Thermal management system and vehicle

Abstract

A thermal management system and a vehicle. The heat management system comprises a first refrigerant loop for switching the flow direction through a reversing valve. The reversing valve comprises a first connector, a second connector, a third connector and a fourth connector. And in the first flow direction mode, the first connector communicates with the third connector, the second connector communicates with the fourth connector, and a refrigerant of the first refrigerant loop flows back to the compressor from an outlet of the compressor sequentially through the first connector, the third connector, the second refrigerant flow channel, the first throttling valve, the first refrigerant flow channel, the second connector and the fourth connector. And in the second flow direction mode, the first connector communicates with the second connector, the third connector communicates with the fourth connector, and the refrigerant of the first refrigerant loop sequentially passes through the first connector, the second connector, the first refrigerant flow channel, the first throttling valve, the second refrigerant flow channel, the third connector and the fourth connector from the outlet of the compressor to flow back to the compressor. The first refrigerant loop is used for exchanging heat with a cooling liquid loop in the vehicle. According to the scheme, the pipeline complexity of the thermal management system can be reduced.

Description

Technical Field

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

[0002] Vehicles are widely used as convenient means of transportation. The thermal management system, as an important component of the vehicle, is used to regulate the temperature in the passenger compartment and provide a comfortable riding environment for passengers. In addition, the thermal management system can also be used to cool or heat the power battery in the vehicle, or to dissipate heat from the electric drive and / or electronic control in the vehicle, or to recycle the heat from the electric drive and / or electronic control in the vehicle to heat the passenger compartment. As the functions of the thermal management system increase, the thermal management system needs to connect more and more devices, making the piping design of the thermal management system more and more complex. In view of this, how to reduce the piping complexity of the thermal management system requires further research. Utility Model Content

[0003] Embodiments of the present application provide a thermal management system and a vehicle, which can reduce the complexity of the piping of the thermal management system.

[0004] In a first aspect, the present application provides a thermal management system comprising a first refrigerant circuit, the first refrigerant circuit comprising a compressor, a reversing valve, a first refrigerant flow path of a first heat exchanger, a first throttle valve, and a second refrigerant flow path of a second heat exchanger. The reversing valve comprises a first port, a second port, a third port, and a fourth port.

[0005] The first refrigerant circuit has a first flow direction mode and a second flow direction mode, and the reversing valve is used to realize switching between the first flow direction mode and the second flow direction mode.

[0006] In the aforementioned first flow direction mode, the aforementioned first interface and the aforementioned third interface are connected, and the aforementioned second interface and the aforementioned fourth interface are connected, and the refrigerant flow direction of the aforementioned first refrigerant circuit is: output from the outlet of the aforementioned compressor, and flow back to the aforementioned compressor through the aforementioned first interface, the aforementioned third interface, the aforementioned second refrigerant flow channel, the aforementioned first throttle valve, the aforementioned first refrigerant flow channel, the aforementioned second interface and the aforementioned fourth interface in sequence.

[0007] In the aforementioned second flow direction mode, the aforementioned first interface and the aforementioned second interface are connected, the aforementioned third interface and the aforementioned fourth interface are connected, and the refrigerant flow direction of the aforementioned first refrigerant circuit is: output from the outlet of the aforementioned compressor, pass through the aforementioned first interface, the aforementioned second interface, the aforementioned first refrigerant flow channel, the aforementioned first throttle valve, the aforementioned second refrigerant flow channel, the aforementioned third interface and the aforementioned fourth interface in sequence and return to the aforementioned compressor.

[0008] The first heat exchanger and the second heat exchanger are liquid-cooled heat exchangers, and the first heat exchanger and the second heat exchanger are used to exchange heat with a coolant circuit in a vehicle.

[0009] For example, in the first flow mode, the first heat exchanger is used to absorb heat, and the second heat exchanger is used to release heat. In the second flow mode, the second heat exchanger is used to absorb heat, and the first heat exchanger is used to release heat.

[0010] In the above scheme, by providing a reversing valve in the refrigerant circuit, the refrigerant flow direction in the refrigerant circuit can be switched, thereby enabling the two heat exchangers to switch between condensing and cooling functions. For example, in the first flow direction mode, the second heat exchanger performs the condensing function, releasing heat, while the first heat exchanger performs the cooling function, absorbing heat. In the second flow direction mode, the first heat exchanger performs the condensing function, releasing heat, while the second heat exchanger performs the cooling function, absorbing heat. In other words, the two heat exchangers can switch between absorbing and exchanging heat in different modes. Furthermore, since the two heat exchangers exchange heat with the coolant circuit, it is possible to control whether the refrigerant circuit releases heat to or absorbs heat from the coolant circuit, or in other words, whether the coolant circuit absorbs heat from or releases heat to the refrigerant circuit, depending on actual application requirements. In other words, by changing the refrigerant flow direction, the heat exchanger's heat absorption and heat release functions can be switched, allowing for flexible heat absorption or release to the coolant circuit. This allows the refrigerant and coolant circuits to be reused, simplifying the thermal management system piping design and reducing piping complexity. This simplified design saves components and reduces implementation costs.

[0011] Exemplarily, the outlet of the aforementioned compressor is connected to the aforementioned first interface, the aforementioned second interface is connected to the first end of the aforementioned first refrigerant flow channel, the second end of the aforementioned first refrigerant flow channel is connected to the first end of the aforementioned first throttle valve, the second end of the aforementioned first throttle valve is connected to the first end of the aforementioned second refrigerant flow channel, the second end of the aforementioned second refrigerant flow channel is connected to the aforementioned third interface, and the aforementioned fourth interface is connected to the inlet of the compressor.

[0012] In one possible implementation, the coolant circuit in the vehicle includes a first coolant circuit. The first coolant circuit includes a coolant flow channel of the first heat exchanger and a first heat exchange core. The first heat exchange core is used to exchange heat between the coolant and the air. In cooling mode, the first refrigerant circuit operates in the first flow mode, absorbing heat from the first coolant circuit so that the first coolant circuit provides cold air cooling through the first heat exchange core.

[0013] In this solution, a heat exchange chip is installed in the first coolant circuit to exchange heat between the coolant and the air. Heat is then removed from this first coolant circuit via the first refrigerant circuit, allowing the low-temperature coolant in the first coolant circuit to flow through the heat exchange chip, exchanging heat with the air and absorbing the air's heat. The low-temperature air is then blown out, cooling the passenger compartment. Compared to existing evaporator-based cooling methods, this solution prevents refrigerant from entering the passenger compartment, allowing the use of refrigerants with hazardous properties such as flammability while also reducing user safety risks.

[0014] In one possible implementation, the coolant circuit in the vehicle further includes a second coolant circuit. The second coolant circuit includes a coolant flow path of the second heat exchanger and a radiator. In the cooling mode, the first refrigerant circuit is used to release heat to the second coolant circuit.

[0015] In the above solution, the second coolant circuit can quickly absorb the heat of the first refrigerant circuit, thereby enabling the first refrigerant circuit to quickly absorb the heat of the first coolant circuit, thereby achieving rapid cooling.

[0016] In one possible implementation, the coolant circuit in the vehicle further includes a third coolant circuit. The third coolant circuit includes the coolant flow path of the first heat exchanger, the first heat exchange core, a first valve device, and a battery system. The first valve device is used to divert coolant from the first coolant circuit to the battery system and to return coolant flowing through the battery system to the first coolant circuit. In the cooling mode, the third coolant circuit is used to cool the battery system.

[0017] In the above solution, the thermal management system can also be used to cool the battery system in the vehicle to meet the cooling needs of the battery system.

[0018] In one possible implementation, the first valve device includes a first three-way valve and a first one-way valve. The first three-way valve is used to divert coolant from the first coolant circuit to the battery system, and the first one-way valve is used to return coolant flowing through the battery system to the first coolant circuit. Alternatively, the first valve device is a first multi-way valve, having two ports connected to the first coolant circuit, one port connected to the coolant flow channel inlet of the battery system, and another port connected to the coolant flow channel outlet of the battery system.

[0019] In the above solution, the first valve device, which diverts coolant from the first coolant circuit to the battery system and returns coolant flowing through the battery system to the first coolant circuit, can be composed of a three-way valve and a one-way valve, or a multi-way valve with at least four ports. This first valve device offers flexible implementation options to meet diverse piping design requirements. Implementing this first valve device through a multi-way valve can increase the integration of the thermal management system and reduce the overall system footprint.

[0020] In one possible implementation, the coolant circuit in the vehicle includes a first coolant circuit and a fourth coolant circuit. The first coolant circuit includes the coolant flow path and a first heat exchange core of the first heat exchanger. The fourth coolant circuit includes the coolant flow path and a second heat exchange core of the second heat exchanger. The first and second heat exchange cores are used to exchange heat between the coolant and the air.

[0021] In the heating and dehumidification mode, the first refrigerant circuit operates in the first flow mode. The first refrigerant circuit absorbs heat from the first coolant circuit and releases heat to the fourth coolant circuit. The first coolant circuit cools and dehumidifies the air through the first heat exchange core. The cooled and dehumidified air is heated by the second heat exchange core.

[0022] In the above solution, the thermal management system can also be used to implement a heating and dehumidification mode to meet the heating and dehumidification requirements of the passenger compartment. Furthermore, this solution can utilize the first heat exchange core for cooling and dehumidification. Compared to existing methods that utilize an evaporator for cooling and dehumidification, this solution prevents refrigerant from entering the passenger compartment, allowing the use of refrigerants with hazardous properties such as flammability while also reducing user safety risks.

