Thermal management system and vehicle with same

Abstract

The utility model discloses a thermal management system and a vehicle with the same, relates to the technical field of thermal management, and aims to solve the problem of low working efficiency of a compressor. The thermal management system includes: a compressor; the heating flow path is communicated with an exhaust port of the compressor and an air return port of the compressor so as to heat a heating target; and the air supplementing flow path is communicated with the heating flow path and an air supplementing opening of the compressor, so that partial refrigerant in the heating flow path is shunted.

Description

Technical Field

[0001] This utility model relates to the field of thermal management technology, and in particular to a thermal management system and a vehicle having the same. Background Technology

[0002] Currently, vehicles are generally equipped with thermal management systems to control the temperature of components such as the passenger compartment and battery. For example, the thermal management system can be used to heat or cool the passenger compartment, and to cool or heat the battery. In some scenarios, such as low-temperature scenarios, the compressor efficiency in the thermal management system currently equipped in vehicles is relatively low, resulting in higher energy consumption and affecting the vehicle's range. Utility Model Content

[0003] The purpose of this invention is to provide a thermal management system and a vehicle having the same, aiming to solve the problem of low compressor efficiency in related technologies.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] In a first aspect, the present invention provides a thermal management system, comprising: a compressor; a heating flow path, wherein the heating flow path connects the compressor's exhaust port and the compressor's return port to heat the target being heated; and a make-up flow path, wherein the make-up flow path connects the heating flow path and the compressor's make-up port to divert a portion of the refrigerant in the heating flow path.

[0006] The thermal management system provided in this application embodiment, when there is a heating demand, will cause a portion of the refrigerant discharged by the compressor to enter the make-up flow path when it flows through the heating flow path and flows to the compressor's make-up port. This portion of the refrigerant entering the compressor can increase the compressor's suction pressure and thus improve the compressor's heating efficiency.

[0007] In some embodiments, the heating flow path includes: a gas replenishment and enthalpy enhancement module, the first end of which is connected to the exhaust port of the compressor, the third end of which is connected to the return port of the compressor, and the gas replenishment flow path is connected to the second end of the gas replenishment and enthalpy enhancement module.

[0008] In some embodiments, the above-mentioned gas replenishment and enthalpy enhancement module includes: an economizer, the economizer including a first pipeline and a second pipeline, the first pipeline connecting a first end of the gas replenishment and enthalpy enhancement module and a third end of the gas replenishment and enthalpy enhancement module, and the second pipeline connecting the first pipeline and a second end of the gas replenishment and enthalpy enhancement module.

[0009] In some embodiments, the above-mentioned gas replenishment and enthalpy enhancement module further includes: a third throttling device, which is connected between the first pipeline of the economizer and the second pipeline of the economizer.

[0010] In some embodiments, the above-mentioned gas replenishment and enthalpy enhancement module further includes: a fourth throttling device, which is connected between the first pipeline of the economizer and the third end of the gas replenishment and enthalpy enhancement module.

[0011] In some embodiments, a first one-way valve is further provided in the above-mentioned gas supply path. The first one-way valve is connected between the second end of the gas supply and enthalpy enhancement module and the gas supply port of the compressor. The first one-way valve is used to control the refrigerant to flow unidirectionally from the second end of the gas supply and enthalpy enhancement module to the gas supply port of the compressor.

[0012] In some embodiments, the heating flow path includes a crew compartment heating branch and / or a battery heating branch, and the gas replenishment enthalpy enhancement module is connected to at least one of the crew compartment heating branch and / or the battery heating branch.

[0013] In some embodiments, the crew compartment heating branch is provided with at least a first condenser, a first throttling device, and a first evaporator along the refrigerant flow direction; the first condenser is used to heat the crew compartment.

[0014] In some embodiments, the first end of the above-mentioned gas replenishment and enthalpy enhancement module may be selectively connected to the first throttling device, and the third end of the gas replenishment and enthalpy enhancement module may be connected to the first evaporator.

[0015] In some embodiments, the battery heating branch is provided with at least a battery heat exchanger, a second throttling device and a first evaporator along the refrigerant flow direction, and the battery heat exchanger is used to heat the battery.

[0016] In some embodiments, the first end of the above-mentioned gas replenishment and enthalpy enhancement module may be selectively connected to the second throttling device, and the third end of the gas replenishment and enthalpy enhancement module may be connected to the first evaporator.

[0017] In some embodiments, a second one-way valve is also provided on the battery heating branch. The second one-way valve is connected between the second throttling device and the first evaporator. The second one-way valve is used to control the one-way flow of refrigerant from the second throttling device to the first evaporator.

[0018] In some embodiments, a fifth throttling device is also provided on the battery heating branch, and the fifth throttling device is connected between the compressor and the battery heat exchanger.

[0019] In some embodiments, the above-mentioned thermal management system includes a first heat exchanger, which serves as a first evaporator. The first heat exchanger is used to exchange heat between a first coolant circulation loop and a heating flow path in the thermal management system. The first coolant circulation loop is used to dissipate heat to the target heat source.

