Vehicle thermal management system and vehicle

Abstract

The utility model discloses a vehicle thermal management system and a vehicle, and relates to the technical field of vehicle thermal management, the vehicle thermal management system comprises a compressor, a first branch and a second branch, the first branch comprises a first refrigerator evaporator, the first branch is connected between an inlet of the compressor and an outlet of the compressor, and the second branch comprises a second refrigerator evaporator; the second branch comprises a first air conditioner evaporator and a gas-liquid separator, the second branch is connected between an inlet of the compressor and an outlet of the compressor, and the second branch is connected with the first branch in parallel; the gas-liquid separator is located between the first air conditioner evaporator and an inlet of the compressor. Therefore, the problem that the evaporation pressures at the outlets of the evaporators corresponding to the vehicle-mounted air conditioner and the vehicle-mounted refrigerator are different is solved.

Description

Technical Field

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

[0002] By integrating the refrigeration system of the car refrigerator into the vehicle thermal management system, the refrigeration speed of the car refrigerator can be accelerated. In this case, the evaporator of the car refrigerator and the evaporator of the car air conditioner are connected to the same compressor. Since the evaporation pressure at the outlet of the car refrigerator evaporator is lower than the evaporation pressure at the outlet of the car air conditioner evaporator, the pressure at the outlet of the car air conditioner evaporator needs to be adjusted. Utility Model Content

[0003] The present application provides a vehicle thermal management system and a vehicle, which are used to solve the problem of different evaporation pressures at the evaporator outlets corresponding to a vehicle air conditioner and a vehicle refrigerator.

[0004] In order to achieve the above objectives, this application adopts the following technical solutions:

[0005] In the first aspect, an embodiment of the present application provides a vehicle thermal management system, including a compressor, a first branch and a second branch, the first branch including a first refrigerator evaporator, the first branch being connected between the inlet of the compressor and the outlet of the compressor, the second branch including a first air-conditioning evaporator and a gas-liquid separator, the second branch being connected between the inlet of the compressor and the outlet of the compressor, and the second branch being connected in parallel with the first branch; the gas-liquid separator is located between the first air-conditioning evaporator and the inlet of the compressor.

[0006] In the present application, the gas-liquid separator is arranged in the first branch of the vehicle thermal management system, specifically, connected to the first air-conditioning evaporator. In this way, the gas pressure at the outlet of the first air-conditioning evaporator can be reduced through the gas-liquid separator, and the gas in the first refrigerator evaporator of the first branch and the first air-conditioning evaporator of the second branch has achieved consistent pressure before converging, and can be directly connected to the inlet of the compressor.

[0007] It can be understood that the present application automatically reduces the larger evaporation pressure of the first air-conditioning evaporator through the "pressure loss" effect of the gas-liquid separator, reduces it to the lower evaporation pressure on the side of the first refrigerator evaporator, and then merges and flows back to the compressor together.

[0008] In some embodiments, the vehicle thermal management system also includes a first condenser and a second expansion valve, the inlet of the first condenser is connected to the outlet of the compressor, the first branch and the second branch are located between the outlet of the first condenser and the outlet of the compressor, the first expansion valve is arranged in the first branch, and the first expansion valve is located between the outlet of the first condenser and the inlet of the first refrigerator evaporator, the second expansion valve is arranged in the second branch, and the second expansion valve is located between the outlet of the first condenser and the inlet of the first air conditioner evaporator.

[0009] In some embodiments, the gas-liquid separator includes a shell, an oil-blocking member and a connecting pipe. The shell includes a top wall and a side wall connected to the top wall. The top wall is provided with a connecting nozzle, and the inlet of the gas-liquid separator is formed in the connecting nozzle; the shell has an inner cavity, the inlet of the gas-liquid separator is connected to the inner cavity, and a mounting hole is also provided on the top wall; the oil-blocking member is located in the inner cavity; along the axial direction of the inlet of the gas-liquid separator, the oil-blocking member is spaced apart from the top wall, and the oil-blocking member is opposite to the inlet of the gas-liquid separator; a gap is provided between the oil-blocking member and the side wall; part of the connecting pipe is passed through the mounting hole, the inlet of the connecting pipe is located in the inner cavity, and the inlet of the connecting pipe is located on the side of the oil-blocking member away from the top wall; the outlet of the connecting pipe is located outside the shell, and the outlet of the connecting pipe forms the outlet of the gas-liquid separator.

[0010] In some embodiments, the connecting pipe includes a first pipe section, a second pipe section and a third pipe section, the first pipe section includes a first end and a second end that are relatively arranged, the first end is located on the side of the oil-blocking component away from the top wall, the opening of the first end forms the inlet of the connecting pipe, and from the first end to the second end, the first pipe section extends in a direction away from the top wall; a portion of the second pipe section is passed through the mounting hole, the second pipe section includes a third end and a fourth end that are relatively arranged, the third end is located in the inner cavity, and along the axial direction of the inlet of the gas-liquid separator, the third end is located on the side of the first end away from the top wall; the fourth end is located outside the shell, and the opening of the fourth end forms the outlet of the connecting pipe; the third pipe section is connected between the second end and the third end, and the side wall of the third pipe section is provided with a liquid inlet hole.

[0011] In some embodiments, the third tube segment is an arc-shaped tube, and the arc-shaped tube is arched toward a side away from the top wall.

[0012] In some embodiments, the oil-blocking member includes a top plate and an annular side plate. The top plate is opposite to the top wall and is spaced apart from each other. The annular side plate is located on the side of the top plate away from the top wall and is arranged around the edge of the top plate. An annular gap is formed between the side wall of the shell and the annular side plate.

[0013] In some embodiments, the vehicle thermal management system also includes a first throttle valve, the inlet of the first throttle valve is connected to the outlet of the first air-conditioning evaporator, the outlet of the first throttle valve is connected to the inlet of the gas-liquid separator, and the first throttle valve is used to adjust the flow rate passing through the first throttle valve.

[0014] In some embodiments, the vehicle thermal management system also includes a third expansion valve and a second air-conditioning evaporator, the inlet of the third expansion valve is connected to the outlet of the first condenser, the inlet of the second air-conditioning evaporator is connected to the outlet of the third expansion valve, and the outlet of the second air-conditioning evaporator is connected to the inlet of the first throttle valve.

[0015] In some embodiments, the vehicle thermal management system further includes a first switch valve, an inlet of the first switch valve is connected to an outlet of the first condenser, and an outlet of the first switch valve is connected to an inlet of the second expansion valve.

[0016] In some embodiments, the vehicle thermal management system further includes a fourth expansion valve and a second refrigerator evaporator, wherein an inlet of the fourth expansion valve is connected to an outlet of the first condenser, and an inlet of the second refrigerator evaporator is connected to an outlet of the second expansion valve.

[0017] In some embodiments, the vehicle thermal management system also includes a first coaxial tube, the first outer tube is arranged in the first branch, the first outer tube is located between the outlet of the first condenser and the first air-conditioning evaporator, the first inner tube is arranged in the second branch, and the first inner tube is located between the first refrigerator evaporator and the inlet of the compressor.

[0018] In some embodiments, the vehicle thermal management system further includes a first fan, and the first refrigerator evaporator is located at an air outlet side or an air inlet side of the first fan.

[0019] In some embodiments, the vehicle thermal management system further includes a first heating element, and the first heating element is located at an air outlet side or an air inlet side of the first fan.

[0020] In some embodiments, the vehicle thermal management system further includes a third branch, the third branch is connected between the inlet of the compressor and the outlet of the compressor, and the third branch is connected in parallel with the first branch and the second branch. The third branch includes a fifth expansion valve and a first battery heat exchanger, the fifth expansion valve is provided in the third branch, and the fifth expansion valve is located between the first condenser and the first battery heat exchanger.

[0021] In some embodiments, the vehicle thermal management system further includes a second throttle valve, a first end opening of the second throttle valve is connected to a second end opening of the first battery heat exchanger, and a second end opening of the second throttle valve is connected to an inlet of the gas-liquid separator.

[0022] In some embodiments, the vehicle thermal management system also includes a sixth expansion valve and a second battery heat exchanger, wherein the first end opening of the sixth expansion valve is connected to the outlet of the first condenser, and the first end opening of the second battery heat exchanger is connected to the second end opening of the sixth expansion valve.

[0023] In some embodiments, the vehicle thermal management system further includes a third throttle valve, a first end opening of the third throttle valve is connected to a second end opening of the second battery heat exchanger, and a second end opening of the third throttle valve is connected to an inlet of the gas-liquid separator.

[0024] In some embodiments, the vehicle thermal management system also includes a first one-way valve, the inlet of the first one-way valve is connected to the outlet of the first condenser, and the outlet of the first one-way valve is connected to the first end opening of the fifth expansion valve and the first end opening of the sixth expansion valve.

[0025] In some embodiments, the vehicle thermal management system further includes a second switch valve, a third switch valve, and a second one-way valve, wherein the inlet of the second switch valve is connected to the outlet of the compressor, and the outlet of the second switch valve is connected to the second end opening of the second throttle valve and the second end opening of the third throttle valve. The inlet of the third switch valve is connected to the second end opening of the second throttle valve and the second end opening of the third throttle valve, and the outlet of the third switch valve is connected to the inlet of the gas-liquid separator. The inlet of the second one-way valve is connected to the first end opening of the fifth expansion valve and the first end opening of the sixth expansion valve, and the outlet of the second one-way valve is connected to the inlet of the gas-liquid separator.

[0026] In some embodiments, the vehicle thermal management system also includes a third one-way valve, the inlet of the third one-way valve is connected to the outlet of the first condenser, the outlet of the third one-way valve is connected to the outlet of the second one-way valve and the inlet of the first one-way valve, and the first branch and the second branch are connected between the outlet of the third one-way valve and the inlet of the compressor.