[0023] In a possible implementation, the aforementioned fourth coolant circuit also includes one or more of a radiator, an electric drive, and an electronic control.

[0024] In the aforementioned solution, in the heating and dehumidification mode, the fourth coolant circuit also includes one or more components selected from the group consisting of a radiator, an electric drive, and an electronic control. These components dissipate excess heat in the fourth coolant circuit, thereby regulating the temperature of the fourth coolant circuit and, in turn, the heat supplied to the passenger compartment, preventing the passenger compartment from overheating and thus meeting the user's heating needs.

[0025] In one possible implementation, the coolant circuit in the aforementioned vehicle also includes a fifth coolant circuit. The aforementioned fifth coolant circuit includes the coolant flow channel of the aforementioned second heat exchanger, the aforementioned second heat exchange core, a second valve device, and a battery system. The aforementioned second valve device is used to divert the coolant of the aforementioned fourth coolant circuit to the aforementioned battery system, and return the coolant flowing through the aforementioned battery system to the aforementioned fourth coolant circuit. In the aforementioned heating and dehumidification mode, the aforementioned compressor operates at the lowest speed, and when the coolant temperature in the aforementioned fourth coolant circuit is greater than or equal to the first threshold, the aforementioned fifth coolant circuit is used to adjust the temperature of the aforementioned fourth coolant circuit.

[0026] If the compressor runs at its lowest speed and the heat in the fourth coolant circuit is excessive, it will cause the compressor to frequently stop and restart, impairing the performance of both the compressor and the thermal management system. In the above solution, when the compressor runs at its lowest speed, the fifth coolant circuit regulates the temperature of the fourth coolant circuit, allowing the heat in the fourth coolant circuit to be transferred and reducing the temperature. This avoids frequent starts and stops of the compressor.

[0027] In one possible implementation, the first valve device includes a second three-way valve and a second one-way valve. The second three-way valve is used to divert coolant from the fourth coolant circuit to the battery system, and the second one-way valve is used to return coolant flowing through the battery system to the fourth coolant circuit. Alternatively, the second valve device is a second multi-way valve, having two ports connected to the fourth coolant circuit, one port connected to the coolant flow channel inlet of the battery system, and another port connected to the coolant flow channel outlet of the battery system.

[0028] In the above solution, the second valve assembly, which diverts coolant from the fourth coolant circuit to the battery system and returns coolant flowing through the battery system to the fourth coolant circuit, can consist of a three-way valve and a one-way valve, or a multi-way valve with at least four ports. This second valve assembly offers flexible implementation options to meet diverse piping design requirements. Implementing this second valve assembly through a multi-way valve can increase the integration of the thermal management system and reduce the overall system footprint.

[0029] In one possible implementation, the coolant circuit in the aforementioned vehicle also includes a third coolant circuit. The aforementioned third coolant circuit includes the coolant flow channel of the aforementioned first heat exchanger, the aforementioned first heat exchange core, the first valve device and the battery system. The aforementioned first valve device is used to divert the coolant of the aforementioned first coolant circuit to the aforementioned battery system, and return the coolant flowing through the aforementioned battery system to the aforementioned first coolant circuit. In the aforementioned heating and dehumidification mode, when the aforementioned compressor operates at the lowest speed and the coolant temperature in the aforementioned first coolant circuit is less than or equal to the second threshold, the aforementioned third coolant circuit is used to adjust the temperature of the aforementioned first coolant circuit.

[0030] If the compressor runs at its lowest speed and the temperature in the first coolant circuit is too low, frost will form on the first heat exchange core and the compressor will frequently stop and restart. This will impair the performance of the compressor and the thermal management system. In the above solution, when the compressor runs at its lowest speed, the temperature in the first coolant circuit is regulated by the third coolant circuit to prevent it from falling too low. This prevents frost on the first heat exchange core and frequent compressor starts and stops.

[0031] In one possible implementation, the coolant circuit in the vehicle includes a first coolant circuit. The first coolant circuit includes a coolant flow channel of the first heat exchanger and a first heat exchange core. The first heat exchange core is used to exchange heat between the coolant and the air.

[0032] In the heating mode, the first refrigerant circuit operates in the second flow mode, and the first refrigerant circuit is used to release heat to the first coolant circuit, so that the first coolant circuit provides hot air heating through the first heat exchange core.

[0033] In the above solution, in the thermal management system provided by the present application, the first coolant circuit can be used for cooling as well as for heating, thus saving device expenses.

[0034] In one possible implementation, the coolant circuit in the vehicle further includes a sixth coolant circuit. The sixth coolant circuit includes the coolant flow channel of the second heat exchanger and the target device, wherein the target device includes an electric drive and / or an electric control.

[0035] In the heating mode, the first refrigerant circuit is used to absorb heat from the sixth coolant circuit and release the heat to the first coolant circuit, so that the first coolant circuit provides hot air heating through the first heat exchange core.

[0036] In the above solution, the heat generated by the electric drive and / or electronic control in the vehicle can be recycled and utilized to heat the passenger compartment, thereby reducing energy waste.

[0037] In one possible implementation, the thermal management system further includes a seventh coolant circuit. The seventh coolant circuit includes a coolant flow channel of the second heat exchanger and a water heater. The water heater is used to heat the coolant in the seventh coolant circuit.

[0038] In the heating mode, the first refrigerant circuit is used to absorb heat from the seventh coolant circuit and release the heat to the first coolant circuit, so that the first coolant circuit provides hot air heating through the first heat exchange core.

[0039] In the above solution, when the ambient temperature is low, the coolant can be heated by the above heater to heat the passenger compartment, thereby ensuring the heating needs of the passenger compartment.

[0040] In one possible implementation, the thermal management system further includes a second refrigerant circuit, the second refrigerant circuit including the compressor and a second throttle valve, and the second refrigerant circuit is configured to re-input at least a portion of the refrigerant output by the compressor into the compressor.

[0041] In low-temperature environments, the compressor cannot operate stably for long periods of time due to low inlet temperature and pressure, but it can still be started and operated for a short period of time. Therefore, during this short period of operation, the high-pressure, high-temperature refrigerant output by the compressor can be returned to the compressor inlet via the aforementioned second refrigerant circuit to increase the temperature and pressure of the refrigerant at the compressor inlet, prompting the compressor to continue operating at low temperatures. This ensures the normal operation of the compressor at low temperatures, and thus the normal use of the air conditioning system in low-temperature environments.

[0042] In a possible implementation, the first refrigerant circuit is integrated on a refrigerant substrate or a refrigerant bracket.

[0043] Integrating the refrigerant part in the above solution can reduce the refrigerant charge amount and the risk of refrigerant leakage, thereby improving safety.

[0044] In a second aspect, the present application provides a vehicle comprising the thermal management system described in any one of the first aspects above. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figures 1 to 7 The figure shows a schematic diagram of the thermal management system architecture provided by an embodiment of the present application;

[0046] Figure 8 Shown is a schematic diagram of the positions of the two heat exchange cores and the air flow direction;

[0047] Figure 9 The figure shows a schematic diagram of the thermal management system architecture provided by an embodiment of the present application;

[0048] Figure 10 Shown is a schematic diagram of the positions of the two heat exchange cores and the air flow direction;

[0049] Figures 11 to 22 The figure shows a schematic diagram of the thermal management system architecture provided by an embodiment of the present application;

[0050] Figure 23 Shown is a schematic diagram of the vehicle structure provided in an embodiment of the present application. DETAILED DESCRIPTION

[0051] In the embodiment of the present application, "multiple" refers to two or more. In the embodiment of the present application, "and / or" is used to describe the association relationship of associated objects, indicating three relationships that can exist independently. For example, A and / or B can be expressed as follows: A exists alone, B exists alone, or A and B exist at the same time. The description methods such as "at least one of a1, a2, ... and an" used in the embodiment of the present application include the situation where any one of a1, a2, ... and an exists alone, and also include any combination of any multiple of a1, a2, ... and an, each of which can exist alone; for example, the description method of "at least one of a, b and c" includes the situation where a is alone, b is alone, c is alone, a and b combination, a and c combination, b and c combination, or abc combination.

[0052] In this application, the terms "first," "second," and the like are used to distinguish between identical or similar items having substantially the same function or effect. It should be understood that "first," "second," and "nth" do not have a logical or temporal dependency, nor do they limit the quantity or order of execution. It should also be understood that although the following description uses the terms "first," "second," and the like to describe various elements, these elements should not be limited by these terms. These terms are simply used to distinguish one element from another.

[0053] In the various embodiments of the present application, unless otherwise specified or there is a logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced by each other. The technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0054] For example, the connection described in the embodiments of the present application refers to the connectivity of the coolant channel or the refrigerant channel, or the connectivity achieved by adjusting the relevant valve device, etc.

[0055] The embodiments of the present application are applicable to vehicles, and are also applicable to other thermal management scenarios with cooling (heat dissipation) and / or heating requirements. This application is mainly introduced by taking the application scenario of a vehicle as an example. For example, the embodiments of the present application can be applied to traditional fuel vehicles or new energy vehicles. Among them, the new energy vehicle is a vehicle suitable for being driven by an electric drive. The new energy vehicle can be a pure electric vehicle (pure electric vehicle / battery electric vehicle, pure EV / batteryEV), a hybrid electric vehicle (hybrid electric vehicle, HEV), a range extended electric vehicle (range extended electric vehicle, REEV), a plug-in hybrid electric vehicle (plug-in hybrid electric vehicle, PHEV) or a hydrogen engine vehicle, etc. The embodiments of the present application do not limit the specific type of new energy vehicles.