[0020] In some embodiments, the above-described thermal management system further includes a heat source heat exchanger, which serves as a first evaporator and is also used to dissipate heat to a target heat source.

[0021] In some embodiments, the heating flow path further includes: a first switching valve, the first end of which is connected to the first end of the gas replenishment and enthalpy enhancement module, the second end of which is connected to the third end of the gas replenishment and enthalpy enhancement module, and the first switching valve is used to control whether the refrigerant in the heating flow path flows through the gas replenishment and enthalpy enhancement module.

[0022] In some embodiments, the thermal management system further includes a liquid pump and a first coolant circulation loop. The first coolant circulation loop connects the outlet of the liquid pump to the inlet of the liquid pump. A first heat exchanger is provided on the first coolant circulation loop. The first coolant circulation loop is used to dissipate heat to the target heat source, and the first heat exchanger is used to enable the first coolant circulation loop to exchange heat with the heating flow path.

[0023] In some embodiments, a second heat exchanger is further provided on the first coolant circulation loop; the second heat exchanger is used to enable the first coolant circulation loop to exchange heat with the target heat source.

[0024] In some embodiments, the thermal management system further includes a second coolant circulation loop, which connects the outlet of the liquid pump to the inlet of the liquid pump. A second heat exchanger and a radiator are provided on the second coolant circulation loop, and the radiator is used for heat exchange with the outside environment.

[0025] In some embodiments, the thermal management system further includes a switching valve for switching the flow in the second coolant circulation loop or the first coolant circulation loop.

[0026] In some embodiments, the above-described thermal management system further includes a refrigeration flow path connecting the compressor's exhaust port and the compressor's return port, the refrigeration flow path including at least one of the following: a crew cabin refrigeration flow path, a battery refrigeration branch, and a heat source refrigeration branch.

[0027] Secondly, this utility model provides a vehicle that includes a thermal management system according to any of the first aspects described above. Attached Figure Description

[0028] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of a gas-injection enthalpy-increasing heat pump integrated thermal management air conditioning system for electric buses, which is part of the related technology.

[0030] Figure 2 A schematic diagram of the structure of a thermal management system provided in an embodiment of this utility model;

[0031] Figure 3 This is a schematic diagram of another thermal management system provided in an embodiment of the present utility model;

[0032] Figure 4 This is a schematic diagram of another thermal management system provided in an embodiment of the present utility model;

[0033] Figure 5 A schematic diagram of the structure of a coolant circulation module of a thermal management system provided in this embodiment of the present invention;

[0034] Figure 6 A schematic diagram of the structure of a coolant circulation module of another thermal management system provided in this embodiment of the present invention;

[0035] Figure 7 A schematic diagram of the structure of a coolant circulation module of another thermal management system provided in this embodiment of the present invention;

[0036] Figures 8 to 22 A schematic diagram showing the refrigerant flow direction during heating in the thermal management system provided in this embodiment of the utility model.

[0037] Figure label:

[0038] Thermal management system 100; compressor 10; gas-liquid separator 90; heating flow path 20; make-up flow path 30; crew compartment heating branch 21; battery heating branch 22; first condenser 211; first throttling device 212; electric heating device 213; battery heat exchanger 221; second throttling device 222; economizer 311; third throttling device 312; fourth throttling device 313; fifth throttling device 225; first check valve 32; second check valve 224; third check valve 226; liquid pump 50; first coolant circulation loop 60; second coolant circulation loop 60; 70; First heat exchanger 601; Second heat exchanger 602; Heat source heat exchanger 603; Radiator 71; Switching valve 72; First switching valve 721; Second switching valve 722; Second condenser 811; Sixth throttling device 812; Second evaporator 813; Seventh throttling device 821; Eighth throttling device 822; Ninth throttling device 831; First switching valve 401; Second switching valve 402; Third switching valve 403; Fourth switching valve 404; Fifth switching valve 405; Crew compartment cooling branch 81; Battery cooling branch 82; Heat source cooling branch 83. Detailed Implementation

[0039] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0040] In the description of this utility model, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in actual application, provided that the relative positional relationship shown in the accompanying drawings is satisfied.

[0041] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0042] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0043] In embodiments of this invention, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0044] In this embodiment of the invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this embodiment of the invention should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0045] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples. Reference numerals and / or letters may be repeated in different embodiments of the present invention. Such repetition is for simplification and clarity and does not constitute a limitation on the invention itself.

