery pack heating. The refrigerant after heat exchange with the fourth heat exchanger 15 flows to the fifth heat exchanger 16 after passing through the second throttling element 151. The refrigerant discharged from the fifth heat exchanger 16 is divided into two parts, one part is throttled by the first throttling element 131 and flows to the second heat exchanger 13 to achieve storage box cooling, and the other part of the refrigerant is throttled by the third throttling element 141 and flows to the third heat exchanger 14 to achieve cabin cooling. After the two parts of the refrigerant merge in the gas-liquid separator 3, they return to the compressor 11 to continue compression and continue to circulate.

[0184] Reference Fig.11 , the tenth working condition: cabin heating, battery pack heating, cabin cooling and storage box cooling are carried out simultaneously. Under this working condition, the refrigerant discharged from the compressor 11 is split, one part flows to the sixth heat exchanger 17 to achieve cabin heating, and the other part flows to the fourth heat exchanger 15 to achieve battery pack heating. The two parts of refrigerant merge at the fifth heat exchanger 16. The refrigerant discharged from the fifth heat exchanger 16 is split into two parts, one part flows to the second heat exchanger 13 after throttling by the first throttling element 131 to achieve storage box cooling, and the other part of the refrigerant flows to the third heat exchanger 14 after throttling by the third throttling element 141 to achieve cabin cooling. After the two parts of refrigerant merge at the gas-liquid separator 3, they return to the compressor 11 to continue compression and continue to circulate.

[0185] Reference Fig.12, the eleventh working condition: cabin heating, battery pack cooling and storage box refrigeration are carried out simultaneously. Under this working condition, the compressor 11 drives the refrigerant to flow to the sixth heat exchanger 17 to achieve cabin heating. The refrigerant after heat exchange with the sixth heat exchanger 17 flows to the fifth heat exchanger 16 after passing through the fourth throttling element 172. The refrigerant discharged from the fifth heat exchanger 16 is divided into two parts, one part is throttled by the first throttling element 131 and flows to the second heat exchanger 13 to achieve storage box cooling, and the other part of the refrigerant is throttled by the second throttling element 151 and flows to the fourth heat exchanger 15 to achieve battery pack cooling. After the two parts of the refrigerant merge in the gas-liquid separator 3, they return to the compressor 11 to continue compression and continue to circulate.

[0186] Reference Fig.13 , the twelfth working condition: cabin heating, cabin cooling, battery pack cooling and storage box cooling are carried out simultaneously. Under this working condition, the compressor 11 drives the refrigerant to flow to the sixth heat exchanger 17 to achieve cabin heating. The refrigerant after heat exchange with the sixth heat exchanger 17 flows to the fifth heat exchanger 16 after passing through the fourth throttling element 172. The refrigerant discharged from the fifth heat exchanger 16 is divided into three parts. The first part of the refrigerant flows to the second heat exchanger 13 after throttling through the first throttling element 131 to achieve storage box cooling. The second part of the refrigerant flows to the fourth heat exchanger 15 after throttling through the second throttling element 151 to achieve battery pack cooling. The third part of the refrigerant flows to the third heat exchanger 14 after throttling through the third throttling element 141 to achieve cabin cooling. After the three parts of the refrigerant merge in the gas-liquid separator 3, they return to the compressor 11 to continue compression and continue to circulate.

[0187] Reference Fig.14 According to the vehicle 1000 of the present invention, it includes: a vehicle body 200 and a thermal management system 100, the vehicle body 200 is provided with a storage box, the thermal management system 100 is the above-mentioned thermal management system 100, and the second heat exchanger 13 is used to adjust the temperature in the storage box.