[0027] In some embodiments, the vehicle thermal management system also includes a second condenser, a seventh expansion valve and a fourth switching valve, the inlet of the second condenser is connected to the outlet of the compressor, the inlet of the seventh expansion valve is connected to the outlet of the second condenser, the inlet of the fourth switching valve is connected to the outlet of the seventh expansion valve, and the outlet of the fourth switching valve is connected to the inlet of the gas-liquid separator.

[0028] In a second aspect, an embodiment of the present application provides a vehicle, comprising the above-mentioned vehicle thermal management system.

[0029] The beneficial effects of the second aspect are the same as those of the first aspect, and will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 A schematic diagram of the structure of a vehicle thermal management system provided in an embodiment of the present application;

[0031] Figure 2 A schematic diagram of the structure of a first coaxial tube provided in an embodiment of the present application;

[0032] Figure 3A schematic diagram of the structure of a gas-liquid separator provided in an embodiment of the present application;

[0033] Figure 4 A connection diagram of a first refrigerator evaporator and a second refrigerator evaporator provided in an embodiment of the present application;

[0034] Figure 5 A schematic diagram of the vehicle system structure provided in an embodiment of the present application;

[0035] Figure 6 One of the operating diagrams of a vehicle thermal management system provided in an embodiment of the present application;

[0036] Figure 7 The second operating diagram of a vehicle thermal management system provided in an embodiment of the present application;

[0037] Figure 8 The third operating diagram of a vehicle thermal management system provided in an embodiment of the present application;

[0038] Fig. 9 A fourth operating diagram of a vehicle thermal management system provided in an embodiment of the present application;

[0039] Fig.10 A fifth operating diagram of a vehicle thermal management system provided in an embodiment of the present application;

[0040] Fig.11 A sixth operating diagram of a vehicle thermal management system provided in an embodiment of the present application;

[0041] Fig.12 The seventh operating diagram of a vehicle thermal management system provided in an embodiment of the present application;

[0042] Fig.13 An eighth operating diagram of a vehicle thermal management system provided in an embodiment of the present application;

[0043] Fig.14 A ninth operating diagram of a vehicle thermal management system provided in an embodiment of the present application;

[0044] Fig.15 A tenth operating diagram of a vehicle thermal management system provided in an embodiment of the present application;

[0045] Fig.16 The eleventh operating diagram of a vehicle thermal management system provided in an embodiment of the present application;

[0046] Fig.17 The twelfth operating diagram of a vehicle thermal management system provided in an embodiment of the present application;

[0047] Fig.18 The thirteenth operating diagram of a vehicle thermal management system provided in an embodiment of the present application;

[0048] Fig.19 This is the fourteenth operating diagram of a vehicle thermal management system provided in an embodiment of the present application.

[0049] Reference numerals:

[0050] 100-compressor; 200-air conditioning system; 201-second expansion valve; 202-first air conditioning evaporator; 203-gas-liquid separator; 2031-shell; 2031a-top wall; 2031b-side wall; 2032-connecting nozzle; 2033-inner cavity; 2034-mounting hole; 204-oil blocking member; 205-connecting pipe; 2051-first pipe section; 2052-second pipe section; 2053-third pipe section; 2053a-liquid inlet hole; 206-third expansion valve; 207-second air conditioning evaporator; 208-first throttle valve; 209-first switch valve; 300-refrigerator system; 301-first expansion valve; 302-first refrigerator evaporator; 303-first coaxial tube; 3031-first outer tube; 3032-first inner tube; 304-fourth expansion valve; 305-second coaxial pipe; 306-first fan; 307-second fan; 308-second refrigerator evaporator; 400-motor cooling system; 401-fifth expansion valve; 402-first battery heat exchanger; 403-second throttle valve; 404-sixth expansion valve; 405-second battery heat exchanger; 406-third throttle valve; 407-first check valve; 408-second switch valve; 409-third switch valve; 410-second check valve; 500-first condenser; 600-third check valve; 700-second condenser; 800-seventh expansion valve; 900-fourth switch valve; 110-liquid storage tank; 120-first heat exchanger; 130-water pump; 140-four-way valve; 150-second heat exchanger; 160-water storage assembly; 170-sixth switch valve; 180-seventh switch valve; 190-fifth switch valve. DETAILED DESCRIPTION

[0051] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0052] In the description of the present invention, it should be understood that the terms "upper", "lower", "left", "right", "front", "back", "inside", "outside" and the like indicate directions or positional relationships based on the directions or relative positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention. Unless otherwise specified, the above-mentioned directional description can be flexibly set in the process of actual application under the condition that the relative positional relationship shown in the accompanying drawings is satisfied.

[0053] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, unless otherwise specified, "plurality" means two or more.

[0054] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "connected" 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 directly connected, or 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.

[0055] In the embodiments of the present invention, the terms "include", "comprises" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, article or device. In the absence of more restrictions, an element defined by the sentence "comprises a ..." does not exclude the presence of other identical elements in the process, article or device including the element.

[0056] In the embodiments of the present invention, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present invention should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0057] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0058] The vehicle thermal management system is one of the important components of the vehicle. It can perform thermal management on the air-conditioning temperature in the cabin, the operating temperature of the battery system, and auxiliary equipment such as the onboard refrigerator in the vehicle, so as to provide a comfortable experience for the driver and passengers.

[0059] In the related art, some vehicle refrigerators are driven by an independent compressor 100 and the heat dissipation component is arranged in the cabin, so that the waste heat generated during the operation of the vehicle refrigerator increases the load of the air conditioner. Some other solutions integrate the vehicle refrigerator into the vehicle thermal management system, borrow the compressor 100 and the heat dissipation component of the air conditioner, and adjust the location of the heat dissipation link to the heat dissipation component of the front cabin of the vehicle, thereby effectively avoiding the problem of heat dissipation of the vehicle refrigerator in the cabin.

[0060] However, since the refrigerant pipe connecting the onboard refrigerator in the passenger compartment and the compressor 100 in the front cabin of the vehicle is relatively long, a large amount of cooling loss will occur when the refrigerant passes through this section of the refrigerant pipe. At the same time, condensation water will be generated when the air in the environment encounters the refrigerant pipe. The condensation water drips onto the electrical components of the vehicle, which can easily cause safety problems.

[0061] Based on this, the present application provides a vehicle thermal management system and a vehicle, which can effectively solve the safety problem caused by the generation of condensed water in the vehicle thermal management system. The vehicle thermal management system provided by the present application will be described in detail below in conjunction with the specification.

[0062] Figure 1 The schematic diagram of the structure of the vehicle thermal management system in the embodiment of the present application is shown. Figure 2 Shows Figure 1 The structural diagram of the first coaxial tube 303 is shown in FIG. Figure 1 and Figure 2 The vehicle thermal management system provided in the present application includes a compressor 100 and a first condenser 500. The compressor 100 can absorb heat from the low-temperature and low-pressure refrigerant, compress it to turn it into a high-temperature and high-pressure refrigerant, and then transfer it to the first condenser 500 for heat dissipation and cooling, thereby completing the circulation work in the thermal management system.

[0063] Among them, the thermal management system in the present application also includes a first branch and a second branch, the first branch includes a first refrigerator evaporator 302, the first branch is connected between the inlet of the compressor 100 and the outlet of the compressor 100, the second branch includes a first air-conditioning evaporator 202 and a gas-liquid separator 203, the second branch is connected between the inlet of the compressor 100 and the outlet of the compressor 100, and the second branch is connected in parallel with the first branch; the gas-liquid separator 203 is located between the first air-conditioning evaporator 202 and the inlet of the compressor 100.

[0064] In some embodiments, the present application further includes a first expansion valve 301 and a first coaxial tube 303. The inlet of the first condenser 500 is connected to the outlet of the compressor 100, and the inlet of the first refrigerator evaporator 302 is connected to the outlet of the first expansion valve 301; the first coaxial tube 303 may include a first outer tube 3031 and a first inner tube 3032, the first outer tube 3031 is arranged in the second branch, the first outer tube 3031 is located between the outlet of the first condenser 500 and the first air conditioning evaporator 202, the first inner tube 3032 is arranged in the second branch, and the first inner tube 3032 is located between the first air conditioning evaporator 202 and the inlet of the compressor 100.

[0065] That is, the inlet of the first outer tube 3031 is connected to the outlet of the first condenser 500, and the outlet of the first outer tube 3031 is connected to the inlet of the first expansion valve 301; the first inner tube 3032 is sleeved in the first outer tube 3031, the inlet of the first inner tube 3032 is connected to the outlet of the first refrigerator evaporator 302, and the outlet of the first inner tube 3032 is connected to the inlet of the compressor 100.

[0066] It can be understood that the inlet of the first condenser 500 is connected to the outlet of the compressor 100, the first branch and the second branch are located between the outlet of the first condenser 500 and the outlet of the compressor 100, the first expansion valve 301 is arranged in the first branch, the first expansion valve 301 is located between the outlet of the first condenser 500 and the inlet of the first refrigerator evaporator 302, the second expansion valve 201 is arranged in the second branch, the second expansion valve 201 is located between the outlet of the first condenser 500 and the inlet of the first air-conditioning evaporator 202, and the inlet is connected to the outlet of the first condenser 500.