[0056] As an important component of a vehicle, the thermal management system can achieve temperature regulation of the vehicle passenger compartment and / or components in the vehicle (such as electric drive, electronic control or battery, etc.). As more and more components require temperature regulation and the number of temperature regulation modes in the vehicle increases, the thermal management system needs to connect more and more devices, making the piping design of the thermal management system more and more complex. In order to simplify the piping design of the thermal management system and reduce the implementation complexity of the thermal management system. The embodiment of the present application provides a thermal management system and a vehicle. An exemplary introduction is given below.

[0057] First, you can refer to the example Figure 1 , exemplarily shows a possible structure of the thermal management system provided in the embodiment of the present application. The thermal management system includes a first refrigerant circuit. The first refrigerant circuit includes Figure 1 The compressor 101, the reversing valve 102, the refrigerant flow path of the first heat exchanger 103, the first throttle valve 104 and the refrigerant flow path of the second heat exchanger 105 are shown.

[0058] The compressor 101 is used to compress the low-temperature and low-pressure refrigerant to obtain high-temperature and high-pressure refrigerant output, and at the same time provide power for the refrigerant to circulate in the first refrigerant circuit. The outlet and inlet of the compressor 101 are respectively d 11 and d 12 express.

[0059] The reversing valve 102 comprises at least four interfaces. The four interfaces are respectively referred to as the first interface, the second interface, the third interface and the fourth interface. The first interface, the second interface, the third interface and the fourth interface are respectively referred to as the 21 d 22 d 23 and d24 The reversing valve 102 can be used to switch the refrigerant flow direction of the first refrigerant circuit. For example, the reversing valve 102 can be a four-way reversing valve or a multi-way valve. For example, the refrigerant flow direction is switched by controlling the opening and closing of the flow channel in the four-way reversing valve or the multi-way valve.

[0060] The first heat exchanger 103 is a liquid-cooled heat exchanger used to exchange heat with the coolant circuit in the vehicle. The first heat exchanger 103 includes a refrigerant flow channel and a coolant flow channel. The two interfaces of the refrigerant flow channel are respectively d 31 and d 32 The two interfaces of the coolant flow channel are represented by d 33 and d 34 express.

[0061] The first throttle valve 104 can be used to throttle and reduce the pressure of the refrigerant flowing through the first throttle valve 104. The two interfaces of the first throttle valve 104 are respectively used for 41 and d 42 express.

[0062] The second heat exchanger 105 is a liquid-cooled heat exchanger used to exchange heat with the coolant circuit in the vehicle. The second heat exchanger 105 includes a refrigerant flow channel (i.e., the second medium flow channel) and a coolant flow channel. The two interfaces of the refrigerant flow channel are respectively d 51 and d 52 The two interfaces of the coolant flow channel are represented by d 53 and d 54 express.

[0063] For example, the outlet d of the compressor 101 is 11 The first interface d with the reversing valve 102 21 Connect the second port d of the reversing valve 102 22 The first end of the refrigerant flow channel of the first heat exchanger 103 (eg Figure 1 Interface d shown 31 ) connection. The second end of the refrigerant flow channel (for example Figure 1 Interface d shown 32 ) and the first end of the first throttle valve 104 (eg Figure 1 Interface d shown 41 ) is connected. The second end of the first throttle valve 104 (eg Figure 1 Interface d shown 42 ) and the first end of the refrigerant flow channel of the second heat exchanger 105 (eg Figure 1 Interface d shown 51 ) connection. The second end of the refrigerant flow channel (for example Figure 1 Interface d shown 52 ) and the third interface d of the reversing valve 10223 The fourth port d of the reversing valve 102 is connected. 24 The inlet d of the compressor 101 12 connect.

[0064] In a possible implementation, the first refrigerant circuit may further include a gas-liquid separator 106, for example Figure 1 As shown. The gas-liquid separator 106 can be used to store the refrigerant and realize the gas-liquid separation of the refrigerant. The gas-liquid separator 106 can be set at the inlet of the compressor 101. For example, the inlet of the gas-liquid separator 106 is connected to the fourth interface d of the reversing valve 102. 24 The outlet of the gas-liquid separator 106 is connected to the inlet of the compressor 101. 12 connect.

[0065] The first refrigerant circuit has a first flow mode and a second flow mode. The reversing valve 102 can switch between the first flow mode and the second flow mode.

[0066] For example, see Figure 2 In the first flow mode, the first port d in the reversing valve 102 21 and the third interface d 23 Connect; second interface d 22 and the fourth interface d 24 The refrigerant flow direction of the first refrigerant circuit is: from the outlet d of the compressor 101 11 Output, in turn through the first port d of the reversing valve 102 21 and the third interface d 23 , the refrigerant flow path of the second heat exchanger 105, the first throttle valve 104, the refrigerant flow path of the first heat exchanger 103, the second interface d of the reversing valve 102 22 and the fourth interface d 24 Returns to compressor 101.

[0067] For example, see Figure 3 In the second flow mode, the first port d in the reversing valve 102 21 and the second interface d 22 Connect; third interface d 23 and the fourth interface d 24 The refrigerant flow direction of the first refrigerant circuit is: from the outlet d of the compressor 101 11 Output, in turn through the first port d of the reversing valve 102 21 and the second interface d 22 , the refrigerant flow path of the first heat exchanger 103, the first throttle valve 104, the refrigerant flow path of the second heat exchanger 105, the third interface d of the reversing valve 102 23and the fourth interface d 24 Returns to compressor 101.

[0068] For example, in the first flow mode, the second heat exchanger 105 can function as a condenser to release heat. For example, it can release heat from the first refrigerant circuit to the vehicle's coolant circuit. The first heat exchanger 103 can function as a cooler to absorb heat. For example, it can absorb heat from the vehicle's coolant circuit.

[0069] For example, in the second flow mode, the first heat exchanger 103 can function as a condenser to release heat. For example, it can release heat from the first refrigerant circuit to the vehicle's coolant circuit. The second heat exchanger 105 can function as a cooler to absorb heat. For example, it can absorb heat from the vehicle's coolant circuit.

[0070] For example, in a specific implementation, the thermal management system of an embodiment of the present application may further include a controller (not shown). Alternatively, the controller may be independent of the thermal management system. The controller may control the opening or closing of the components in the thermal management system, and may also control the connectivity and disconnection of the flow channel in the valve device (such as the above-mentioned reversing valve 102) to achieve flow direction switching, etc. This embodiment of the present application will not be elaborated on. For example, the controller may control the various components in the thermal management system to achieve circulation of the refrigerant circuit and the coolant circuit. Various functional modes such as cooling mode, heating mode, dehumidification mode or heat dissipation mode may then be achieved. For specific examples, please refer to the subsequent introduction, which will not be described in detail here.

[0071] In the above scheme, by providing a reversing valve in the refrigerant circuit, the refrigerant flow direction in the refrigerant circuit can be switched, thereby enabling the switching between the condensing and cooling functions of the two heat exchangers. For example, in the first flow direction mode, the second heat exchanger performs the condensing function, releasing heat, while the first heat exchanger performs the cooling function, absorbing heat. In the second flow direction mode, the first heat exchanger performs the condensing function, releasing heat, while the second heat exchanger performs the cooling function, absorbing heat. In other words, the two heat exchangers can switch between absorbing and exchanging heat in different modes. Furthermore, since the two heat exchangers exchange heat with the coolant circuit, it is possible to control whether the refrigerant circuit releases heat to or absorbs heat from the coolant circuit, or, in other words, whether the coolant circuit absorbs heat from or releases heat to the refrigerant circuit, according to actual application requirements. This allows the refrigerant and coolant circuit piping to be reused, simplifying the thermal management system's piping design and reducing piping complexity. This simplified design saves components and also reduces implementation costs.

[0072] In one possible implementation, the above Figure 1The first refrigerant circuit shown can be integrated into the refrigerant base plate or the refrigerant bracket. This integration can reduce the refrigerant charge amount and the risk of refrigerant leakage, thereby improving safety.

[0073] In a possible implementation, see for example Figure 4 , combined with Figure 1 The thermal management system shown in the figure may further include a first coolant circuit L1. The first coolant circuit L1 includes the coolant flow channel of the above-mentioned first heat exchanger 103 and the first heat exchange core 107. The first heat exchange core 107 can be used to realize heat exchange between coolant and air. For example, in one possible implementation, the warm air core in the air-conditioning system can be used as the first heat exchange core 107. The difference is that, in the embodiment of the present application, the first heat exchange core 107 can not only exchange heat to provide hot air, but also exchange heat to provide cold air.

[0074] In another possible implementation, the first coolant circuit L1 may further include a water pump 108. The water pump 108 may be used to drive the coolant in the first coolant circuit L1 to circulate. Figure 4 As shown, the water pump 108 can drive the coolant from the interface d of the coolant flow channel of the first heat exchanger 103 33 After output, it flows to the first heat exchange core 107. Then, after passing through the first heat exchange core 107, it flows to the interface d of the coolant flow channel of the first heat exchanger 103. 34 A first coolant circuit L1 is formed.

[0075] In one possible implementation, Figure 4 As shown. The thermal management system may further include a second coolant loop L2. The second coolant loop L2 may include the coolant flow channel of the second heat exchanger 105 and a radiator 109. The radiator 109 is used to dissipate heat in the second coolant loop L2 into the air.