[0188] According to the vehicle 1000 of the embodiment of the utility model, by using the second heat exchanger 13 for adjusting the temperature of the storage box and the third heat exchanger 14 for adjusting the temperature of the cabin to share a compressor 11, there is no need to set up an independent refrigeration system specifically for the storage box, thereby reducing costs; by providing a first flow-adjustable regulating member 142 at the second end of the third heat exchanger 14, the pressure of the refrigerant discharged from the second heat exchanger 13 is prevented from affecting the pressure of the second end of the third heat exchanger 14, thereby reducing the risk of frosting of the third heat exchanger 14 and improving the reliability of cabin refrigeration.

[0189] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0190] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, the vehicle (1000) having a storage box, characterized in that: The thermal management system (100) comprises: A compressor (11), wherein the compressor (11) is provided with an exhaust port and an air inlet; A first heat exchanger (12), wherein a first end of the first heat exchanger (12) is connected to the exhaust port; a second heat exchanger (13), the second heat exchanger (13) being used for adjusting the temperature in the storage box, the first end of the second heat exchanger (13) being connected to the second end of the first heat exchanger (12) via a first throttling element (131), and the second end of the second heat exchanger (13) being connected to the air inlet; A third heat exchanger (14) for adjusting the temperature in the vehicle cabin, wherein the third heat exchanger (14) and the second heat exchanger (13) are connected in parallel, and one end of the third heat exchanger (14) is connected to the air inlet via a first flow-adjustable adjusting member (142).

2. The thermal management system of a vehicle according to claim 1, characterized in that: It also includes an energy storage component, the second heat exchanger (13) provides energy for the energy storage component, and the energy storage component is configured to store and release energy for adjusting the temperature in the storage box.

3. The thermal management system for a vehicle according to claim 2, characterized in that: It also includes a fan for guiding air flow, and in the air flow direction, the second heat exchanger (13) is located between the fan and the energy storage component.

4. The thermal management system for a vehicle according to claim 3, characterized in that: There are multiple fans, and the multiple fans operate independently.

5. The thermal management system for a vehicle according to claim 1, characterized in that: Also includes: A fourth heat exchanger (15), the fourth heat exchanger (15) being suitable for exchanging heat with a battery pack of a vehicle (1000), the first end of the fourth heat exchanger (15) being connected to the second end of the first heat exchanger (12), and the second end of the fourth heat exchanger (15) being connected to an air inlet via a second flow-adjustable regulating member (152).

6. The thermal management system for a vehicle according to claim 5, characterized in that: It also includes a fifth heat exchanger (16), wherein a first end of the fifth heat exchanger (16) is connected to the air inlet; The first end of the fourth heat exchanger (15) is switchedly connected to the second end of the first heat exchanger (12) and the second end of the fifth heat exchanger (16) through a second throttling element (151), and the second regulating member (152) is switchedly connected to the air inlet and the exhaust port. When the second throttling element (151) is connected to the fifth heat exchanger (16), the second regulating member (152) is connected to the exhaust port.

7. The thermal management system for a vehicle according to claim 6, characterized in that: Also includes: A sixth heat exchanger (17) for regulating the temperature in the vehicle cabin, wherein the first end of the sixth heat exchanger (17) is connected to the exhaust port, and the second end of the sixth heat exchanger (17) is connected to the second end of the fifth heat exchanger (16) through a fourth throttling element (172).

8. The thermal management system for a vehicle according to any one of claims 1 to 7, characterized in that: It also comprises a gas-liquid separator (3), the gas outlet of the gas-liquid separator (3) being connected to the gas inlet, and the inlet of the gas-liquid separator (3) being connected to the first regulating member (142) and the second heat exchanger (13).

9. The thermal management system for a vehicle according to claim 8, characterized in that: It also comprises a heating element, which is arranged on the gas-liquid separator (3) to heat the gas-liquid separator.

10. A vehicle (1000), characterized in that: include: A vehicle body (200), wherein the vehicle body (200) is provided with a storage box; A thermal management system (100), wherein the thermal management system (100) is a thermal management system (100) according to any one of claims 1 to 9, and the second heat exchanger (13) is used to adjust the temperature in the storage box.

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