[0067] In this way, the outlet of the compressor 100 can produce a refrigerant in a high temperature and high pressure state. After the refrigerant flows to the first condenser 500 through the inlet of the first condenser 500, it can exchange heat with the environment in the form of heat conduction, heat convection and heat radiation, and after being converted into a refrigerant in a medium temperature and high pressure state, it flows out from the outlet of the first condenser 500. The refrigerant after flowing out first enters the first outer tube 3031 in the first coaxial tube 303, and then is converted into a refrigerant in a low temperature and low pressure state through throttling and cooling of the first expansion valve 301, and then flows into the first refrigerator evaporator 302, so that the refrigerant in the low temperature and low pressure state in the first refrigerator evaporator 302 can exchange heat with the surrounding high temperature air, and cool the high temperature air into low temperature air to achieve a refrigeration effect. After flowing out from the outlet of the first refrigerator evaporator 302, the refrigerant in the low temperature and low pressure state can enter the first inner tube 3032 of the first coaxial tube 303, and flow back to the compressor 100 through the first inner tube 3032.

[0068] It can be understood that, by setting the first coaxial tube 303, the medium-temperature refrigerant of the first outer tube 3031 can surround the outer periphery of the low-temperature refrigerant of the first inner tube 3032, so that the low-temperature refrigerant pipeline is isolated from the ambient air. In this way, on the one hand, it can be avoided that when the low-temperature refrigerant refluxes to the compressor 100, the air with a higher temperature around the low-temperature refrigerant pipeline contacts the low-temperature refrigerant pipeline, condenses and drips on the electrical components, thereby improving the safety of the relevant electrical components in the vehicle; on the other hand, the coldness of the low-temperature refrigerant in the first inner tube 3032 can be recycled by the medium-temperature refrigerant in the first outer tube 3031, thereby improving the system efficiency of the vehicle thermal management system.

[0069] It should be noted that after the above-mentioned refrigerant flows through the first heat exchanger 120 to exchange heat with the external environment, the specific physical form of the refrigerant when it flows out of the first heat exchanger 120 is determined by the ambient temperature. If the ambient temperature is high, the refrigerant in the medium-temperature and high-pressure state is gaseous. If the ambient temperature is low, the refrigerant in the medium-temperature and high-pressure state is liquid or a gas-liquid mixed state.

[0070] Continue reading Figure 2 In some embodiments, the inlet of the first outer tube 3031 is arranged at a position opposite to the inlet of the first inner tube 3032 , and the outlet of the first outer tube 3031 is arranged at a position opposite to the outlet of the first inner tube 3032 .

[0071] It can be understood that the above-mentioned structural setting can allow the medium-temperature refrigerant in the first outer tube 3031 and the low-temperature refrigerant in the first inner tube 3032 to form counter convection, effectively improving the heat exchange rate between the tubes, so that the medium-temperature refrigerant can fully recover the coldness of the low-temperature refrigerant, further improving the energy efficiency of the vehicle thermal management system.

[0072] Continue reading Figure 1 and Figure 4 In some embodiments, the vehicle thermal management system also includes a fourth expansion valve 304, a second refrigerator evaporator 308, and a second coaxial tube 305. The inlet of the second refrigerator evaporator 308 is connected to the outlet of the fourth expansion valve 304. The second coaxial tube 305 includes a second outer tube and a second inner tube. The inlet of the second outer tube is connected to the outlet of the first condenser 500, and the outlet of the second outer tube is connected to the inlet of the fourth expansion valve 304; the second inner tube is sleeved in the second outer tube, the inlet of the second inner tube is connected to the outlet of the second refrigerator evaporator 308, and the outlet of the second inner tube is connected to the inlet of the compressor 100.

[0073] It should be noted that the above-mentioned first refrigerator evaporator 302 and the second refrigerator evaporator 308 are both evaporators of vehicle refrigerators. The two vehicle refrigerators are arranged in the driver's cabin of the vehicle. The compressor 100 and the first condenser 500 are part of the air-conditioning system 200 in the vehicle and are arranged in the front cabin of the vehicle outside the driver's cabin.

[0074] In this way, on the one hand, the two vehicle refrigerators can use the first condenser 500 of the air conditioning system 200 to cool down the high-temperature refrigerant. The heat dissipation process occurs in the front cabin of the vehicle. When the vehicle is driving, the airflow can be blown to the first condenser 500 through the air intake grille and perform forced convection heat exchange with the first condenser 500, thereby improving the cooling effect of the first condenser 500 on the high-temperature refrigerant. On the other hand, the heat dissipation process of the first condenser 500 is avoided from occurring in the passenger compartment, resulting in a large load on the air conditioning system 200 and poor thermal comfort for the passengers.

[0075] In some embodiments, one car refrigerator is set on the front armrest of the cab for use by the driver and co-driver, and another car refrigerator can be set on the rear armrest of the cab for use by the rear passengers, so as to ensure that each member in the cab has a more consistent user experience.

[0076] It should be noted that since the connection method of the second refrigerator evaporator 308 in the vehicle thermal management system is the same as that of the first refrigerator evaporator 302, both are connected between the outlet of the first condenser 500 and the inlet of the compressor 100 using a coaxial tube, and the first refrigerator evaporator 302 and the second refrigerator evaporator 308 are arranged in parallel so that the two vehicle refrigerators can operate independently of each other. When one vehicle refrigerator is not working, the other vehicle refrigerator can be used to store cold drinks, fruits, meals and other foods.

[0077] In some embodiments, the vehicle thermal management system also includes a first fan 306 and a second fan 307 , the first refrigerator evaporator 302 is located on the air outlet side or the air inlet side of the first fan 306 , and the second refrigerator evaporator 308 is located on the air outlet side or the air inlet side of the second fan 307 .

[0078] In this way, the first fan 306 and the second fan 307 can respectively drive the high-temperature air around the two vehicle refrigerators toward the first refrigerator evaporator 302 and the second refrigerator evaporator 308, thereby accelerating the heat exchange rate between the high-temperature air and the low-temperature refrigerant in the first refrigerator evaporator 302 and the second refrigerator evaporator 308, thereby achieving rapid cooling of the vehicle refrigerator.

[0079] In some embodiments, the vehicle thermal management system also includes a first heating element and a second heating element. The first heating element is located on the air outlet side or the air inlet side of the first fan 306, and the second heating element is located on the air outlet side or the air inlet side of the second fan 307. The first heating element and the second heating element can both be electrically connected to the battery in the front cabin of the vehicle.

[0080] In this way, in some situations where meals need to be temporarily kept warm, for example, when family members need to bring meals to the hospital to visit patients or when taxi drivers receive new orders temporarily, the meals can be placed in the storage cavity of the refrigerator inner tank, and the battery can supply power to the two heating elements respectively, so that the two heating elements generate heat, and the two fans then blow the heat of the two heating elements to the corresponding storage cavities respectively, thereby maintaining the temperature of the storage cavity within an appropriate range and achieving the purpose of keeping the meals warm.

[0081] It should be noted that the heating element can use heat-generating elements such as electric heating film or heating resistance wire. The electric heating film can be attached to the outer wall of the inner pot, and the heating resistance wire can be set in the cavity formed between the inner wall of the refrigerator shell 2031 and the outer wall of the inner pot.

[0082] It should also be noted that the number of vehicle refrigerators is not limited to two, and can be selected according to the vehicle model. For example, on a large MVP model, the vehicle refrigerator can also be set to three or four, etc. The connection method of the evaporator in the vehicle refrigerator in the vehicle thermal management system is the same as the above-mentioned first refrigerator evaporator 302 and the second refrigerator evaporator 308, and will not be repeated here.

[0083] The above is a detailed description of the vehicle refrigerator in the vehicle thermal management system provided by the present application. The following is a description of the air-conditioning system 200 in the vehicle thermal management system.

[0084] Figure 3 Shows Figure 1 The structural diagram of the gas-liquid separator 203 is shown in FIG. Figure 1 and Figure 3 In some embodiments, the vehicle thermal management system further includes a second expansion valve 201, a first air conditioning evaporator 202 and a gas-liquid separator 203, wherein the inlet of the second expansion valve 201 is connected to the outlet of the first condenser 500, the inlet of the first air conditioning evaporator 202 is connected to the outlet of the second expansion valve 201, the inlet of the gas-liquid separator 203 is connected to the outlet of the first air conditioning evaporator 202, and the outlet of the gas-liquid separator 203 is connected to the inlet of the compressor 100. The gas-liquid separator 203 is used to reduce the pressure of the refrigerant entering from the inlet of the gas-liquid separator 203, and output the refrigerant with reduced pressure from the outlet of the gas-liquid separator 203.

[0085] It should be noted that the first air conditioning evaporator 202 is an air conditioning evaporator, and the evaporation temperature and evaporation pressure of the first air conditioning evaporator 202 in the air conditioning system 200 are greater than the evaporation temperature and evaporation pressure of the first refrigerator evaporator 302 in the vehicle refrigerator (for the convenience of description, one of the vehicle refrigerators is used as an example for description). In the related art, when the vehicle refrigerator and the air conditioning system 200 are connected in parallel, the outlet of the first refrigerator evaporator 302 is usually combined with the outlet of the first air conditioning evaporator 202, and then connected to the inlet of the gas-liquid separator 203, and pass through the outlet of the gas-liquid separator 203. This setting will cause the pressure at the outlet of the first refrigerator evaporator 302 to be the same as the pressure at the outlet of the first air-conditioning evaporator 202. Since the evaporation pressure and the evaporation temperature are coupled, the same outlet pressure will cause the evaporation temperature of the air-conditioning system 200 to be the same as the evaporation temperature of the vehicle refrigerator. If the evaporation demand of the air-conditioning system 200 is given priority, the cooling rate of the vehicle refrigerator will be slower. If the evaporation demand of the vehicle refrigerator is given priority, the ineffective pressure loss and cooling capacity of the air-conditioning system 200 will be reduced.

[0086] It can be understood that the present application optimizes the connection relationship between the first refrigerator evaporator 302 and the gas-liquid separator 203 in the vehicle refrigerator, connects the outlet of the first refrigerator evaporator 302 with the inlet of the compressor 100, and the outlet of the first air-conditioning evaporator 202 remains unchanged and is also connected to the inlet of the gas-liquid separator 203.