[0076] In another possible implementation, the second coolant circuit L2 may further include a water pump 110. The water pump 110 may be used to drive the coolant in the second coolant circuit L2 to circulate. Figure 4 As shown, the water pump 110 can drive the coolant from the interface d of the coolant flow channel of the second heat exchanger 105 53 After output, it flows to the radiator 109. Then, after passing through the radiator 109, it flows to the interface d of the coolant flow channel of the second heat exchanger 105. 54 A second coolant circuit L2 is formed.

[0077] above Figure 4The thermal management system shown can be operated in cooling mode to achieve cooling of the vehicle passenger compartment. For example, in the cooling mode, the first refrigerant circuit is operated in the cooling mode. Figure 2 The first flow mode shown is used. The first refrigerant circuit absorbs heat from the first coolant circuit L1, allowing the first coolant circuit L1 to provide cold air cooling through the first heat exchange core 107. Furthermore, the first refrigerant circuit releases heat to the second coolant circuit L2. This means that the second coolant circuit L2 absorbs heat from the first refrigerant circuit to cool the refrigerant in the first refrigerant circuit. For ease of understanding, the following example is provided.

[0078] For example, in the cooling mode described above, the high-temperature, high-pressure refrigerant output by the compressor 101 passes through the reversing valve 102 and is then fed into the refrigerant flow path of the second heat exchanger 105 for heat exchange. During this process, the controller controls the circulation of the coolant in the second coolant loop L2. This coolant flows through the coolant flow path of the second heat exchanger 105, exchanging heat with the refrigerant in the refrigerant flow path of the second heat exchanger 105 to remove heat. After absorbing heat, the coolant flows to the radiator, where it dissipates the heat. The refrigerant output from the second heat exchanger 105 is throttled and reduced in pressure by the first throttle valve 104, becoming low-temperature refrigerant and then fed into the refrigerant flow path of the first heat exchanger 103 for heat exchange. During this process, the controller controls the circulation of the coolant in the first coolant loop L1. This coolant flows through the coolant flow path of the first heat exchanger 103, exchanging heat with the refrigerant in the refrigerant flow path of the first heat exchanger 103 to release heat. After releasing heat, the low-temperature coolant flows to the first heat exchange core 107. The first heat exchange core 107 absorbs heat from the passenger compartment air to cool the passenger compartment.

[0079] In a possible implementation, see for example Figure 5 The thermal management system provided in the embodiment of the present application may further include a third coolant loop L3. The third coolant loop L3 may include the coolant flow channel of the first heat exchanger 103, the first heat exchange core 107, the first valve device 111, and the battery system 112. The battery system 112 may be, for example, a power battery system in a vehicle. The first valve device 111 is used to divert the coolant from the first coolant loop L1 to the battery system 112, and to return the coolant flowing through the battery system 112 to the first coolant loop L1.

[0080] For example, in one implementation, Figure 5 As shown. The first valve device 111 may include a first three-way valve 1111 and a first one-way valve 1112. The first three-way valve 1111 is used to divert the coolant of the first coolant circuit L1 to the battery system 112. The first one-way valve 1112 is used to return the coolant flowing through the battery system 112 to the first coolant circuit L1. For example, in another implementation, Figure 6 As shown. The first valve device 111 can be a multi-way valve, Figure 6 The first valve device 111 is illustrated as a four-way valve. The multi-way valve has two interfaces connected to the first coolant circuit L1, one interface is used to connect to the coolant flow channel inlet of the battery system 112, and another interface is connected to the coolant flow channel outlet of the battery system 112. It is understandable that the introduction of the specific implementation of the first valve device 111 here is only an example and does not constitute a limitation on the embodiments of the present application. In specific implementations, the functions of the first valve device 111 can be achieved by other valve devices or combinations of valve devices, and the embodiments of the present application do not limit this.

[0081] In another possible implementation, the third coolant circuit L3 may further include a water pump 113. The water pump 113 may be used to drive the coolant in the third coolant circuit L3 to circulate. Figure 5 or Figure 6 As shown, the water pump 113 can drive the coolant diverted from the first coolant loop L1 to flow to the coolant flow channel inlet of the battery system 112. Then, after being output through the coolant flow channel outlet of the battery system 112, it flows back to the first coolant loop L1 and flows to the coolant flow channel of the first heat exchanger 103 to form the third coolant loop L3.

[0082] For example, in the cooling mode, the third coolant loop L3 can be controlled to cool the battery system 112. For example, based on the heat exchange conditions in the cooling mode described above, the low-temperature coolant in the first coolant loop L1 can be diverted to the battery system 112 via the first valve device 111. The low-temperature coolant flows through the battery system 112 and absorbs heat from the battery system 112. After absorbing heat, the coolant flows back to the first coolant loop L1 through the first valve device 111 and flows to the coolant flow path of the first heat exchanger 103 to form a loop.

[0083] In one possible implementation, the thermal management system provided in the embodiment of the present application may be as follows: Figure 7 Compared with the above Figure 5 ,Should Figure 7 The thermal management system shown may further include a second heat exchange core 114 , a heater 115 , a target device (the target device is electrically driven and / or electrically controlled) 116 , a five-way valve 117 , a water pump 118 , a second valve device 119 and a three-way valve 120 .

[0084] The second heat exchange core 114 is used to achieve heat exchange between the coolant and the air. For example, in a possible implementation, a heater core in an air conditioning system can be used as the second heat exchange core 114.

[0085] The five-way valve 117 includes five interfaces, each of which is connected to a d 61 d 62 d 63 d 64 d 65 and d 66 The interface d 61 Interface d with the coolant flow channel of the second heat exchanger 105 53 Connection. This interface d 62 The radiator 109 is connected to one end of the interface. The other end of the radiator 109 is connected to one end of the interface of the target device 116. The other end of the interface of the target device 116 is connected to the inlet of the water pump 110. The outlet of the water pump 110 is connected to the interface of the five-way valve 117. 64 Connection. Figure 7 As shown, a three-way interface P1 is further provided between the radiator 109 and the target device 116. One interface of the P1 is connected to the radiator 109, one interface is connected to the target device 116, and the other interface is connected to the interface d of the five-way valve 117. 63 Connection. Interface d of five-way valve 117 65 Connected to the inlet of the water pump 118. The outlet of the water pump 118 is connected to one end interface of the second heat exchange core 114 and one end interface of the heater 115 through the three-way valve 120. The other end interface of the second heat exchange core 114 and the other end interface of the heater 115 are connected through the three-way interface P2 and then connected to the interface d of the coolant flow channel of the second heat exchanger 105. 54 .

[0086] For example, the water pump 110 is used to drive the coolant to the interface d of the five-way valve 117. 64 The water pump 118 is used to drive the interface d from the five-way valve 117 65 The output coolant is sent to the interface d of the second heat exchanger 105. 54 Flow. Understandably, Figure 7 The positions of the water pump 110 and the water pump 118 shown are only examples and do not constitute a limitation to the embodiments of the present application. The positions of the two water pumps can be reasonably adjusted according to actual application needs.

[0087] In addition, in the above Figure 7 In the embodiment, the second valve device 119 may include a second three-way valve 1191 and a second one-way valve 1192. The second three-way valve 1191 is used to connect the interface d to the second heat exchanger 105. 54 The flowing coolant is diverted to the battery system 112. The second one-way valve 1192 is used to return the coolant flowing through the battery system 112 to the interface d of the second heat exchanger 105. 54 .

[0088] For example, in another implementation, Figure 8 As shown. The second valve device 119 can be a multi-way valve. Figure 6 The second valve device 119 is illustrated as a four-way valve. The multi-way valve has two interfaces connected to the second coolant circuit L1, one interface is used to connect to the coolant flow channel inlet of the battery system 112, and another interface is connected to the coolant flow channel outlet of the battery system 112. It is understood that the introduction of the specific implementation of the second valve device 119 here is only an example and does not constitute a limitation on the embodiments of the present application. In specific implementations, the functions of the second valve device 119 can be achieved by other valve devices or combinations of valve devices, and the embodiments of the present application are not limited to this.

[0089] In a possible implementation, in the above refrigeration mode, the second coolant circuit L2 for absorbing the heat of the above first refrigerant circuit can be as follows: Figure 7 Specifically, the coolant is fed from the interface d of the coolant flow channel of the second heat exchanger 105. 53 After output, it passes through the interface d of the five-way valve 117 61 With interface d 62 Flows to the radiator 109 and the target device 116. Then, the water pump 110 drives the coolant to flow to the interface d of the five-way valve 117. 64 , then from interface d 65 Output. The water pump 118 continues to drive the coolant to flow to the second heat exchange core 114 and / or the heater 115. Here, the opening and closing of the interface of the three-way valve 120 can be controlled to realize the flow of the coolant to the second heat exchange core 114 and / or the heater 115. Finally, the coolant is discharged from the interface d of the coolant flow channel of the second heat exchanger 105. 54 The coolant returns to the coolant flow path of the second heat exchanger 105 to form a second coolant loop L2.