[0046] Related technologies, such as Figure 1 As shown, the electric bus uses a supplementary gas enthalpy-increasing heat pump integrated thermal management air conditioning system, including: a four-way valve 10 connected to the high-pressure side of compressor 1; an outdoor core 2 connected to two branches: the outdoor core 2 is connected to a battery thermal management heat exchanger 4 via a first one-way valve 3, the battery thermal management heat exchanger is connected to the inlet side of a gas-liquid separator 5, and the outlet side of the gas-liquid separator 5 is connected to the low-pressure side of compressor 1; the outdoor core 2 is connected to a main expansion valve 6, the outlet of which is also divided into two branches, one branch connected to the battery thermal management heat exchanger 4 via a second one-way valve 11; the other branch connected to the indoor core 9 via a supplementary gas intermediate heat exchanger 7, and the indoor core 9 is connected to the four-way valve 10; the first end of the supplementary gas intermediate heat exchanger 7 is connected to the medium-pressure side of compressor 1, the second end is connected to the main expansion valve 6 via a heat exchange supplementary gas expansion valve 8, the third end is directly connected to the main expansion valve 6, and the fourth end is connected to the indoor core 9. The system also includes: a bidirectional drying filter 12, a bidirectional filter 13, a heat exchanger expansion valve 14, and a third one-way valve 15. However, the compressor operates at low efficiency during heat exchange in this system.

[0047] Based on this, this application proposes a thermal management system, including: a compressor; a heating flow path connecting the compressor's exhaust port and return port to heat the target; and a make-up flow path connecting the heating flow path and the compressor's make-up port to divert a portion of the refrigerant in the heating flow path. Thus, when there is demand for both air conditioning heating and battery heating, a portion of the refrigerant discharged from the compressor, as it flows through the heating flow path, will enter the make-up flow path and flow towards the compressor's make-up port, achieving the purpose of increasing enthalpy through gas replenishment. This portion of refrigerant entering the compressor can increase the compressor's suction pressure, thereby improving the compressor's heating efficiency.

[0048] The thermal management system according to an embodiment of the present invention will now be described with reference to the accompanying drawings.

[0049] like Figure 2 As shown, the thermal management system 100 includes:

[0050] The compressor 10 has an exhaust port, a return port, and a make-up port. The compressor 10 may be referred to as an enthalpy-increasing compressor.

[0051] Heating flow path 20 connects the exhaust port of compressor 10 and the return port of compressor 10 to heat the target.

[0052] A supplementary airflow path 30 connects the heating flow path 20 and the air supply port of the compressor 10, diverting a portion of the refrigerant from the heating flow path 20 to the air supply port of the compressor 10 to achieve the purpose of supplementing the compressor with gas and increasing its enthalpy. In this invention, the opening and closing of the supplementary airflow path 30 can be determined based on actual conditions (such as the compressor's gas supply requirements). For example, when the ambient temperature is below a preset temperature threshold, the suction pressure of the compressor 10 is low, so the supplementary airflow path 30 needs to be opened; when the ambient temperature is above the preset temperature threshold, the suction pressure of the compressor 10 can meet the operating requirements, so the supplementary airflow path 30 can be closed.

[0053] In this utility model, based on the on / off state of the gas supply path 30, the thermal management system 100 can have at least two heating operation modes, namely, gas supply heating mode and non-gas supply heating mode. In the gas supply heating mode, the gas supply path 30 is turned on, and in the non-gas supply heating mode, the gas supply path 30 is turned off.

[0054] In some embodiments, such as Figure 2 As shown, the heating flow path includes: a gas replenishment and enthalpy enhancement module, the first end of which is connected to the exhaust port of the compressor 10, the third end of which is connected to the return port of the compressor 10, and the gas replenishment flow path 30 is connected to the second end of the gas replenishment and enthalpy enhancement module.

[0055] Optionally, when the ambient temperature is low, when the compressor 10 is operating and the heating flow path 20 is in a conductive state, the compressor 10 compresses the refrigerant and discharges it. The discharged refrigerant flows through the gas injection and enthalpy enhancement module and is divided into two paths. One part continues to flow in the heating flow path 20 and flows back to the return port of the compressor 10, while the other part flows through the gas injection and enthalpy enhancement module and flows back to the gas injection port of the compressor 10. The refrigerant flowing back through the return port and the refrigerant flowing back through the gas injection port are compressed together by the compressor 10 and enter the next cycle.

[0056] Therefore, by adding a gas injection and enthalpy enhancement module, a certain amount of refrigerant with relatively high temperature and pressure is added to the gas injection port of compressor 10, thereby increasing the enthalpy value of the refrigerant, thus improving the efficiency of compressor 10, effectively reducing energy consumption, and improving the operational stability and reliability of compressor 10.

[0057] In some embodiments, the gas replenishment and enthalpy enhancement module includes an economizer 311, which includes a first pipeline and a second pipeline. The first pipeline connects a first end of the gas replenishment and enthalpy enhancement module to a third end of the gas replenishment and enthalpy enhancement module, and the second pipeline connects the first pipeline and a second end of the gas replenishment and enthalpy enhancement module.