[0087] In this way, since the outlet of the gas-liquid separator 203 is also connected to the inlet of the compressor 100, the outlet of the first refrigerator evaporator 302 can be connected to the outlet of the gas-liquid separator 203, and the pressures of the two remain the same. Combined with the fact that the gas-liquid separator 203 can naturally reduce the pressure of the refrigerant flowing into it, so that the pressure at the inlet of the gas-liquid separator 203 is greater than the pressure at the outlet of the gas-liquid separator 203, it can be ensured that the pressure at the outlet of the first refrigerator evaporator 302 is lower than the pressure at the outlet of the first air-conditioning evaporator 202, so that the evaporation temperature of the first refrigerator evaporator 302 is lower than the evaporation temperature of the first air-conditioning evaporator 202, that is, the evaporation temperature of the vehicle refrigerator can be lower than the evaporation temperature of the air-conditioning system 200, thereby meeting the different requirements of different refrigeration equipment for evaporation temperature.

[0088] It should be noted that since the first refrigerator evaporator 302 in the present application is connected between the inlet of the compressor 100 and the outlet of the first condenser 500 by using the first coaxial tube 303, the low-temperature refrigerant located in the first inner tube 3032 and flowing back toward the inlet of the compressor 100 can be heated by the medium-temperature refrigerant located in the second inner tube, so that a small part of the liquid refrigerant in the refrigerant in a gas-liquid mixed state (if the ambient temperature is low) is further vaporized during the flow process, ensuring that the refrigerant flowing back to the compressor 100 is in a gaseous state, thereby avoiding damage to the compressor 100.

[0089] Therefore, although the outlet of the first refrigerator evaporator 302 of the present application is not connected to the inlet of the gas-liquid separator 203, so that the refrigerant flowing through the first refrigerator evaporator 302 is separated into gas and liquid in the gas-liquid separator 203, the present application can protect the safe use of the compressor 100 while meeting the different evaporation temperatures of the air-conditioning system 200 and the car refrigerator through the setting of the first coaxial tube 303 combined with the optimization of the connection relationship between the first refrigerator evaporator 302 and the gas-liquid separator 203.

[0090] Continue reading Figure 1 In some embodiments, the vehicle thermal management system also includes a third expansion valve 206 and a second air-conditioning evaporator 207, the inlet of the third expansion valve 206 is connected to the outlet of the first condenser 500, the inlet of the second air-conditioning evaporator 207 is connected to the outlet of the third expansion valve 206, and the outlet of the second air-conditioning evaporator 207 is connected to the inlet of the first throttle valve 208.

[0091] It can be understood that the inlet of the third expansion valve 206 is connected to the outlet of the first condenser 500 , the inlet of the second air-conditioning evaporator 207 is connected to the outlet of the third expansion valve 206 , and the outlet of the second air-conditioning evaporator 207 is connected to the inlet of the first throttle valve 208 .

[0092] It should be noted that the second air conditioning evaporator 207 is also an air conditioning evaporator. In terms of the connection relationship of the pipeline, the second air conditioning evaporator 207 can be connected in parallel with the first air conditioning evaporator 202; in terms of the spatial relationship in the driver's cabin, the first air conditioning evaporator 202 can be set on the center console of the front row to provide cooling air for the driver and the co-driver, and the second air conditioning evaporator 207 can be set on the side of the front armrest facing the back row to provide cooling air for the back row passengers, thereby improving the riding experience of the driver and passengers.

[0093] It should also be noted that, similar to the aforementioned car refrigerator, the number of air-conditioning evaporators is not limited to two, and can be selected according to different car models.

[0094] The specific types of the second expansion valve 201 and the third expansion valve 206 may be electronic expansion valves or thermal expansion valves, and may be selected based on the cost control of the vehicle.

[0095] When an electronic expansion valve is selected, the electronic expansion valve can automatically throttle the opening of the valve core according to the detection value of the temperature and pressure sensor connected in series with it, thereby accurately regulating the refrigerant flow and maintaining a relatively constant temperature in the vehicle; when a thermal expansion valve is selected, since the thermal expansion valve cannot be completely closed, it is necessary to set a first switch valve 209 on the inlet side of the thermal expansion valve, and control the on-off state of the pipeline through the first switch valve 209. The first switch valve 209 can be a solenoid valve or a pneumatic valve.

[0096] Exemplarily, the inlet of the first switch valve 209 is connected to the outlet of the first condenser 500 , and the outlet of the first switch valve 209 is connected to the inlet of the second expansion valve 206 .

[0097] The expansion valve and the switch valve mentioned below are the same as those mentioned above and will not be described again below.

[0098] In order to control the cooling temperature of the air-conditioning system 200, in some embodiments of the present application, the vehicle thermal management system also includes a first throttle valve 208, the inlet of the first throttle valve 208 is connected to the outlet of the first air-conditioning evaporator 202 and the outlet of the second air-conditioning evaporator 207, the outlet of the first throttle valve 208 is connected to the inlet of the gas-liquid separator 203, and the first throttle valve 208 is used to adjust the refrigerant flow passing through the first throttle valve 208, control the evaporation pressure and evaporation temperature at the outlet of the first air-conditioning evaporator 202 and the outlet side of the second air-conditioning evaporator 207, so as to achieve different cooling temperatures.

[0099] The above describes the refrigeration mechanism of the air-conditioning system 200 in the vehicle thermal management system provided in the present application. In order to further illustrate the natural decompression process of the refrigerant by the gas-liquid separator 203 in the refrigeration mechanism, the structure of the gas-liquid separator 203 in the present application is described below.

[0100] Continue reading Figure 3 In some embodiments, the gas-liquid separator 203 may include a shell 2031, an oil blocking member 204, and a connecting pipe 205. The shell 2031 includes a top wall 2031a and a side wall 2031b connected to the top wall 2031a. The top wall 2031a is provided with a connecting nozzle 2032. The inlet of the gas-liquid separator 203 is formed in the connecting nozzle. The shell 2031 has an inner cavity 2033. The inlet of the gas-liquid separator 203 is connected to the inner cavity 2033. The refrigerant can enter the inner cavity 2033 through the inlet in the connecting nozzle.

[0101] In some embodiments, the oil blocking member 204 is located in the inner cavity 2033, and along the axial direction of the inlet of the gas-liquid separator 203, the oil blocking member 204 is spaced apart from the top wall 2031a, and the oil blocking member 204 is opposite to the inlet of the gas-liquid separator 203, that is, along the axial direction of the inlet of the gas-liquid separator 203, the projection of the inlet of the gas-liquid separator 203 overlaps with at least part of the projection of the oil blocking member 204, and a gap is provided between the oil blocking member 204 and the side wall 2031b.

[0102] In this way, the refrigerant entering the inner cavity 2033 can slide along the oil-blocking member 204 to the side wall 2031b of the shell 2031, and then slide downward along the gap between the oil-blocking member 204 and the side wall 2031b. During the sliding process, the side wall 2031b of the shell 2031 will produce a certain resistance to the flow of the refrigerant, so that a pressure difference is formed between the refrigerant flowing before and after the gas-liquid separator 203.

[0103] In some embodiments, a mounting hole 2034 is further provided on the top wall 2031a, and a portion of the connecting tube 205 is passed through the mounting hole 2034, the inlet of the connecting tube 205 is located in the inner cavity 2033, the inlet of the connecting tube 205 is located on the side of the oil blocking member 204 away from the top wall 2031a, the outlet of the connecting tube 205 is located outside the shell 2031, and the outlet of the connecting tube 205 forms the outlet of the gas-liquid separator 203.

[0104] In this way, after the refrigerant enters the inner cavity 2033, the liquid refrigerant has a larger weight and can be deposited at the bottom of the inner cavity 2033 along the above-mentioned gap. The gaseous refrigerant has a lighter weight and can escape to the top of the inner cavity 2033 and flow to the outlet of the gas-liquid diverter through the connecting pipe 205.

[0105] Continue reading Figure 3 In some embodiments, the connecting pipe 205 may include a first pipe section 2051, a second pipe section 2052 and a third pipe section 2053. The first pipe section 2051 includes a first end and a second end that are oppositely arranged. The first end is located on the side of the oil blocking member 204 away from the top wall 2031a. The opening of the first end forms the entrance of the connecting pipe 205. From the first end to the second end, the first pipe section 2051 extends in a direction away from the top wall 2031a. A portion of the second pipe section 2052 is inserted into the mounting hole 2034. The second pipe section 2052 includes a third end and a fourth end that are oppositely arranged. The third end is located in the inner cavity 2033 and along the axial direction of the entrance of the gas-liquid separator 203. The third end is located on the side of the first end away from the top wall 2031a; the fourth end is located outside the shell 2031, and the opening of the fourth end forms the outlet of the connecting pipe 205. The third tube section 2053 is connected between the second end and the third end, and a liquid inlet hole 2053a is provided on a side wall 2031b of the third tube section 2053.

[0106] In this way, the gaseous refrigerant accumulated at the top can enter the first pipe section 2051 from the first end of the first pipe section 2051, and leave the gas-liquid splitter after flowing through the second end of the first pipe section 2051, the third pipe section 2053, the third end of the second pipe section 2052, and the fourth end in sequence. The liquid refrigerant deposited below the inner cavity 2033 can flow into the connecting pipe 205 through the liquid inlet hole 2053a provided on the third pipe section 2053. When the compressor 100 inhales air, the air pressure in the connecting pipe 205 decreases, and the liquid refrigerant entering the connecting pipe 205 can be converted into gaseous refrigerant, and enter the compressor 100 together with the original gaseous refrigerant in the connecting pipe 205.