[0090] For example, in the above cooling mode, Figure 7 In the second coolant circuit L2 shown, the second heat exchange core 114 and / or the heater 115 do not participate in heat exchange. For example, the heater 115 is turned off so that it does not participate in heat exchange. For example, the air inlet of the second heat exchange core 114 can be closed by a mechanical structure so that the second heat exchange core 114 cannot participate in heat exchange. For example, the mechanical structure can be a baffle, etc. For ease of understanding, please refer to the example Figure 8 As shown. Figure 8 As shown, the air outlet of the first heat exchange core 107 is arranged opposite to the air inlet of the second heat exchange core 114. A baffle is provided between the air outlet of the first heat exchange core 107 and the air inlet of the second heat exchange core 114, and the baffle can be controlled to move. In the cooling mode, the baffle can be controlled to block the air inlet of the second heat exchange core 114, as shown in FIG. Figure 8As shown. The cold air blown out from the first heat exchange core 107 can flow to the passenger compartment without passing through the second heat exchange core 114, thereby cooling the passenger compartment. It can be understood that, Figure 8 The above is only an example and does not constitute a limitation to the embodiments of the present application. It is understandable that the positions of the first heat exchange core 107 and the second heat exchange core 114 can be adjusted according to actual application requirements, and the embodiments of the present application do not limit this.

[0091] It is understandable that the above Figure 7 The structure of the thermal management system shown is only an example and does not constitute a limitation on the embodiments of the present application. In specific implementations, other modified thermal management system structures may also be used.

[0092] In a possible implementation, combining the above Figure 5 、 Figure 6 or Figure 7 The thermal management system shown can cool the battery system 112 separately. For example, in the above cooling mode, the third coolant loop L3 is controlled to operate. For specific operation implementation, please refer to the above Figure 5 The relevant introduction will not be repeated here. Based on the above introduction, it can be seen that during the operation of the third coolant loop L3, the coolant flows through the first heat exchange core 107. Then, the first heat exchange core 107 can be controlled not to exchange heat, that is, there is no need to cool the passenger compartment. This achieves independent cooling of the battery system 112. For example, the first heat exchange core 107 can be controlled not to exchange heat by turning off the blower or blocking the air inlet of the first heat exchange core 107 through a mechanical structure. The embodiment of the present application is not limited to this.

[0093] In a possible implementation, see for example Figure 9 , combined with Figure 1 The thermal management system shown in FIG. 1 may further include a first coolant circuit L1 and a fourth coolant circuit L4. Figure 4 The fourth coolant circuit L4 may include the coolant flow channel of the second heat exchanger 105 and the second heat exchange core 114. The relevant introduction of the second heat exchange core 114 can be exemplified by referring to the aforementioned Figure 7 The relevant introduction is not repeated here.

[0094] In another possible implementation, the fourth coolant circuit L4 may further include a water pump for driving the coolant circulation. The water pump may be, for example, the Figure 7 The water pump 118 is shown. For example, Figure 9 As shown, the coolant is fed from the interface d of the coolant flow channel of the second heat exchanger 105. 53After the output, the water pump 118 can drive the coolant to flow to the second heat exchange core 114. Then, after passing through the second heat exchange core 114, it flows to the interface d of the coolant flow channel of the second heat exchanger 105. 54 A fourth coolant circuit L4 is formed.

[0095] above Figure 9 The thermal management system shown can be operated in a heating and dehumidification mode to achieve heating and dehumidification of the vehicle passenger compartment. For example, in the specific implementation, in the heating and dehumidification mode, the first refrigerant circuit is operated in the above Figure 2 The first flow direction mode shown is operated. The first refrigerant circuit is used to absorb the heat of the first coolant circuit L1, so that the first coolant circuit L1 cools and dehumidifies the air through the first heat exchange core 107. In addition, the first refrigerant circuit also releases heat to the fourth coolant circuit L4. That is, the heat in the first refrigerant circuit is absorbed by the fourth coolant circuit L4. After absorbing heat, the fourth coolant circuit L4 can provide hot air to the passenger compartment through the second heat exchange core 114 for heating. For example, the air cooled and dehumidified by the first heat exchange core 107 is heated by the second heat exchange core 114, and the dehumidified hot air is blown to the passenger compartment. Thereby, heating and dehumidification of the passenger compartment is achieved. For ease of understanding, the following example is introduced.

[0096] For example, in the heating and dehumidification mode described above, the high-temperature, high-pressure refrigerant output by the compressor 101 passes through the reversing valve 102 and is then fed into the refrigerant flow path of the second heat exchanger 105 for heat exchange. The refrigerant output from the second heat exchanger 105 is throttled and reduced in pressure by the first throttle valve 104, becoming low-temperature refrigerant and then fed into the refrigerant flow path of the first heat exchanger 103 for heat exchange. During this process, the controller controls the circulation of coolant in the first coolant loop L1. This coolant flows through the coolant flow path of the first heat exchanger 103, exchanging heat with the refrigerant in the refrigerant flow path of the first heat exchanger 103 to release heat. The low-temperature coolant, having released heat, flows to the first heat exchange core 107. Air passing through the low-temperature first heat exchange core 107 is cooled and dehumidified. Furthermore, the controller controls the circulation of coolant in the fourth coolant loop L4. This coolant flows through the coolant flow path of the second heat exchanger 105, exchanging heat with the refrigerant in the refrigerant flow path of the second heat exchanger 105 to remove heat. The coolant after absorbing heat flows to the second heat exchange core 114. The air cooled and dehumidified by the first heat exchange core 107 exchanges heat with the second heat exchange core 114 and is heated, and the dehumidified hot air is blown toward the passenger compartment.

[0097] In a possible implementation, in the heating and dehumidification mode, the arrangement positions of the first heat exchange core 107 and the second heat exchange core 114 and the air flow direction can be exemplified by referring to Figure 10 As shown. You can see, Figure 10 With the above Figure 8Compared to the first heat exchange core 107, the difference is that the baffle no longer blocks the air inlet of the second heat exchange core 114. Therefore, the air can flow to the second heat exchange core 114 after being cooled and dehumidified by the first heat exchange core 107. After the air is heated by the second heat exchange core 114, the dehumidified hot air is blown to the passenger compartment to achieve heating and dehumidification of the passenger compartment. It can be understood that Figure 10 The above is only an example and does not constitute a limitation to the embodiments of the present application. It is understandable that the positions of the first heat exchange core 107 and the second heat exchange core 114 can be adjusted according to actual application requirements, and the embodiments of the present application do not limit this.

[0098] In one possible implementation, if the thermal management system Figure 7 Then, in the above heating and dehumidification mode, the fourth coolant circuit L4 for absorbing the heat of the above first refrigerant circuit can be as follows Figure 11 Specifically, the coolant is fed from the interface d of the coolant flow channel of the second heat exchanger 105. 53 After output, it passes through the interface d of the five-way valve 117 61 With interface d 63 Then, the water pump 110 drives the coolant to flow to the interface d of the five-way valve 117. 64 , then from interface d 65 Output. The water pump 118 continues to drive the coolant to flow to the second heat exchange core 114. Here, the opening and closing of the interface of the three-way valve 120 can be controlled to realize the coolant flowing to the second heat exchange core 114 instead of flowing to the heater 115. Finally, the coolant is discharged from the interface d of the coolant flow channel of the second heat exchanger 105. 54 The coolant returns to the coolant flow path of the second heat exchanger 105 to form a fourth coolant loop L4.

[0099] above Figure 11 The fourth coolant circuit L4 shown does not pass through the radiator 109, that is, the radiator 109 is bypassed. In one possible implementation, during the operation of the fourth coolant circuit L4, if there is excess heat in the fourth coolant circuit L4, in addition to meeting the heating needs of the passenger compartment, there is still excess heat. Then, the port d of the five-way valve 117 can be controlled. 62 Open. The coolant output from the coolant flow channel of the second heat exchanger 105 can be opened from the interface d 62 After flowing to the radiator 109, it is merged into the fourth coolant circuit L4. In this case, the coolant output from the coolant flow channel of the second heat exchanger 105 has two channels. That is, part of the coolant is output from the interface d of the five-way valve 117. 63 Output, the other part from the five-way valve 117 interface d 62Output. Then, part of the coolant flows through the radiator 109. The excess heat can be dissipated through the radiator 109 to avoid the passenger compartment temperature being too high. In another implementation, if the heat to be dissipated is large, the interface d of the five-way valve 117 can also be closed. 63 , open the interface d of the five-way valve 117 62 All the cooling liquid is cooled by the radiator 109. It is understood that the description here is only an example and does not constitute a limitation to the embodiments of the present application.

[0100] For example, in one possible implementation, a temperature sensor is provided to detect the temperature at the outlet of the second heat exchange core 114. If the temperature is detected to be continuously rising, or if the temperature is detected to be greater than a certain threshold, it indicates that there is excess heat in the fourth coolant circuit L4. The interface d of the five-way valve 117 can be controlled. 62 Open for cooling operation.

[0101] For example, in one possible implementation, when the passenger compartment heat load is relatively small, the above Figure 11 The fourth coolant circuit L4 shown is used to cooperate with the above-mentioned first refrigerant circuit and the first coolant circuit L1 to realize the above-mentioned heating and dehumidification mode. The heat load refers to the amount of heat required to be supplied per unit time in order to maintain the thermal balance of the passenger compartment. That is, a smaller heat load in the passenger compartment can be understood as a smaller amount of heat required per unit time in the passenger compartment. For example, in a specific implementation, the size of the passenger compartment heat load can be determined based on the passenger compartment temperature set by the user. For example, the user turns on the air conditioner in the passenger compartment and selects the air conditioner gear. The selected gear corresponds to a set temperature. The controller can compare the temperature with a preset temperature threshold. If the set temperature is greater than or equal to the temperature threshold, it indicates that the passenger compartment heat load is large. Conversely, if the set temperature is less than the temperature threshold, it indicates that the passenger compartment heat load is small. In the case where it is determined that the passenger compartment heat load is small, the controller can control the above Figure 11 The fourth coolant circuit L4 shown operates to cooperate with the above-mentioned heating and dehumidification mode.