[0058] It is important to understand that by using the economizer 311, the refrigerant used for heating in the first pipeline and the refrigerant used for replenishing gas in the second pipeline exchange heat, thereby making full use of the heat of the refrigerant in the heating flow path 20 and improving the overall vehicle heat utilization rate. At the same time, the efficiency of the compressor 10 is improved after replenishing gas.

[0059] like Figure 2 As shown, the gas replenishment and enthalpy enhancement module also includes a third throttling device 312, which is connected between the first pipeline of the economizer 311 and the second pipeline of the economizer 311.

[0060] It should be understood that the refrigerant flowing out of the heating flow path 20 becomes a low-temperature and medium-pressure state after passing through the third throttling device 312. The low-temperature and medium-pressure state of the refrigerant increases the pressure difference between the compressor 10's gas inlet and gas outlet, making it easier for the compressor 10 to draw in the refrigerant, which can speed up the working efficiency of the compressor 10.

[0061] As another example, such as Figure 3 As shown, the economizer 311 includes a first pipeline and a second pipeline that exchange heat with each other. The first pipeline connects the first end and the third end of the gas replenishment and enthalpy enhancement module, and the second pipeline connects the first pipeline and the second end of the gas replenishment and enthalpy enhancement module.

[0062] like Figure 3 As shown, the gas replenishment and enthalpy enhancement module also includes a third throttling device 312, which is connected between the inlet of the first pipeline and the inlet of the second pipeline.

[0063] In some embodiments, such as Figure 2 or Figure 3 As shown, the gas replenishment and enthalpy enhancement module also includes a fourth throttling device 313, which is connected between the first pipeline of the economizer 311 and the third end of the gas replenishment and enthalpy enhancement module.

[0064] It is important to understand that the refrigerant flowing out of the first pipe outlet of the economizer 311 becomes a low-temperature and low-pressure state after passing through the fourth throttling device 313. The low-temperature and low-pressure refrigerant can better absorb the heat of the first evaporator, which can not only accelerate the heating efficiency of the thermal management system, but also make comprehensive use of the waste heat of the first evaporator.

[0065] Optionally, the third throttling device 312 and the fourth throttling device 313 can be electronic expansion valves, thereby achieving a throttling effect while also controlling the opening or closing of the corresponding position of the supplementary airflow path 30, so as to close the supplementary airflow path 30 when it is not needed. Of course, this utility model does not impose specific limitations here.

[0066] It should be noted that, while achieving the throttling effect, the third throttling device 312 and the fourth throttling device 313 can also adjust the flow rate of the refrigerant in the first and second pipelines. When the gas replenishment demand is not high, the opening of the third throttling device 312 can be reduced, so that the gas replenishment module can reasonably adjust the refrigerant flow rate in the gas replenishment path 30 according to the gas replenishment demand, and avoid affecting the operation of the compressor 10 due to excessive or insufficient refrigerant flow rate in the gas replenishment path 30.

[0067] In some embodiments, such as Figure 2 As shown, a first one-way valve 32 is also provided on the gas supply path 30. The first one-way valve 32 is connected between the second end of the gas supply and enthalpy enhancement module and the gas supply port of the compressor 10. The first one-way valve 32 is used to control the refrigerant to flow unidirectionally from the second end of the gas supply and enthalpy enhancement module to the gas supply port of the compressor 10.

[0068] It is important to understand that by setting the first one-way valve 32, the phenomenon of refrigerant "backflow" in the refrigerant supply path 30 due to excessive pressure at the compressor 10's supply port is prevented, thus improving the safety of the thermal management system during operation. Simultaneously, the first one-way valve 32 can also function as a switch valve; it can be closed when the refrigerant supply path 30 is not needed.

[0069] In some embodiments, the heating flow path 20 includes a passenger compartment heating branch 21 and / or a battery heating branch 22. The gas replenishment and enthalpy enhancement module is connected to at least one of the passenger compartment heating branch 21 and / or the battery heating branch 22. The passenger compartment heating branch 21 is used to heat the passenger compartment, and the battery heating branch 22 is used to heat the battery.

[0070] In this invention, since the gas replenishment enthalpy enhancement module is connected to at least one of the passenger compartment heating branch 21 and / or the battery heating branch 22, the thermal management system 100 can have at least six heating operation modes based on the conduction / cutoff states of the three flow paths: passenger compartment heating branch 21, battery heating branch 22, and gas replenishment flow path 30. These modes are: passenger compartment heating mode without gas replenishment, battery heating mode without gas replenishment, passenger compartment and battery combined heating mode without gas replenishment, passenger compartment heating mode with gas replenishment, battery heating mode with gas replenishment, and passenger compartment and battery combined heating mode with gas replenishment.

[0071] (1) Crew cabin heating mode without air supply: Crew cabin heating branch 21 is in the conducting state, battery heating branch 22 is in the cut-off state, and air supply path 30 is in the cut-off state.

[0072] (2) Battery heating mode without gas supply: the crew cabin heating branch 21 is in the cut-off state, the battery heating branch 22 is in the conducting state, and the gas supply path 30 is in the cut-off state.