[0107] In some implementations, the third pipe section 2053 is an arc-shaped pipe, and the arc-shaped pipe is arched toward the side away from the top wall 2031a. In this way, the distance between the bottom of the third pipe section 2053 and the bottom of the inner cavity 2033 is closer. When the oil return hole is set at the bottom of the third pipe section 2053, it can be ensured that the liquid refrigerant in the inner cavity 2033 can also enter the connecting pipe 205 through the oil return hole when the liquid level is low, so as to maintain the air pressure of the connecting pipe 205 stable.

[0108] In some embodiments, the oil-blocking member 204 may include a top plate and an annular side plate, wherein the top plate is opposite to and spaced apart from the top wall 2031a, the annular side plate is located on the side of the top plate away from the top wall 2031a and is arranged around the edge of the top plate, and an annular gap is formed between the side wall 2031b of the shell 2031 and the annular side plate.

[0109] The above-mentioned top plate and annular side plate can be cylindrical or polygonal, and the specific shape depends on the shape of the shell 2031. For example, if the shell 2031 is cylindrical, then the annular side plate also needs to be set to a cylindrical shape, so that the width of the annular gap is consistent, thereby ensuring that the pressure of the refrigerant when entering the annular gap is also consistent, which is beneficial to the stable operation of the gas-liquid separator 203.

[0110] The vehicle thermal management system provided in the present application also includes a battery thermal management system. The heating and cooling of the battery in the battery thermal management system will be described below in conjunction with the specification drawings.

[0111] Continue reading Figure 1 In some embodiments, the vehicle thermal management system also includes a third branch, which is connected between the inlet of the compressor 100 and the outlet of the compressor 100, and the third branch is connected in parallel with the first branch and the second branch; the third branch includes a fifth expansion valve 401, a first battery heat exchanger 402 and a second throttle valve 403; the fifth expansion valve 401 is arranged in the third branch, and the fifth expansion valve 401 is located between the first condenser 500 and the first battery heat exchanger 402.

[0112] That is, the fifth expansion valve 401, the first battery heat exchanger 402 and the second throttle valve 403, the fifth expansion valve 401 is a bidirectional expansion valve, the first end opening of the fifth expansion valve 401 is connected to the outlet of the first condenser 500, the first end opening of the first battery heat exchanger 402 is connected to the second end opening of the fifth expansion valve 401, the first end opening of the second throttle valve 403 is connected to the second end opening of the first battery heat exchanger 402, and the second end opening of the second throttle valve 403 is connected to the inlet of the gas-liquid separator 203.

[0113] It is understandable that when the power battery of the vehicle generates heat during driving, the power battery needs to be cooled in time to maintain the high power output of the power battery. The cooling process of the power battery in this application is as follows: the refrigerant in a high temperature and high pressure state flowing out of the outlet of the compressor 100 is converted into a refrigerant in a medium temperature and high pressure state through the heat dissipation of the first condenser 500, and then converted into a refrigerant in a low temperature and low pressure state through the throttling of the fifth expansion valve 401, and then enters the first battery heat exchanger 402. At this time, the first battery heat exchanger 402 acts as an evaporator to exchange heat with the power battery. The low temperature refrigerant absorbs the heat of the battery and enters the first end opening of the second throttle valve 403, and finally flows back to the inlet of the compressor 100 through the second opening of the second throttle valve 403, completing the cooling cycle of the power battery.

[0114] It should be noted that, in the cooling cycle of the power battery, the second throttle valve 403 can adjust the evaporation pressure of the first battery heat exchanger 402 by the opening of the valve core, thereby controlling the cooling temperature of the power battery.

[0115] When the vehicle is cold-started in winter, the power battery needs to be heated so that the power battery can start normally. The heating process of the power battery in this application is as follows: the refrigerant in a high-temperature and high-pressure state flows out from the outlet of the compressor 100 and enters the first battery heat exchanger 402 through the second end opening of the second throttle valve 403. At this time, the first battery heat exchanger 402 acts as a condenser to exchange heat with the power battery. The high-temperature refrigerant provides heat to the power battery through heat conduction, heat convection, and heat radiation. After absorbing the heat of the refrigerant, the power battery can heat up and start normally. The refrigerant after the heat exchange is completed enters the inlet of the gas-liquid separator 203 through the second end of the fifth expansion valve 401, and finally flows back to the inlet of the compressor 100 through the outlet of the gas-liquid separator 203, completing the heating cycle of the power battery.

[0116] It should be noted that, in the heating cycle of the power battery, the second throttle valve 403 can control the temperature of the second end opening of the first battery heat exchanger 402 by the opening of the valve core.

[0117] In order to further improve the heating or cooling efficiency of the power battery, in some embodiments, the vehicle thermal management system also includes a sixth expansion valve 404, a second battery heat exchanger 405 and a third throttle valve 406. The sixth expansion valve 404 is also a two-way expansion valve. The first end opening of the sixth expansion valve 404 is connected to the outlet of the first condenser 500, the first end opening of the second battery heat exchanger 405 is connected to the second end opening of the sixth expansion valve 404, the first end opening of the third throttle valve 406 is connected to the second end opening of the second battery heat exchanger 405, and the second end opening of the third throttle valve 406 is connected to the inlet of the gas-liquid separator 203.

[0118] In this way, the power battery can be heated or cooled by two battery heat exchangers, thereby improving the heating or cooling efficiency of the power battery. It should be noted that the number of battery heat exchangers is not limited to this, and is appropriately selected according to the output power of the power battery in the vehicle.

[0119] In order to realize the mode switching of the above-mentioned power battery between the heating mode and the cooling mode, a variety of different valves are arranged upstream and downstream of the first battery heat exchanger 402 and the second battery heat exchanger 405. The following first describes the connection relationship between each valve and multiple pipelines in the battery thermal management system, and then describes the mode switching of the power battery in combination with the on-off state of the valve.

[0120] In some embodiments, the vehicle thermal management system also includes a first one-way valve 407, the inlet of the first one-way valve 407 is connected to the outlet of the first condenser 500, and the outlet of the first one-way valve 407 is connected to the first end opening of the fifth expansion valve 401 and the first end opening of the sixth expansion valve 404.

[0121] In some embodiments, the vehicle thermal management system further includes a second switch valve 408, a third switch valve 409, and a second one-way valve 410, wherein the inlet of the second switch valve 408 is connected to the outlet of the compressor 100, and the outlet of the second switch valve 408 is connected to the second end opening of the second throttle valve 403 and the second end opening of the third throttle valve 406. The inlet of the third switch valve 409 is connected to the second end opening of the second throttle valve 403 and the second end opening of the third throttle valve 406, and the outlet of the third switch valve 409 is connected to the inlet of the gas-liquid separator 203. The inlet of the second one-way valve 410 is connected to the first end opening of the fifth expansion valve 401 and the first end opening of the sixth expansion valve 404, and the outlet of the second one-way valve 410 is connected to the inlet of the gas-liquid separator 203.

[0122] In some embodiments, the vehicle thermal management system further includes a third one-way valve 600, the inlet of the third one-way valve 600 is connected to the outlet of the first condenser 500, and the outlet of the third one-way valve 600 is connected to the outlet of the second one-way valve 410 and the inlet of the first one-way valve 407. The first branch and the second branch are connected between the outlet of the third one-way valve and the inlet of the compressor 100.

[0123] In some embodiments, the vehicle thermal management system also includes a fourth switch valve 900, the inlet of the fourth switch valve 900 is connected to the outlet of the third one-way valve 600, the outlet of the second one-way valve 410 and the inlet of the first one-way valve 407, and the outlet of the fourth switch valve 900 is connected to the inlet of the gas-liquid separator 203.

[0124] In some embodiments, the vehicle thermal management system further includes a sixth switch valve 170 , an inlet of the sixth switch valve 170 is connected to an outlet of the compressor 100 , and an outlet of the sixth switch valve 170 is connected to an inlet of the first condenser 500 .

[0125] It also includes that based on the above settings, in the cooling cycle of the power battery, the sixth switch valve 170, the third one-way valve 600, the first one-way valve 407, the second throttle valve 403, the third throttle valve 406 and the third switch valve 409 are opened, and the first switch valve 209, the second switch valve 408 and the fourth switch valve 900 are closed.

[0126] In this way, the high-temperature and high-pressure refrigerant flowing out from the outlet of the compressor 100 can be converted into a medium-temperature and high-pressure refrigerant through the heat dissipation of the first condenser 500, and then flow through the third one-way valve 600 and the first one-way valve 407 in sequence, and then flow into the first end opening of the fifth expansion valve 401 and the first end opening of the sixth expansion valve 404 respectively, and after throttling, it is converted into a low-temperature and low-pressure refrigerant, and then flows into the first battery heat exchanger 402 and the second battery heat exchanger 405 respectively to cool the power battery. The cooled refrigerant merges after flowing through the second throttle valve 403 and the third throttle valve 406. After the refrigerants merge, they pass through the third switch valve 409 into the inlet of the gas-liquid separator 203, and finally flow back to the inlet of the compressor 100 through the outlet of the gas-liquid separator 203.

[0127] In the heating cycle of the power battery, the second switch valve 408 , the second throttle valve 403 , the third throttle valve 406 , the second check valve 410 and the fourth switch valve 900 are opened, and the first switch valve 209 , the third switch valve 409 and the sixth switch valve 170 are closed.

[0128] In this way, the high-temperature and high-pressure refrigerant flowing out from the outlet of the compressor 100 flows into the second throttle valve 403 and the third throttle valve 406 via the second throttle valve 408, and then flows into the first battery heat exchanger 402 and the second battery heat exchanger 405 through the second throttle valve 403 and the third throttle valve 406 respectively to heat the power battery, and then converges at the inlet of the second one-way valve 410 after throttling and cooling through the fifth expansion valve 401 and the sixth expansion valve 404, flows into the inlet of the fourth switch valve 900 through the outlet of the second one-way valve 410, and then flows into the inlet of the gas-liquid separator 203 through the outlet of the fourth switch valve 900, and finally flows into the inlet of the compressor 100 through the outlet of the gas-liquid separator 203.