[0102] In a possible implementation, when it is determined that the passenger compartment heat load is large, in the heating and dehumidification mode, the fourth coolant circuit L4 for absorbing the heat of the first refrigerant circuit may be as follows: Figure 12 Specifically, the coolant is fed from the interface d of the coolant flow channel of the second heat exchanger 105. 53 After output, it passes through the interface d of the five-way valve 117 61 Input, from interface d 65Output. Then, the water pump 118 drives the coolant to flow to the second heat exchange core 114. Here, the opening and closing of the interface of the three-way valve 120 can be controlled to realize the coolant flowing to the second heat exchange core 114 instead of flowing to the heater 115. Finally, the coolant is discharged from the interface d of the coolant flow channel of the second heat exchanger 105. 54 The coolant returns to the coolant flow path of the second heat exchanger 105 to form a fourth coolant loop L4.

[0103] Compare the above Figure 12 and Figure 11 The fourth coolant circuit L4 shown can be seen, Figure 11 The fourth coolant loop L4 shown flows through the target device 116 and, optionally, may also flow through the radiator 109. Figure 12 The fourth cooling liquid loop L4 shown does not flow through the target device 116 and the radiator 109. This is because the above Figure 11 The fourth coolant loop L4 shown is operated when the passenger compartment load is light. Since the passenger compartment load is light, the heating demand of the passenger compartment can be met without excessive heat. Therefore, the fourth coolant loop L4 is operated through the target device 116 and, optionally, the radiator 109 to dissipate excess heat. Figure 12 The fourth coolant loop L4 is shown operating under a heavy passenger cabin load. Due to the heavy passenger cabin load, a greater amount of heat is required to meet the passenger cabin heating needs. Therefore, the fourth coolant loop L4 bypasses the target device 116 and radiator 109, reducing heat dissipation and ensuring sufficient heat for passenger cabin heating.

[0104] In one possible implementation, for a large passenger compartment load, the above Figure 12 In the process of implementing the above-mentioned heating and dehumidification mode with the fourth coolant circuit L4 shown in the figure, if the heat of the fourth coolant circuit L4 is too large and the compressor 101 is at the lowest speed, it is impossible to reduce the heating amount by reducing the speed. Figure 13 The fifth coolant circuit L5 is shown to regulate the temperature of the fourth coolant circuit L4.

[0105] like Figure 13 As shown, the fifth coolant loop L5 may include the coolant flow channel of the second heat exchanger 105, the second heat exchange core 114, the second valve device 119, and the battery system 112. The second valve device 119 is used to divert the coolant of the fourth coolant loop L4 to the battery system 112 and return the coolant flowing through the battery system 112 to the fourth coolant loop L4.

[0106] For example, in one implementation, Figure 13As shown. The second valve device 119 may include a second three-way valve 1191 and a second one-way valve 1192. The second three-way valve 1191 is used to divert the coolant of the fourth coolant loop L4 to the battery system 112. The second one-way valve 1192 is used to return the coolant flowing through the battery system 112 to the fourth coolant loop L4. For example, in another implementation, Figure 14 As shown. The second valve device 119 can be a multi-way valve. Figure 14 The second valve device 119 is illustrated as a four-way valve. The multi-way valve has two interfaces connected to the fourth coolant circuit L4, one interface is used to connect to the coolant flow channel inlet of the battery system 112, and another interface is connected to the coolant flow channel outlet of the battery system 112. It is understood that the description of the specific implementation of the second valve device 119 here is only an example and does not constitute a limitation of the embodiments of the present application. In specific implementations, the functions of the second valve device 119 can be achieved by other valve devices or combinations of valve devices, and the embodiments of the present application are not limited to this.

[0107] For example, Figure 13 or Figure 14 As shown, the coolant diverted from the fourth coolant loop L4 is driven by the water pump 113 to flow to the coolant flow channel inlet of the battery system 112. Then, after being output through the coolant flow channel outlet of the battery system 112, it flows back to the fourth coolant loop L4 through the second valve device 119 and flows to the coolant flow channel of the second heat exchanger 105 to form the fifth coolant loop L5.

[0108] For example, in the above heating and dehumidification mode, due to the large load in the passenger compartment, the above Figure 12 The fourth coolant circuit L4 shown is used to implement the aforementioned heating and dehumidification mode. In this case, the higher the speed of compressor 101, the more heat is released from the first refrigerant circuit to the fourth coolant circuit L4. Therefore, the temperature in the fourth coolant circuit L4 can generally be adjusted by adjusting the speed of compressor 101. For example, increasing the speed of compressor 101 can increase the temperature in the fourth coolant circuit L4. Conversely, reducing the speed of compressor 101 can reduce the temperature in the fourth coolant circuit L4. However, when compressor 101 is running at the lowest speed, the heat in the fourth coolant circuit L4 is still too high, and the temperature remains too high. For example, if the temperature sensor detects that the temperature at the outlet of the second heat exchange core 114 is greater than or equal to the first threshold, then reducing the speed of compressor 101 is not sufficient to adjust the temperature in the fourth coolant circuit L4. Therefore, the fifth coolant circuit L5 can be controlled to transfer excess heat to the battery system 112, where it is used to heat the battery system 112. This, in turn, can reduce the temperature in the fourth coolant circuit L4.

[0109] If compressor 101 operates at its lowest speed and the heat in fourth coolant loop L4 is excessive, compressor 101 will frequently stop and restart, impairing both compressor performance and the thermal management system's performance. In the above solution, when compressor 101 operates at its lowest speed, the fifth coolant loop L5 regulates the temperature in fourth coolant loop L4, allowing the heat in fourth coolant loop L4 to be transferred and reducing the temperature. This avoids frequent starts and stops of compressor 101.

[0110] In one possible implementation, for a large passenger compartment load, the above Figure 12 In the process of implementing the heating and dehumidification mode, if the temperature in the first coolant circuit L1 is too low and the compressor 101 is at the lowest speed, the temperature in the first coolant circuit L1 cannot be adjusted by reducing the speed. In this case, the temperature in the first coolant circuit L1 can be adjusted by the third coolant circuit L3. Figure 15 .exist Figure 15 Regarding the first refrigerant circuit, the first coolant circuit L1 and the third coolant circuit L3, reference can be made to the aforementioned introduction, which will not be repeated here.

[0111] For example, in the above heating and dehumidification mode, due to the large load in the passenger compartment, Figure 15 The fourth coolant circuit L4 shown is used to cooperate with the first refrigerant circuit and the first coolant circuit L1 to realize the heating and dehumidification mode. Figure 15 The fourth coolant circuit L4 shown can refer to the previous Figure 13 The fourth coolant circuit L4 is shown. In this case, the higher the speed of the compressor 101, the more heat the first refrigerant circuit absorbs from the first coolant circuit L1. Therefore, in general, the temperature in the first coolant circuit L1 can be adjusted by adjusting the speed of the compressor 101. For example, increasing the speed of the compressor 101 can reduce the temperature in the first coolant circuit L1. Conversely, reducing the speed of the compressor 101 can increase the temperature in the first coolant circuit L1. However, when the compressor 101 is running at the lowest speed, the temperature in the first coolant circuit L1 is still too low. For example, the temperature sensor detects that the temperature at the outlet of the first heat exchange core 107 is less than or equal to the second threshold. In this case, the temperature in the first coolant circuit L1 cannot be adjusted by reducing the speed of the compressor 101. Therefore, the operation of the third coolant circuit L3 can be controlled, so that the coolant temperature can be neutralized by the battery system 112. This can then balance or even increase the temperature in the first coolant circuit L1.

[0112] For example, the above mainly Figure 15In another implementation, the above-mentioned implementation of regulating the temperature in the first coolant circuit L1 by the third coolant circuit L3 is also applicable to Figure 14 The structure shown in the embodiment of the present application will not be described in detail.

[0113] If the compressor 101 runs at its lowest speed and the temperature in the first coolant circuit L1 is too low, frost will form on the first heat exchange core 107 and the compressor 101 will frequently stop and restart. This will impair the performance of the compressor and the thermal management system. In the above solution, when the compressor 101 runs at its lowest speed, the temperature in the first coolant circuit L1 is regulated by the third coolant circuit L3 to prevent it from falling too low. This prevents frost on the first heat exchange core 107 and frequent startup and shutdown of the compressor 101.

[0114] In a possible implementation, see for example Figure 16 , combined with Figure 1 The thermal management system shown may further include a first coolant loop L1 and a sixth coolant loop L6. For details about the first coolant loop L1, refer to the previous description and are not repeated here. The sixth coolant loop L6 may include the coolant flow path of the second heat exchanger 105 and the target device 116. For details about the target device 116, refer to the previous description and are not repeated here.

[0115] In another possible implementation, the sixth coolant circuit L6 may further include a water pump 110. The water pump 110 may be used to drive the coolant in the sixth coolant circuit L6 to circulate. Figure 16 As shown, the water pump 110 can drive the coolant from the interface d of the coolant flow channel of the second heat exchanger 105 53 After output, it flows to the target device 116. Then, after passing through the target device 116, it flows to the interface d of the coolant flow channel of the second heat exchanger 105. 54 A sixth coolant circuit L6 is formed.