[0073] (3) Combined heating mode of crew compartment and battery without air supply: crew compartment heating branch 21 is in the conducting state, battery heating branch 22 is in the conducting state, and air supply path 30 is in the cut-off state.

[0074] (4) Air supply cabin heating mode: the cabin heating branch 21 is in the conducting state, the battery heating branch 22 is in the cut-off state, and the air supply path 30 is in the conducting state.

[0075] (5) Battery heating mode with supplemental air: the crew cabin heating branch 21 is in the cut-off state, the battery heating branch 22 is in the conducting state, and the supplemental air flow path 30 is in the conducting state.

[0076] (6) Combined heating model of crew compartment and battery with air supply: crew compartment heating branch 21 is in the conducting state, battery heating branch 22 is in the conducting state, and air supply path 30 is in the conducting state.

[0077] In some embodiments, such as Figure 2 As shown, the crew compartment heating branch 21 is equipped with at least a first condenser 211, a first throttling device 212, and a first evaporator (e.g., along the refrigerant flow direction) in the direction of refrigerant flow. Figure 2 The first heat exchanger 213). The first condenser 211 is used to heat the crew compartment.

[0078] For example, when the ambient temperature is low and the passenger compartment requires heating, the compressor 10 starts working, compressing the refrigerant into a high-temperature, high-pressure state. This high-temperature, high-pressure refrigerant flows through the first condenser 211 for heat exchange, releasing a large amount of heat and becoming a medium-temperature, high-pressure state. It then passes through the first throttling device 212, where its pressure is reduced to a low-temperature, low-pressure state. It flows through the first evaporator to absorb heat, becoming a medium-temperature, low-pressure state, and then flows back to the compressor 10 to begin the next cycle. The heat released by the refrigerant in the first condenser 211 can be provided to the passenger compartment through the air duct system.

[0079] In some embodiments, the first end of the gas replenishment and enthalpy enhancement module may be selectively connected to the first throttling device 212, and the third end of the gas replenishment and enthalpy enhancement module may be connected to the first evaporator (e.g., Figure 2 The first heat exchanger 213 in the middle is connected.

[0080] like Figure 2As shown, when the ambient temperature is low, and the passenger compartment requires heating while the compressor 10 needs refrigerant replenishment, the flow and state changes of the refrigerant in the thermal management system are as follows: A portion of the refrigerant returns to the return port of the compressor 10 via the passenger compartment heating branch 21. The flow and state changes of the refrigerant can be referenced from the section on passenger compartment heating without refrigerant replenishment, and will not be repeated here. Another portion of the refrigerant, in a medium-temperature, high-pressure state, becomes a medium-temperature, medium-pressure state after passing through the replenishment flow path 30 and flows back to the refrigerant replenishment port of the compressor 10. The refrigerant returning through the return port and the refrigerant returning through the replenishment port are compressed together by the compressor 10 and enter the next cycle.

[0081] It should be noted that the specific composition of the air duct system is not limited. For example, it may include air ducts, fans for circulating air through the ducts, and hot / cold dampers for controlling the opening and closing of the ducts. The air ducts are suitable for delivering air into the passenger compartment through vents. Furthermore, the location where the air duct system delivers air into the passenger compartment is not limited and can be determined based on the location of the vents. For example, it may blow air onto the windows, the upper body or face of front (or rear) passengers, the lower body or feet of front (or rear) passengers, etc. There are no restrictions here. The air duct system can be a heating, ventilation, and air conditioning (HVAC) system.

[0082] In some embodiments, such as Figure 2 As shown, the thermal management system 100 may further include an electric heating device 213 for heating the airflow passing through the first condenser 211. Thus, when the heating flow path 20 is not required to heat the passenger compartment, the electric heating device 213 can be used to heat the passenger compartment. For example, when the compressor 10 is not operating, the electric heating device 214 can heat the airflow in the duct, which is then blown into the passenger compartment through the vents to heat the passenger compartment. The specific configuration of the electric heating device 214 is not limited; for example, it may include a thermistor (PTC). Alternatively, when the ambient temperature is extremely low and the heating flow path 20 cannot meet the heating needs of the passenger compartment, the electric heating device 213 can be used to supplement the heat supply, improving the heating effect on the passenger compartment.

[0083] In some embodiments, such as Figure 2 As shown, the battery heating branch 22 is provided with at least a battery heat exchanger 221, a second throttling device 222 and a first evaporator along the refrigerant flow direction. The battery heat exchanger 221 is used to heat the battery.

[0084] For example, when the ambient temperature is low and the battery pack has a heating requirement, the compressor 10 starts to work, compressing the refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the battery heat exchanger 221 and exchanges heat with the battery heat exchanger 221, releasing a large amount of heat and becoming a medium-temperature and high-pressure state. After passing through the second throttling device 222, the pressure is reduced to a low-temperature and low-pressure state. It then flows through the first evaporator to absorb heat and becomes a medium-temperature and low-pressure state, and then flows back to the compressor 10 to enter the next cycle.