[0129] It should be noted that, similar to the vehicle refrigerator, the battery thermal management system is also provided with multiple temperature sensors. Specifically, the second end opening of the fifth expansion valve 401 is connected in series with a temperature sensor, and the second end opening of the sixth expansion valve 404 is also connected in series with a temperature sensor. When the fifth expansion valve 401 and the sixth expansion valve 404 are electronic expansion valves, the opening of the valve core can be adjusted according to the detection values ​​of the respective temperature sensors connected in series, and the flow rate of the refrigerant can be adjusted to realize automatic control of the power battery temperature, thereby maintaining the battery temperature relatively constant.

[0130] In some embodiments, the vehicle thermal management system further includes a liquid storage tank 110, the inlet of the liquid storage tank 110 is connected to the outlet of the first condenser 500, and the outlet of the liquid storage tank 110 is connected to the inlet of the third one-way valve 600. In this way, the amount of refrigerant in the vehicle thermal management system can be adjusted by the liquid storage tank 110. When there is too much refrigerant in the circulation loop, the pressure in the liquid storage tank 110 increases, and the excess gaseous refrigerant can be converted into liquid form and stored in the liquid storage tank 110; conversely, when there is too little refrigerant in the refrigerant circulation loop, the pressure in the liquid storage tank 110 decreases, and at this time, the liquid refrigerant in the liquid storage tank 110 can be converted into gaseous refrigerant to supplement the refrigerant circulation loop.

[0131] The above describes the switching process of the power battery between the heating mode and the cooling mode. The following describes the heating mode and the dehumidification mode of the air-conditioning system 200 of the present application.

[0132] Continue reading Figure 1 In some embodiments, the vehicle thermal management system also includes a second condenser 700 and a seventh expansion valve 800, the inlet of the second condenser 700 is connected to the outlet of the compressor 100, the inlet of the seventh expansion valve 800 is connected to the outlet of the second condenser 700, and the outlet of the seventh expansion valve 800 is connected to the inlet of the fourth switch valve 900.

[0133] In this way, when the cabin needs to be heated in winter, the fourth switch valve 900 can be opened, and the second switch valve 408 and the sixth switch valve 170 can be closed, so that the high-temperature refrigerant of the compressor 100 can directly enter the second condenser 700 for heat dissipation, heat the low-temperature air in the cabin, thereby raising the temperature in the cabin and providing a comfortable environment for the passengers in the cabin. The refrigerant after heat exchange enters the seventh expansion valve 800 for throttling and conversion into medium-temperature and high-pressure refrigerant, then enters the gas-liquid separator 203 through the fourth switch valve 900, and finally flows back to the compressor 100 from the gas-liquid separator 203 to complete the heating cycle of the cabin.

[0134] In some embodiments, in order to improve the heating effect in the cockpit, a heater is also provided on the second condenser 700, such as a PTC (ceramic heating element) heater, which uses a fan to drive air to flow through the PTC heating element and blow the heated air into the cockpit.

[0135] Continue reading Figure 1 In some embodiments, the vehicle thermal management system further includes a seventh switch valve 180 , the inlet of the seventh switch valve 180 is connected to the outlet of the second condenser 700 , and the outlet of the seventh switch valve 180 is connected to the inlets of the second expansion valve 201 and the third expansion valve 206 .

[0136] In this way, when the cabin is humid, the seventh switch valve 180, the first switch valve 209 and the first throttle valve 208 can be opened, and the sixth switch valve 170 and the fourth switch valve 900 can be closed. In this way, the high-temperature refrigerant flowing out of the compressor 100 can flow into the second condenser 700, and the low-temperature air in the cabin can be heated to high-temperature air and provided to the cabin for supplementary heating when passing through the second condenser 700, thereby neutralizing and balancing the subsequent decrease in the air temperature in the cabin caused by dehumidification. After the high-temperature refrigerant passes through the second condenser 700 and is cooled to medium-temperature refrigerant, it can be throttled and cooled by the second expansion valve 201 and the third expansion valve 206 respectively, and can be changed into wet steam or supercooled refrigerant, and then flow into the first air conditioning evaporator 202 and the second air conditioning evaporator 207 respectively. At this time, the first air conditioning evaporator 202 and the second air conditioning evaporator 207 act as evaporators to dehumidify the humid air in the cabin.

[0137] It should be noted that the above description of the dehumidification process is based on the flow sequence of the refrigerant in the pipeline. Although there is a sequence in the description, in the actual dehumidification process, the evaporation and dehumidification of the refrigerant in the first air-conditioning evaporator 202 and the second air-conditioning evaporator 207 and the condensation and heat dissipation of the refrigerant in the second condenser 700 are carried out simultaneously, which can remove moisture from the air in the cabin while replenishing the cabin with heat absorbed during the evaporation and dehumidification process, thereby maintaining the stability of the ambient temperature in the cabin and providing a comfortable riding experience for the passengers.

[0138] The above describes the heating mode and the dehumidification mode of the air-conditioning system 200 of the present application. The following describes the motor cooling system 400 in the vehicle thermal management system provided by the present application.

[0139] Continue reading Figure 1 In some embodiments, the vehicle thermal management system also includes a first heat exchanger 120, the first heat exchanger 120 includes a first flow channel and a second flow channel, the inlet of the first flow channel is connected to the outlet of the seventh expansion valve 800, the outlet of the first flow channel is connected to the inlet of the fourth switch valve 900, and the second flow channel can be thermally conductive with the first flow channel.

[0140] In some embodiments, the vehicle thermal management system further includes a water pump 130, a four-way valve 140, a fifth switch valve 190, a second heat exchanger 150, a water storage assembly 160 and a powertrain. The four-way valve 140 may include a first port, a second port, a third port and a fourth port, and the four-way valve 140 is used to select any two of the first port, the second port, the third port and the fourth port to be connected, and the second port is connected to the outlet of the water pump 130. The first end opening of the fifth switch valve 190 is connected to the outlet of the water pump 130, the second end opening of the fifth switch valve 190 is connected to the first end opening of the second flow channel, and the second end opening of the second flow channel is connected to the first port. The first end opening of the second heat exchanger 150 is connected to the third port, the second end opening of the second heat exchanger 150 is connected to the outlet of the powertrain, and the inlet of the powertrain is connected to the outlet of the water pump 130. The first end opening of the water storage assembly 160 is connected to the second end opening of the second heat exchanger 150, and the second end opening of the water storage assembly 160 is connected to the inlet of the water pump 130.

[0141] It should be noted that the power assembly can be a power motor or an engine, and the following description will take the power motor as an example. When the coolant is circulated in the motor cooling circuit, there will be a certain loss. Therefore, the water storage component 160 can be used to add coolant to the motor cooling circuit, so as to ensure that there is a sufficient amount of coolant in the motor cooling circuit, thereby ensuring the cooling effect of the power motor.

[0142] It should also be noted that the second heat exchanger 150 is disposed in the front cabin of the vehicle, and the airflow can enter the front cabin of the vehicle through the air intake grille in front of the vehicle, and absorb the heat of the coolant in the second heat exchanger 150 through convection heat exchange with the second heat exchanger 150.

[0143] Based on the above structural setting, the motor cooling system 400 of the present application has three working modes, specifically:

[0144] In the first working mode, the fifth switch valve 190 is closed, and the second port and the third port of the four-way valve 140 are connected. The water pump 130 can drive the coolant into the power motor, so that the coolant can absorb the heat of the power motor, and then enter the second heat exchanger 150, and the heat absorbed by the coolant is dissipated to the outside air through the second heat exchanger 150, and finally flows back to the inlet of the water pump 130 through the second port and the third port of the four-way valve 140.

[0145] In the second working mode, the fifth switch valve 190 is opened, and the first port and the third port of the four-way valve 140 are connected. The water pump 130 can drive the coolant to enter the power motor, so that the coolant can absorb the heat of the power motor, and then enter the second heat exchanger 150, and the heat absorbed by the coolant is dissipated to the outside air through the second heat exchanger 150, and then enter the second flow channel of the first heat exchanger 120 through the third port and the first port of the four-way valve 140. At this time, the medium-temperature refrigerant in the first flow channel of the first heat exchanger 120 can exchange heat with the low-temperature coolant in the second flow channel, assisting the medium-temperature refrigerant in cooling, thereby improving the overall energy efficiency of the vehicle thermal management system.

[0146] In the third working mode, the fifth switch valve 190 is closed, and the second port and the fourth port of the four-way valve 140 are connected. The water pump 130 can drive the coolant into the power motor. After the coolant flows out of the power motor, it enters the fourth port of the four-way valve 140 and flows back to the power motor through the second port of the four-way valve 140.

[0147] The present application also provides a vehicle, which may be a fuel vehicle, a new energy vehicle or a hybrid vehicle, etc. The vehicle includes the above-mentioned vehicle thermal management system. The advantages of the above-mentioned vehicle thermal management system are also possessed by the vehicle of the present application, which will not be repeated here.

[0148] See also Figure 5 The vehicle of the present application integrates the air conditioning system 200, the refrigerator system 300 and the motor cooling system 400 into the vehicle thermal management system. On the one hand, the efficiency of the vehicle thermal management system is improved. On the other hand, integrating multiple systems into a unified thermal management system can reduce the space occupied inside the vehicle. At the same time, the integrated vehicle thermal management system can bring a more simplified maintenance and management process, reduce maintenance costs and repair time, and improve the reliability and stability of the vehicle.

[0149] In addition, the present application enables the motor cooling system 400, the air conditioning system 200 and the refrigerator system 300 to be independent of each other, without any interaction or influence on each other.