[0116] above Figure 16 The thermal management system shown can be operated in a heating mode to achieve heating of the vehicle passenger compartment. For example, in a specific implementation, in the heating mode, the first refrigerant circuit is operated in the above Figure 3 The second flow mode shown is operated. The first refrigerant circuit is used to absorb heat from the sixth coolant circuit L6 and release the heat to the first coolant circuit L1. For example, this heating mode can recycle heat generated by the target device 116 in the sixth coolant circuit L6 to heat the passenger compartment. For ease of understanding, the following example is provided.

[0117] For example, in the heating mode described above, the high-temperature, high-pressure refrigerant output by the compressor 101 passes through the reversing valve 102 and is then fed into the refrigerant flow path of the first heat exchanger 103 for heat exchange. During this process, the controller controls the circulation of the coolant in the first coolant loop L1. This coolant flows through the coolant flow path of the first heat exchanger 103, exchanging heat with the refrigerant in the refrigerant flow path of the first heat exchanger 103 to remove heat. After absorbing heat, the coolant flows to the first heat exchange core 107. The first heat exchange core 107 exchanges heat with the air, heating it to heat the passenger compartment. The refrigerant output from the first heat exchanger 103 passes through the first throttle valve 104 and is then fed into the refrigerant flow path of the second heat exchanger 105 for heat exchange. During this process, the controller controls the circulation of the coolant in the sixth coolant loop L6. This coolant flows through the coolant flow path of the second heat exchanger 105, exchanging heat with the refrigerant in the refrigerant flow path of the second heat exchanger 105, releasing heat to the first refrigerant loop. The refrigerant after absorbing heat flows through the reversing valve and returns to the compressor 101 to continue to be used for heat exchange with the first coolant circuit L1 to heat the passenger compartment.

[0118] In one possible implementation, if the thermal management system Figure 7 Then, in the above heating mode, the sixth coolant circuit L6 can be as follows Figure 17 Specifically, the coolant is fed from the interface d of the coolant flow channel of the second heat exchanger 105. 53 After output, it passes through the interface d of the five-way valve 117 61 With interface d 62 Flows to the radiator 109 and the target device 116. Then, the water pump 110 drives the coolant to flow to the interface d of the five-way valve 117. 64 , then from interface d 65 Output. The water pump 118 continues to drive the coolant to flow to the heater 115. Here, the opening and closing of the interface of the three-way valve 120 can be controlled to realize the coolant flowing to the heater 115 instead of flowing to the second heat exchange core 114. Finally, the coolant flows from the interface d of the coolant flow channel of the second heat exchanger 105. 54 The coolant returns to the coolant flow path of the second heat exchanger 105 to form a sixth coolant loop L6.

[0119] For example, the above Figure 17 The sixth coolant loop L6 shown does not pass through the second heat exchange core 114, that is, the second heat exchange core 114 is bypassed. In another possible implementation, the sixth coolant loop L6 can pass through the second heat exchange core 114. For example, the opening of the port of the three-way valve 120 can be controlled to ensure that the coolant flows to the second heat exchange core 114.

[0120] In one possible implementation, in the heating mode, if the temperature in the sixth coolant circuit L6 is higher than the ambient temperature, the radiator 109 can be bypassed to prevent the heat in the sixth coolant circuit L6 from being dissipated into the environment. For example, the interface d of the coolant flow channel of the second heat exchanger 105 can be detected by a temperature sensor. 53 The output coolant temperature and the ambient temperature. 53 If the output coolant temperature is greater than or equal to the ambient temperature, the interface d of the five-way valve 117 can be controlled. 62 Close and control the port d of the five-way valve 117 63 Open the interface d of the coolant flow channel of the second heat exchanger 105. 53 The coolant is output from the interface d of the five-way valve 117. 63 Flows to the target device 116 , thereby bypassing the heat sink 109 .

[0121] In a possible implementation, in the above heating mode, if the ambient temperature is lower than the third threshold or the heat output of the target device 116 cannot meet the passenger compartment heating requirement, then Figure 18 Specifically, the coolant is fed from the interface d of the coolant flow channel of the second heat exchanger 105. 53 After output, it passes through the interface d of the five-way valve 117 61 With interface d 65 Then, the water pump 118 drives the coolant to flow to the heater 115. Finally, the coolant flows from the interface d of the coolant flow channel of the second heat exchanger 105. 54 The coolant returns to the coolant flow path of the second heat exchanger 105 to form a seventh coolant loop L7. In the seventh coolant loop L7, the heater 115 can be turned on to heat the coolant.

[0122] For example, in one implementation, when the ambient temperature is lower than the third threshold or the heat output of the target device 116 cannot meet the passenger compartment heating requirement, the controller controls the seventh coolant loop L7 to operate. The heater 115 starts heating the coolant. At the interface d of the coolant flow channel of the second heat exchanger 105, 53 When the temperature of the output coolant is greater than or equal to a fourth threshold, the compressor 101 is turned on. The first coolant circuit L1 is controlled to operate, allowing the seventh coolant circuit L7 to release heat to the first refrigerant circuit. The first refrigerant circuit, in turn, releases heat to the first coolant circuit L1, enabling the first coolant circuit L1 to provide hot air heating via the first heat exchange core 107. The specific implementation process can be found in the previous description and is not detailed here.

[0123] In a possible implementation, the thermal management system provided in the embodiment of the present application can also be as follows: Figure 19 The thermal management system also includes a second refrigerant circuit, for example, see Figure 19 The second refrigerant circuit includes a compressor 101 and a second throttle valve 121A. The second refrigerant circuit is used to re-input at least part of the refrigerant output by the compressor 101 into the compressor 101.

[0124] For example, in a specific implementation, when the ambient temperature is too low, for example, when the ambient temperature is lower than the third threshold, the inlet pressure of the compressor 101 will be too low (for example, lower than 1 atmosphere, etc.). This will cause the compressor 101 to fail to operate normally, making the thermal management system unable to operate normally. In this case, although the compressor 101 cannot operate normally for a long time, it can be started and run for a short period of time. Based on this, the controller can first control the compressor 101 to start and operate the compressor at a lower speed. So that at least part of the refrigerant output from the compressor 101 passes through the above-mentioned second throttle valve 121A and is re-input into the compressor 101. Since the refrigerant output from the compressor 101 is high-temperature and high-pressure refrigerant, the high-temperature and high-pressure refrigerant flows back to the compressor 101, which can increase the temperature and pressure of the refrigerant at the inlet of the compressor 101. This prompts the compressor 101 to continue operating.

[0125] In a possible implementation, combining the above Figure 17 、 Figure 18 or Figure 19 The thermal management system shown can heat the battery system 112 separately. For ease of understanding, please refer to the example Figure 20 . Figure 20 It is a combination Figure 17 For example. Figure 20 and Figure 17 The difference is that the coolant in the first coolant circuit L1 can be diverted to the battery system 112 through the first valve device 111 for heating the battery. Then, the coolant flowing through the battery system 112 is returned to the first coolant circuit L1. During this process, the first heat exchange core 107 does not perform heat exchange, that is, there is no need to heat the passenger compartment. This achieves independent heating of the battery system 112. For example, the first heat exchange core 107 can be controlled not to perform heat exchange by turning off the blower or blocking the air inlet of the first heat exchange core 107 through a mechanical structure. This is not limited in this embodiment of the present application.

[0126] In one possible implementation, the above Figure 7 In the thermal management system shown, the first valve device 111 and the second valve device 119 can be replaced by a multi-way valve, for example, see Figure 21 The multi-way valve 121 is shown. Figure 21The multi-way valve 121 is shown as an eight-way valve. In other possible implementations, the multi-way valve 121 can also be a nine-way valve or other multi-way valve. The following describes the multi-way valve 121 as an eight-way valve. The multi-way valve 121 includes eight ports, designated ①, ②, ③, ④, ⑤, ⑥, ⑦, and ⑧, respectively.

[0127] For example, the interface ① of the multi-way valve 121 is used to connect to the outlet of the coolant flow channel of the first heat exchange core 107. The interface ② of the multi-way valve 121 is used to connect to the interface d of the coolant flow channel of the first heat exchanger 103. 34 The interface ③ of the multi-way valve 121 is used to connect to the interface d of the coolant flow channel of the second heat exchanger 105. 54 The interface ④ of the multi-way valve 121 is used to connect to the coolant flow channel outlet of the second heat exchange core 114. The interfaces ⑤ and / or ⑥ of the multi-way valve 121 are used to connect to the coolant flow channel outlet of the battery system 112. The interfaces ⑦ and / or ⑧ of the multi-way valve 121 are used to connect to the coolant flow channel inlet of the battery system 112.

[0128] Exemplarily, the controller can realize the third coolant circuit L3 or the fifth coolant circuit L5 by controlling the opening and closing of each interface of the multi-way valve 121. For example, the controller can control interfaces ①, ⑦ (and / or ⑧), ⑤ (and / or ⑥), and ② of the multi-way valve 121 to be open, and the remaining interfaces to be closed to realize the third coolant circuit L3. Alternatively, for example, the controller can control interfaces ④, ⑦ (and / or ⑧), ⑤ (and / or ⑥), and ③ of the multi-way valve 121 to be open, and the remaining interfaces to be closed to realize the fifth coolant circuit L5.

[0129] In the above solution, by replacing the first valve device 111 and the second valve device 119 with a multi-way valve, the integration of the thermal management system can be increased, and the volume of the thermal management system and the complexity of the pipeline design can be reduced.