[0085] In some embodiments, the first end of the gas replenishment and enthalpy enhancement module may be selectively connected to the second throttling device 222, and the third end of the gas replenishment and enthalpy enhancement module may be connected to the first evaporator (e.g., Figure 2 The first heat exchanger 213 in the middle is connected.

[0086] When the ambient temperature is low, and the battery pack requires heating and the compressor 10 needs to be replenished with gas, the flow direction and state of the refrigerant in the thermal management system can be referenced to the flow direction and state of the refrigerant in the thermal management system when the passenger compartment requires heating and needs to be replenished with gas, and will not be elaborated here.

[0087] In some embodiments, a second one-way valve 224 is also provided on the battery heating branch 22. The second one-way valve 224 is connected between the second throttling device 222 and the first evaporator. The second one-way valve 224 is used to control the unidirectional flow of refrigerant from the second throttling device 222 to the first evaporator.

[0088] like Figure 2 As shown, the second one-way valve 224 is connected between the second throttling device 222 and the economizer 311, and is used to control the unidirectional flow of refrigerant between the second throttling device 222 and the economizer 311. When the refrigerant flows out of the second throttling device 222, if the second one-way valve 224 is not provided, after the make-up flow path 30 is opened, the pressure difference of the refrigerant between the crew compartment heating branch 21 and the battery heating branch 22 may affect the flow of refrigerant out of the second throttling device 222, thereby affecting the battery heating.

[0089] In some embodiments, a fifth throttling device 225 is also provided on the battery heating branch 22, and the fifth throttling device 225 is connected between the compressor 10 and the battery heat exchanger 221.

[0090] It should be understood that by setting the fifth throttling device 225, when the battery heating branch 22 and the crew compartment heating branch 21 are simultaneously connected, the flow rate of the refrigerant flowing through the first condenser 211 and the battery heat exchanger 221 can be balanced according to the battery heating demand and the crew compartment heating demand.

[0091] Optionally, the first throttling device 212 and the second throttling device 222 are adjustable flow throttling valves, such as variable large-diameter throttling valves. This allows for the regulation of refrigerant flow while controlling the opening or closing of the crew cabin heating branch 21 and the battery heating branch 22. This enables the first throttling device 212 or the second throttling device 222 to be closed when there is no heating demand in the crew cabin or battery, so as to avoid waste or adverse effects of refrigerant on the heating of the battery or crew cabin.

[0092] It should be understood that when the ambient temperature is low, the refrigerant becomes a low temperature and low pressure state after passing through the first throttling device 212 and the second throttling device 222. The low temperature and low pressure refrigerant absorbs heat from the first evaporator and becomes a medium temperature and low pressure state before returning to the compressor 10. This allows the waste heat obtained from the exchange of the first evaporator to be fully utilized, effectively improving the energy utilization rate of the whole vehicle.

[0093] It should be noted that the crew compartment heating branch 21 and the battery heating branch 22 can be completely independent flow paths (i.e., without shared sections), or they can have partially shared sections; no specific restrictions are imposed here. For example, as Figure 2 As shown, there are some reused sections in the crew compartment heating branch 21 and the battery heating branch 22 to simplify the refrigerant piping setup in the thermal management system and reduce costs.

[0094] It should be understood that the connection between the economizer 311 and the first throttling device 212, the second throttling device 222, the air supply port of the compressor 10, and the first evaporator in the thermal management system can be implemented in different ways.

[0095] As an example, such as Figure 2 As shown, the economizer 311 includes a first pipeline and a second pipeline that exchange heat with each other. The inlet of the first pipeline can be selectively connected to at least one of the first throttling device 212 and the second throttling device 222. The outlet of the first pipeline is connected to the inlet of the second pipeline and the first evaporator, respectively. The outlet of the second pipeline is connected to the air supply port of the compressor 10.

[0096] As another example, such as Figure 3 As shown, the economizer 311 includes a first pipe and a second pipe that exchange heat with each other. The inlet of the first pipe can be selectively connected to at least one of the first throttling device 212 and the second throttling device 222. The outlet of the first pipe is connected to the first evaporator. The inlet of the second pipe is connected to the inlet of the first pipe. The outlet of the second pipe is connected to the air supply port of the compressor 10.

[0097] It is important to understand that by using the economizer 311, the refrigerant used for heating in the first pipeline and the refrigerant used for replenishing gas in the second pipeline exchange heat, allowing the heat of the refrigerant in the heating flow path 20 to be fully utilized. This enables the refrigerant in the heating flow path 20 to better absorb heat when entering the first evaporator, thus improving the overall vehicle heat utilization rate. At the same time, the efficiency of the compressor 10 is improved after replenishing gas.