[0150] Based on this, the present application can realize a variety of working conditions, and the vehicle working conditions are exemplarily described below.

[0151] In some embodiments, see Figure 6 At this time, the vehicle's air-conditioning system 200 is in cooling mode. At this time, the first switch valve 209 and the sixth switch valve 170 are opened, the second switch valve 408, the third switch valve 409 and the fourth switch valve 900 are closed, the first throttle valve 208 is opened, the seventh expansion valve 800 and the first expansion valve 301 are closed, and the fifth expansion valve 401 and the sixth expansion valve 404 are closed.

[0152] In this way, the compressor 100 compresses the collected gas and discharges high-temperature and high-pressure gas, which passes through the sixth switch valve 170 to the first condenser 500. The first condenser 500 exchanges heat with the high-temperature and high-pressure gas, and the outlet of the first condenser 500 discharges medium-temperature and high-pressure fluid (at this time, the fluid can be either liquid or gas, and the present application does not limit this).

[0153] The medium-temperature and high-pressure fluid passes through the fifth expansion valve 401 and the sixth expansion valve 404 for throttling and cooling, and becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure wet steam or supercooled liquid passes through the first air-conditioning evaporator 202 and the second air-conditioning evaporator 207, and helps the first air-conditioning evaporator 202 and the second air-conditioning evaporator 207 to perform refrigeration work.

[0154] The first air conditioning evaporator 202 and the second air conditioning evaporator 207 cool down the high temperature air in the vehicle into low temperature air, thereby performing cooling work in the vehicle.

[0155] The cooling mode of the air-conditioning system 200 will not be described in detail in the following content.

[0156] In some embodiments, see Figure 7 Combined with Figure 5 At this time, the vehicle's air-conditioning system 200 is in cooling mode, and at the same time, the vehicle's motor cooling system 400 is turned on. At this time, the first switch valve 209, the third switch valve 409 and the sixth switch valve 170 are opened, the second switch valve 408 and the fourth switch valve 900 are closed, the first throttle valve 208, the second throttle valve 403 and the third throttle valve 406 are opened, the seventh expansion valve 800 and the first expansion valve 301 are closed, and the second expansion valve 201, the fifth expansion valve 401 and the sixth expansion valve 404 are opened.

[0157] A part of the refrigerant processed by the compressor 100 and the first condenser 500 flows to the vehicle's air conditioning system 200 for refrigeration, and the other part flows to the vehicle's motor cooling system 400. The refrigerant is cooled by the fifth expansion valve 401 and the sixth expansion valve 404 to become low-temperature and low-pressure wet cold steam or cold liquid. The outlet of the second expansion valve 201 is connected to the first battery heat exchanger 402 and the second battery heat exchanger 405. At this time, the first battery heat exchanger 402 and the second battery heat exchanger 405 act as evaporators. The first battery heat exchanger 402 and the second battery heat exchanger 405 heat the vehicle through contact heat exchange. The battery pack of the vehicle is cooled, and the outlet refrigerant of the first battery heat exchanger 402 and the second battery heat exchanger 405 is a low-temperature and low-pressure fluid. The outlet refrigerant of the first battery heat exchanger 402 and the second battery heat exchanger 405 flows out through the second throttle valve 403 and the third throttle valve 406 respectively, and merges with the gas flowing out of the first throttle valve 208. The merged gas is connected to the gas-liquid separator 203, and the gas-liquid separator 203 separates the liquid refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100, thereby forming a cycle.

[0158] In some embodiments, see Figure 8 Combined with Figure 5 At this time, the air conditioning system 200 of the vehicle is in cooling mode, and at the same time, the cooling mode of the motor cooling system 400 and the refrigerator system 300 of the vehicle is turned on.

[0159] At this time, the second switch valve 408 and the fourth switch valve 900 are closed, the first switch valve 209, the third switch valve 409 and the sixth switch valve 170 are opened, the first throttle valve 208, the second throttle valve 403 and the third throttle valve 406 are opened, and the first expansion valve 301, the second expansion valve 201, the fifth expansion valve 401 and the sixth expansion valve 404 are opened.

[0160] The compressor 100 discharges high-temperature and high-pressure gas after compression, and is connected to the first condenser 500 through the sixth switch valve 170. The refrigerant exchanges heat with the environment through the first condenser 500, and the refrigerant releases heat. The outlet of the first condenser 500 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The first part of the refrigerant processed by the compressor 100 and the first condenser 500 flows to the vehicle's air-conditioning system 200 for refrigeration, the second part flows to the vehicle's motor cooling system 400, and the third part flows to the refrigerator system 300.

[0161] Taking the first refrigerator evaporator 302 as an example, the refrigerant is connected to the fourth expansion valve 304 after being cooled by the high-pressure tube of the first outer tube 3031 of the first coaxial tube 303. The refrigerant is throttled and cooled by the fourth expansion valve 304 and becomes low-temperature and low-pressure wet steam or supercooled liquid.

[0162] The outlet of the fourth expansion valve 304 is connected to the first refrigerator evaporator 302. At this time, the first refrigerator evaporator 302 cools and lowers the temperature of the items in the refrigerator through forced convection heat exchange of the first fan 306. The outlet refrigerant of the first refrigerator evaporator 302 is a low-temperature and low-pressure fluid. After passing through the first inner tube 3032 of the first coaxial tube 303, it exchanges heat with the above-mentioned high-pressure refrigerant to increase the temperature and recover the cold. Therefore, the refrigerant at the outlet of the first refrigerator evaporator 302 and the refrigerant passing through the gas-liquid separator 203 finally merge and return to the compressor 100.

[0163] Among them, although the refrigerant flow rate on the refrigerator side is smaller than the flow rate on the air conditioner and battery sides, there will be no problem of liquid refrigerant entering the compressor 100 and causing damage to the compressor 100, and there is no need to store the refrigerant.

[0164] Furthermore, in order to prevent liquid from entering the compressor 100 through the refrigerator system 300 , the second outer tube in the present application can heat the first inner tube 3032 so that the liquid refrigerant is heated to become a gaseous refrigerant and then enter the compressor 100 .

[0165] It can be understood that the refrigeration principle of the second refrigerator evaporator 308 is the same as that of the first refrigerator evaporator 302 mentioned above.

[0166] In some embodiments, see Fig. 9 Combined with Figure 5 At this time, the air conditioning system 200 of the vehicle is in cooling mode, and the cooling mode of the refrigerator system 300 is turned on.

[0167] At this time, the first switch valve 209 and the sixth switch valve 170 are opened, the second switch valve 408, the third switch valve 409 and the fourth switch valve 900 are opened, the first throttle valve 208 is opened, the second throttle valve 403 and the third throttle valve 406 are closed, the seventh expansion valve 800 is closed, the first expansion valve 301 and the second expansion valve 201 are opened, and the fifth expansion valve 401 and the sixth expansion valve 404 are closed.

[0168] The compressor 100 discharges high-temperature and high-pressure gas after compression, and is connected to the first condenser 500 through the sixth switch valve 170. The refrigerant exchanges heat with the environment through the first condenser 500, and the refrigerant releases heat. The outlet of the first condenser 500 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The first part of the refrigerant processed by the compressor 100 and the first condenser 500 flows to the vehicle's air-conditioning system 200 for refrigeration, and the second part flows to the refrigerator system 300.

[0169] Based on the above, the vehicle in this application also has the following modes:

[0170] In some embodiments, see Fig.10 Combined with Figure 5 It can be understood that at this time, the motor cooling system 400 of the vehicle is turned on, and the refrigeration mode of the refrigerator system 300 is turned on.

[0171] In some embodiments, see Fig.11 Combined with Figure 5 It can be understood that at this time, the refrigeration mode of the vehicle refrigerator system 300 is turned on alone.

[0172] In some embodiments, see Fig.12 Combined with Figure 5 It can be understood that at this time, the motor cooling system 400 of the vehicle is turned on alone.

[0173] In some embodiments, see Fig.13 Combined with Figure 5 It can be understood that at this time, the heating mode of the vehicle refrigerator system 300 is turned on alone.

[0174] In some embodiments, see Fig.14 Combined with Figure 5 It can be understood that at this time, the air conditioning system 200 and the refrigerator system 300 of the vehicle are in the heating mode, and at this time, the motor cooling system 400 of the vehicle is switched to the heating mode.

[0175] In some embodiments, see Fig.15 Combined with Figure 5 It can be understood that at this time, the air conditioning system 200 and the refrigerator system 300 of the vehicle are in heating mode.

[0176] In some embodiments, see Fig.16 Combined with Figure 5 It can be understood that at this time, the refrigerator system 300 of the vehicle is in the heating mode, and at this time, the motor cooling system 400 of the vehicle is switched to the heating mode.

[0177] In some embodiments, see Fig.17 Combined with Figure 5 It can be understood that at this time, the refrigerator system 300 of the vehicle is in the heating mode.

[0178] In some embodiments, see Fig.18 Combined with Figure 5 It can be understood that at this time, the motor cooling system 400 of the vehicle is in the heating mode.

[0179] In some embodiments, see Fig.19 Combined with Figure 5 It can be understood that at this time, the vehicle's air-conditioning system 200 switches to the dehumidification mode.

[0180] It should be noted that the operating conditions of the vehicle thermal management system in the present application include the above-mentioned modes but are not limited thereto.

[0181] The above are only specific implementations of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A vehicle thermal management system, characterized in that: include: Compressor (100); A first branch, the first branch comprising a first refrigerator evaporator (302), the first branch being connected between an inlet of the compressor (100) and an outlet of the compressor (100); A second branch, wherein the second branch comprises a first air-conditioning evaporator (202) and a gas-liquid separator (203), the second branch is connected between the inlet of the compressor (100) and the outlet of the compressor (100), and the second branch is connected in parallel with the first branch; the gas-liquid separator (203) is located between the first air-conditioning evaporator (202) and the inlet of the compressor (100).