[0130] It is understandable that the above Figure 21 What is shown is merely an example and does not constitute a limitation to the embodiments of the present application.

[0131] In a possible implementation, the thermal management system provided in the embodiment of the present application may also be as follows: Figure 22 shown. Figure 22 The thermal management system shown is based on Figure 19 and Figure 21 It can be seen that Figure 22 In the embodiment, the second refrigerant circuit replaces the heater 115, and the multi-way valve 121 replaces the first valve device 111 and the second valve device 119. Figure 22 The thermal management system shown can also implement any of the cooling, heating, or heating and dehumidification modes described above. Detailed information can be found in the above description and will not be repeated here.

[0132] The present application also provides a vehicle, for example, Figure 23 The vehicle 2300 may include the thermal management system described in any of the possible embodiments described above.

[0133] It should be understood that in the various embodiments of the present application, the size of the serial number of each process does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0134] It will also be understood that the term “comprise” (also known as “includes,” “including,” “comprises,” and / or “comprising”) when used in this specification specifies the presence of stated features, integers, steps, operations, elements, and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0135] It should also be understood that references throughout this specification to "one embodiment," "an embodiment," or "one possible implementation" mean that specific features, structures, or characteristics associated with that embodiment or implementation are included in at least one embodiment of the present application. Therefore, the appearance of "in one embodiment," "in an embodiment," or "one possible implementation" throughout this specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0136] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A thermal management system, characterized in that: The thermal management system includes a first refrigerant circuit, the first refrigerant circuit including a compressor, a reversing valve, a first refrigerant flow channel of a first heat exchanger, a first throttle valve, and a second refrigerant flow channel of a second heat exchanger; the reversing valve includes a first interface, a second interface, a third interface, and a fourth interface; The first refrigerant circuit has a first flow direction mode and a second flow direction mode, and the reversing valve is used to switch between the first flow direction mode and the second flow direction mode; In the first flow direction mode, the first interface and the third interface are connected, and the second interface and the fourth interface are connected, and the refrigerant of the first refrigerant circuit flows as follows: output from the outlet of the compressor, sequentially passing through the first interface, the third interface, the second refrigerant flow channel, the first throttle valve, the first refrigerant flow channel, the second interface, and the fourth interface, and then returning to the compressor; In the second flow direction mode, the first interface and the second interface are connected, and the third interface and the fourth interface are connected, and the refrigerant of the first refrigerant circuit flows as follows: output from the outlet of the compressor, sequentially passing through the first interface, the second interface, the first refrigerant flow channel, the first throttle valve, the second refrigerant flow channel, the third interface, and the fourth interface, and then returning to the compressor; The first heat exchanger and the second heat exchanger are liquid-cooled heat exchangers, and the first heat exchanger and the second heat exchanger are used to exchange heat with a coolant circuit in a vehicle.

2. The system according to claim 1, wherein: In the first flow mode, the first heat exchanger is used to absorb heat, and the second heat exchanger is used to release heat; In the second flow mode, the second heat exchanger is used to absorb heat, and the first heat exchanger is used to release heat.

3. The system according to claim 1 or 2, characterized in that The outlet of the compressor is connected to the first interface, the second interface is connected to the first end of the first refrigerant flow channel, the second end of the first refrigerant flow channel is connected to the first end of the first throttle valve, the second end of the first throttle valve is connected to the first end of the second refrigerant flow channel, the second end of the second refrigerant flow channel is connected to the third interface, and the fourth interface is connected to the inlet of the compressor.

4. The system according to claim 1 or 2, characterized in that The coolant circuit in the vehicle includes a first coolant circuit; The first coolant circuit includes a coolant flow channel of the first heat exchanger and a first heat exchange core; the first heat exchange core is used to realize heat exchange between the coolant and the air; In cooling mode, the first refrigerant circuit operates in the first flow direction mode, and the first refrigerant circuit is used to absorb heat from the first coolant circuit, so that the first coolant circuit provides cold air cooling through the first heat exchange core.

5. The system according to claim 4, characterized in that The coolant circuit in the vehicle further includes a second coolant circuit; The second coolant circuit includes a coolant flow channel of the second heat exchanger and a radiator; In the cooling mode, the first refrigerant circuit is used to release heat to the second coolant circuit.

6. The system according to claim 4, characterized in that The coolant circuit in the vehicle further includes a third coolant circuit; The third coolant circuit includes a coolant flow channel of the first heat exchanger, the first heat exchange core, a first valve device, and a battery system; the first valve device is used to divert the coolant of the first coolant circuit to the battery system and return the coolant flowing through the battery system to the first coolant circuit; In the cooling mode, the third coolant circuit is used to cool the battery system.

7. The system according to claim 6, characterized in that The first valve device includes a first three-way valve and a first one-way valve, wherein the first three-way valve is used to divert the coolant in the first coolant circuit to the battery system, and the first one-way valve is used to return the coolant flowing through the battery system to the first coolant circuit; or The first valve device is a first multi-way valve, and the first multi-way valve has two interfaces connected to the first coolant circuit. One interface of the first multi-way valve is connected to the coolant flow channel inlet of the battery system, and the other interface is connected to the coolant flow channel outlet of the battery system.

8. The system according to claim 1 or 2, characterized in that The coolant circuit in the vehicle includes a first coolant circuit and a second coolant circuit. The first coolant circuit includes a coolant flow channel of the first heat exchanger and a first heat exchange core; the fourth coolant circuit includes a coolant flow channel of the second heat exchanger and a second heat exchange core; the first heat exchange core and the second heat exchange core are used to realize heat exchange between coolant and air; In the heating and dehumidification mode, the first refrigerant circuit operates in the first flow direction mode. The first refrigerant circuit is used to absorb heat from the first coolant circuit and release heat to the fourth coolant circuit. The first coolant circuit cools and dehumidifies through the first heat exchange core; the air after cooling and dehumidification is heated by the second heat exchange core.

9. The system according to claim 8, characterized in that The fourth coolant circuit also includes one or more of a radiator, an electric drive, and an electronic control.

10. The system according to claim 8, wherein: The coolant circuit in the vehicle further includes a fifth coolant circuit; The fifth coolant circuit includes a coolant flow channel of the second heat exchanger, the second heat exchange core, a second valve device, and a battery system; the second valve device is used to divert the coolant of the fourth coolant circuit to the battery system and return the coolant flowing through the battery system to the fourth coolant circuit; In the heating and dehumidification mode, when the compressor operates at the lowest speed and the coolant temperature in the fourth coolant circuit is greater than or equal to a first threshold, the fifth coolant circuit is used to adjust the temperature of the fourth coolant circuit.

11. The system according to claim 10, wherein: The second valve device includes a second three-way valve and a second one-way valve, the second three-way valve is used to divert the coolant in the fourth coolant circuit to the battery system, and the second one-way valve is used to return the coolant flowing through the battery system to the fourth coolant circuit; or, The second valve device is a second multi-way valve, and two interfaces of the second multi-way valve are connected to the fourth coolant circuit. One interface of the second multi-way valve is connected to the coolant flow channel inlet of the battery system, and another interface is connected to the coolant flow channel outlet of the battery system.

12. The system according to claim 8, wherein: The coolant circuit in the vehicle further includes a third coolant circuit; The third coolant circuit includes a coolant flow channel of the first heat exchanger, the first heat exchange core, a first valve device, and a battery system; the first valve device is used to divert the coolant of the first coolant circuit to the battery system and return the coolant flowing through the battery system to the first coolant circuit; In the heating and dehumidification mode, when the compressor operates at the lowest speed and the coolant temperature in the first coolant circuit is less than or equal to a second threshold, the third coolant circuit is used to adjust the temperature of the first coolant circuit.

13. The system according to any one of claims 1 or 2, characterized in that The coolant circuit in the vehicle includes a first coolant circuit; The first coolant circuit includes a coolant flow channel of the first heat exchanger and a first heat exchange core; the first heat exchange core is used to realize heat exchange between the coolant and the air; In the heating mode, the first refrigerant circuit operates in the second flow direction mode, and the first refrigerant circuit is used to release heat to the first coolant circuit, so that the first coolant circuit provides hot air heating through the first heat exchange core.

14. The system according to claim 13, wherein: The coolant circuit in the vehicle further includes a sixth coolant circuit; The sixth coolant circuit includes a coolant flow channel of the second heat exchanger and a target device, wherein the target device includes an electric drive and / or an electric control; In the heating mode, the first refrigerant circuit is used to absorb heat from the sixth coolant circuit and release the heat to the first coolant circuit, so that the first coolant circuit provides hot air heating through the first heat exchange core.

15. The system according to claim 13, wherein: The thermal management system further includes a seventh coolant circuit; The seventh coolant circuit includes a coolant flow channel of the second heat exchanger and a water heater; the water heater is used to heat the coolant in the seventh coolant circuit; In the heating mode, the first refrigerant circuit is used to absorb heat from the seventh coolant circuit and release the heat to the first coolant circuit, so that the first coolant circuit provides hot air heating through the first heat exchange core.

16. The system according to claim 1 or 2, characterized in that The thermal management system further includes a second refrigerant circuit, the second refrigerant circuit including the compressor and a second throttle valve; The second refrigerant circuit is used to re-input at least part of the refrigerant output by the compressor into the compressor.

17. The system according to claim 1 or 2, characterized in that The first refrigerant circuit is integrated on a refrigerant substrate or a refrigerant bracket.

18. A vehicle, characterized in that: The vehicle comprises a thermal management system according to any one of claims 1-17.

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