[0098] In some embodiments, such as Figure 2 As shown, the heating flow path 20 also includes a first switching valve 401. The first end of the first switching valve 401 is connected to the first end of the gas replenishment and enthalpy enhancement module, and the second end of the first switching valve 401 is connected to the third end of the gas replenishment and enthalpy enhancement module. The first switching valve 401 is used to control whether the refrigerant in the heating flow path 20 flows through the gas replenishment and enthalpy enhancement module. That is, the first switching valve 401 is used to control the opening or closing of the gas replenishment flow path.

[0099] Specifically, when the first switching valve 401 is open, the refrigerant flowing from the first throttling device 212 or the second throttling device 222 will flow directly to the first evaporator through the first switching valve, without flowing through the gas injection and enthalpy enhancement module, and the gas injection path is cut off. When the first switching valve 401 is closed, the refrigerant flowing from the first throttling device 212 or the second throttling device 222 will flow through the gas injection and enthalpy enhancement module, and the gas injection path is open, so the refrigerant is split into two paths in the gas injection and enthalpy enhancement module, one path flowing to the first evaporator and the other path flowing to the gas injection port of the compressor 10.

[0100] Optionally, the first switching valve 401 can be a solenoid valve or the like, thus facilitating control.

[0101] It should be understood that the first evaporator in this utility model can be implemented in multiple ways.

[0102] For example, such as Figure 2 As shown, when the thermal management system 100 includes a coolant circulation loop, the first heat exchanger 601 in the liquid pump circulation subsystem 102 can be used as the first evaporator. In this way, the heat dissipated by the target heat source is fully utilized through the first heat exchanger 601, improving heat utilization efficiency. A detailed description of the flow direction and state changes of the coolant in the coolant circulation loop can be found below and will not be repeated here.

[0103] For example, such as Figure 4 As shown, when the thermal management system 100 includes a heat source heat exchanger 603, the heat source heat exchanger 603 can be used as the first evaporator. In this way, the heat source heat exchanger 603 can fully utilize the heat dissipated by the target heat source, improve heat utilization efficiency, and at the same time reduce the temperature of the target heat source.

[0104] In some embodiments, since the heating flow path 20 and the cooling flow path in the thermal management system 100 can reuse part of the piping, therefore... Figure 4 As shown, the thermal management system 100 also includes a second switching valve 402. One end of the second switching valve 402 is connected to the heat source heat exchanger 603, and the other end is connected to the third end of the gas injection enthalpy enhancement module. After the second switching valve 402 is opened, the refrigerant can flow through the heat source heat exchanger 603, so that the heat source heat exchanger 603 can act as the first evaporator.

[0105] The aforementioned target heat sources include, but are not limited to: powertrain, electronic control system, and other heat dissipation modules.

[0106] In some embodiments, such as Figure 2 As shown, the thermal management system 100 also includes a liquid pump 50 and a first coolant circulation loop 60, the first coolant circulation loop 60 connecting the outlet of the liquid pump 50 to the inlet of the liquid pump 50.

[0107] A first heat exchanger 601 is provided on the first coolant circulation loop 60, and the first heat exchanger 601 is used to exchange heat between the first coolant circulation loop 60 and the heating flow path 20.

[0108] In this way, when the coolant in the first coolant circulation loop flows through the target heat source or the heat dissipation module of the target heat source, it can collect the waste heat of the target heat source (such as the high-power electrical components in the powertrain, such as motors and electronic control systems) and exchange heat with the refrigerant in the first heat exchanger 601, thereby increasing the temperature of the refrigerant flowing through the first heat exchanger 601.

[0109] In some embodiments, a second heat exchanger 602 is further provided on the first coolant circulation loop 60, the second heat exchanger 602 being used to enable the first coolant circulation loop 60 to exchange heat with the target heat source.

[0110] It should be understood that a separate second heat exchanger 602 can be provided for each heat source, or a shared second heat exchanger 602 can be provided for multiple heat sources.

[0111] In some embodiments, the second heat exchanger may be integrated with the target heat source or the heat dissipation module of the target heat source. For example, the second heat exchanger 602 may be integrated into the coolant flow path of the electronic control system.

[0112] In some embodiments, such as Figure 2 As shown, the thermal management system 100 also includes a second coolant circulation loop 70, which connects the outlet of the liquid pump 50 to the inlet of the liquid pump 50. A second heat exchanger 602 and a radiator 71 are provided on the second coolant circulation loop 70, and the radiator 71 is used for heat exchange with the outside.

[0113] It should be noted that when the heat exchange performance of the second heat exchanger 602 is strong or the internal space of the thermal management system is limited, it may not be necessary to install the radiator 71 or the second coolant circulation loop.

[0114] In some embodiments, the liquid pump circulation subsystem 102 further includes a switching valve 72 for switching between the second coolant circulation loop 70 and the first coolant circulation loop 60.