2. The vehicle thermal management system according to claim 1, characterized in that: Also includes: a first condenser (500), wherein an inlet of the first condenser (500) is connected to an outlet of the compressor (100), and the first branch and the second branch are located between the outlet of the first condenser (500) and the outlet of the compressor (100); a first expansion valve (301), the first expansion valve (301) being arranged in the first branch, the first expansion valve (301) being located between the outlet of the first condenser (500) and the inlet of the first refrigerator evaporator (302); A second expansion valve (201), wherein the second expansion valve (201) is disposed in the second branch, and the second expansion valve (201) is located between the outlet of the first condenser (500) and the inlet of the first air-conditioning evaporator (202).

3. The vehicle thermal management system according to claim 2, characterized in that: The gas-liquid separator (203) comprises: A shell (2031), the shell (2031) comprising a top wall (2031a) and a side wall (2031b) connected to the top wall (2031a), the top wall (2031a) being provided with a communication nozzle (2032), the inlet of the gas-liquid separator (203) being formed in the communication nozzle (2032); the shell (2031) having an inner cavity (2033), the inlet of the gas-liquid separator (203) being connected to the inner cavity (2033), and a mounting hole (2034) being further provided on the top wall (2031a); an oil-blocking member (204), the oil-blocking member (204) being located in the inner cavity (2033); along the axial direction of the inlet of the gas-liquid separator (203), the oil-blocking member (204) and the top wall (2031a) are arranged at a distance, and the oil-blocking member (204) and the inlet of the gas-liquid separator (203) are opposite; a gap is provided between the oil-blocking member (204) and the side wall (2031b); and a connecting pipe (205), part of which is passed through the mounting hole (2034), the inlet of the connecting pipe (205) is located in the inner cavity (2033), and the inlet of the connecting pipe (205) is located on the side of the oil-blocking component (204) away from the top wall (2031a); the outlet of the connecting pipe (205) is located outside the shell (2031), and the outlet of the connecting pipe (205) forms the outlet of the gas-liquid separator (203).

4. The vehicle thermal management system according to claim 3, characterized in that: The connecting pipe (205) comprises: a first pipe section (2051), the first pipe section (2051) comprising a first end and a second end which are arranged opposite to each other, the first end being located on a side of the oil blocking member (204) away from the top wall (2031a), the opening of the first end forming an inlet of the connecting pipe (205), and the first pipe section (2051) extending from the first end to the second end in a direction away from the top wall (2031a); a second pipe section (2052), a portion of which is inserted into the mounting hole (2034), the second pipe section (2052) comprising a third end and a fourth end which are arranged opposite to each other, the third end being located in the inner cavity (2033) and, along the axial direction of the inlet of the gas-liquid separator (203), the third end being located on a side of the first end which is away from the top wall (2031a); the fourth end being located outside the shell (2031), and the opening of the fourth end forming the outlet of the connecting pipe (205); and a third pipe section (2053), wherein the third pipe section (2053) is connected between the second end and the third end, and a liquid inlet hole (2053a) is provided on a side wall (2031b) of the third pipe section (2053).

5. The vehicle thermal management system according to claim 4, characterized in that: The third tube section (2053) is an arc-shaped tube, and the arc-shaped tube is arched toward a side away from the top wall (2031a).

6. The vehicle thermal management system according to any one of claims 4 to 5, characterized in that: The oil blocking member (204) comprises: A top plate, the top plate is opposite to the top wall (2031a) and is spaced apart from each other; and an annular side plate, the annular side plate being located on a side of the top plate away from the top wall (2031a) and being arranged around the edge of the top plate, and an annular gap being formed between the side wall (2031b) of the shell (2031) and the annular side plate.

7. The vehicle thermal management system according to claim 2, characterized in that: Also includes: A first throttle valve (208), wherein the first throttle valve (208) is arranged in the first branch, wherein the inlet of the first throttle valve (208) is connected to the outlet of the first air-conditioning evaporator (202), and the outlet of the first throttle valve (208) is connected to the inlet of the gas-liquid separator (203), and the first throttle valve (208) is used to adjust the flow rate passing through the first throttle valve (208).

8. The vehicle thermal management system according to claim 7, characterized in that: Also includes: a third expansion valve (206), wherein an inlet of the third expansion valve (206) is connected to an outlet of the first condenser (500); and a second air-conditioning evaporator, wherein the inlet of the second air-conditioning evaporator is connected to the outlet of the third expansion valve (206), and the outlet of the second air-conditioning evaporator is connected to the inlet of the first throttle valve (208).

9. The vehicle thermal management system according to claim 8, characterized in that: Also includes: A first switch valve (209), wherein the inlet of the first switch valve (209) is connected to the outlet of the first condenser (500), and the outlet of the first switch valve (209) is connected to the inlet of the second expansion valve (201).

10. The vehicle thermal management system according to claim 3, characterized in that: Also includes: a fourth expansion valve (304), wherein an inlet of the fourth expansion valve (304) is connected to an outlet of the first condenser (500); A second refrigerator evaporator (308), wherein the inlet of the second refrigerator evaporator (308) is connected to the outlet of the fourth expansion valve (304).

11. The vehicle thermal management system according to claim 2, characterized in that: Also includes: A first coaxial tube (303), wherein the first coaxial tube (303) comprises: A first outer tube (3031), the first outer tube (3031) being arranged in the first branch, the first outer tube (3031) being located between the outlet of the first condenser (500) and the first refrigerator evaporator (302); and a first inner tube (3032) sleeved in the first outer tube (3031), wherein the first inner tube (3032) is arranged in the first branch, and the first inner tube (3032) is located between the first refrigerator evaporator (302) and the inlet of the compressor (100).

12. The vehicle thermal management system according to claim 11, characterized in that: Also includes: The first fan (306), the first refrigerator evaporator (302) is located on the air outlet side or the air inlet side of the first fan (306).

13. The vehicle thermal management system according to claim 12, characterized in that: Also includes: A first heating element, the first heating element is located on the air outlet side or the air inlet side of the first fan (306).

14. The vehicle thermal management system according to claim 13, characterized in that: Also includes: A third branch, wherein the third branch is connected between an inlet of the compressor (100) and an outlet of the compressor (100), and the third branch is connected in parallel with the first branch and the second branch; the third branch comprises a fifth expansion valve (401) and a first battery heat exchanger (402), the fifth expansion valve (401) is arranged in the third branch, and the fifth expansion valve (401) is located between the first condenser (500) and the first battery heat exchanger (402).

15. The vehicle thermal management system according to claim 14, characterized in that: Also includes: A second throttle valve (403), wherein a first end opening of the second throttle valve (403) is connected to a second end opening of the first battery heat exchanger (402), and a second end opening of the second throttle valve (403) is connected to an inlet of the gas-liquid separator (203).

16. The vehicle thermal management system according to claim 15, characterized in that: Also includes: a sixth expansion valve (404), wherein a first end opening of the sixth expansion valve (404) is connected to an outlet of the first condenser (500); A second battery heat exchanger (405), wherein a first end opening of the second battery heat exchanger (405) is connected to a second end opening of the sixth expansion valve (404).

17. The vehicle thermal management system according to claim 16, characterized in that: Also includes: A third throttle valve (406), wherein a first end opening of the third throttle valve (406) is connected to a second end opening of the second battery heat exchanger (405), and a second end opening of the third throttle valve (406) is connected to an inlet of the gas-liquid separator (203).

18. The vehicle thermal management system according to claim 17, characterized in that: Also includes: A first one-way valve (407), wherein the inlet of the first one-way valve (407) is connected to the outlet of the first condenser (500), and the outlet of the first one-way valve (407) is connected to the first end opening of the fifth expansion valve (401) and the first end opening of the sixth expansion valve (404).

19. The vehicle thermal management system according to claim 18, characterized in that: Also includes: a second switch valve (408), wherein an inlet of the second switch valve (408) is connected to an outlet of the compressor (100), and an outlet of the second switch valve (408) is connected to a second end opening of the second throttle valve (403) and a second end opening of the third throttle valve (406); a third switch valve (409), wherein the inlet of the third switch valve (409) is connected to the second end opening of the second throttle valve (403) and the second end opening of the third throttle valve (406), and the outlet of the third switch valve (409) is connected to the inlet of the gas-liquid separator (203); A second one-way valve (410), wherein the inlet of the second one-way valve (410) is connected to the first end opening of the fifth expansion valve (401) and the first end opening of the sixth expansion valve (404), and the outlet of the second one-way valve (410) is connected to the inlet of the gas-liquid separator (203).

20. The vehicle thermal management system according to claim 19, characterized in that: Also includes: A third one-way valve (600), the inlet of the third one-way valve (600) is connected to the outlet of the first condenser (500), the outlet of the third one-way valve (600) is connected to the outlet of the second one-way valve (410) and the inlet of the first one-way valve (407), and the first branch and the second branch are connected between the outlet of the third one-way valve (600) and the inlet of the compressor (100).

21. The vehicle thermal management system according to claim 2, characterized in that: Also includes: a second condenser (700), wherein an inlet of the second condenser (700) is connected to an outlet of the compressor (100); a seventh expansion valve (800), wherein an inlet of the seventh expansion valve (800) is connected to an outlet of the second condenser (700); A fourth switch valve (900), wherein the inlet of the fourth switch valve (900) is connected to the outlet of the seventh expansion valve (800), and the outlet of the fourth switch valve (900) is connected to the inlet of the gas-liquid separator (203).

22. A vehicle, characterized in that: The vehicle comprises a vehicle thermal management system as claimed in any one of claims 1 to 21.

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