[0115] Optionally, the switching valve 72 is used to switch one of the first coolant circulation loop 60 and the second coolant circulation loop 70 on and off. For example, the switching valve 72 can be a three-way valve, such as... Figure 2 As shown, the switching valve includes a first switching valve 721 and a second switching valve 722, which are located at the outlet and inlet of the liquid pump 50, respectively. When the first coolant circulation loop 60 is open, the ac interface of the first switching valve 721 is connected and the ab interface of the second switching valve 722 is connected; when the second coolant circulation loop 70 is open, the ab interface of the first switching valve 721 is connected and the ac interface of the second switching valve 722 is connected.

[0116] It can be seen that the outlet of the liquid pump 50 is also suitable for connection with the inlet of the liquid pump 50 through the second coolant circulation loop 70. The heat collection module is also set in the second coolant circulation loop 70. The liquid pump circulation subsystem 102 also includes a switching valve 72 and a second heat exchanger 602. The switching valve 72 can selectively switch the second coolant circulation loop 70 and the first coolant circulation loop 60 to be connected. The radiator 71 is set in the second coolant circulation loop 70 and is suitable for heat exchange with the outside. Thus, by utilizing the heat from the heat collection module and the radiator 71 in the liquid pump circulation subsystem 102, the temperature of the target heat source is reduced in the heat dissipation mode.

[0117] Optionally, the first heat exchanger 601 and the second heat exchanger 602 can be heat exchangers with independent dual flow paths. One flow path of the first heat exchanger 601 is used for the refrigerant in the heating flow path 20, and the other flow path is used for the coolant. One flow path of the second heat exchanger 602 is used for the refrigerant in the cooling flow path, and the other flow path is used for the coolant.

[0118] The coolant circulation module of the thermal management system 100 in this utility model can have different structures, and there is no limitation on it.

[0119] For example, such as Figure 5 As shown, the coolant circulation module of the thermal management system 100 includes a liquid pump 50, a first coolant circulation loop 60, and a second coolant circulation loop 70. A second heat exchanger 602 installed on the first coolant circulation loop 60 and the second coolant circulation loop 70 provides heat dissipation for multiple heat sources (electronic control system, powertrain, other heat dissipation modules).

[0120] For example, such as Figure 6 As shown, the coolant circulation module of the thermal management system 100 includes a liquid pump 50 and a first coolant circulation loop 60, but does not include a second coolant circulation loop 70 (i.e., it does not include the radiator 71).

[0121] For example, such as Figure 7 As shown, the coolant circulation module of the thermal management system 100 includes a liquid pump 50, a first coolant circulation loop 60, and a second coolant circulation loop 70. A corresponding second heat exchanger 602 (not shown in the figure) can be independently installed on each heat source in the first coolant circulation loop 60 and the second coolant circulation loop 70.

[0122] In some embodiments, the thermal management system 100 further includes a refrigeration flow path connecting the exhaust port of the compressor 10 and the return port of the compressor 10, the refrigeration flow path including at least one of the following: a crew cabin refrigeration branch 81, a battery refrigeration branch 82, and a heat source refrigeration branch 83.

[0123] Optionally, when there is a cooling demand in the crew compartment, battery, or target heat source, the corresponding cooling flow path is activated to reduce the temperature of the crew compartment, battery, or target heat source. The compressor 10 compresses the refrigerant to a high-temperature, high-pressure state, and after passing through the crew compartment cooling branch 81, battery cooling branch 82, or heat source cooling branch 83, it becomes a medium-temperature, low-pressure state and flows back to the compressor 10, then enters the next cycle.

[0124] In some embodiments, the occupant compartment cooling branch 81 is provided with a second condenser 811, a sixth throttling device 812, and a second evaporator 813 sequentially arranged in the refrigerant flow direction. The second evaporator 813 is used to cool the occupant compartment. The refrigerant flowing out of the second condenser 811 can pass through the sixth throttling device 812 and then flow to the second evaporator 813, thereby lowering the temperature of the second evaporator 813 and thus cooling the occupant compartment.

[0125] Optionally, such as Figure 2 As shown, the sixth throttling device 812 can selectively open or close the crew compartment cooling branch 81. That is, the sixth throttling device 812 can not only throttle the refrigerant flow but also close the crew compartment cooling branch 81. Therefore, when crew compartment cooling is not required, the crew compartment cooling branch 81 can be closed to prevent refrigerant from flowing through it and causing waste or adverse effects. Optionally, the sixth throttling device 812 can be an electronic expansion valve, thus achieving throttling while facilitating control.

[0126] In some embodiments, the battery cooling branch 82 is provided with a second condenser 811, a second throttling device 222, and a battery heat exchanger 221 in sequence according to the refrigerant flow direction. The refrigerant flowing out of the second condenser 811 can flow to the battery heat exchanger 221 after passing through the second throttling device 222, thereby reducing the temperature of the battery heat exchanger 221 and cooling the battery pack.

[0127] It should be noted that the battery heat exchanger 221 is used to regulate the temperature of the battery pack; however, the relative relationship between the battery heat exchanger 221 and the battery pack is not limited. For example, the battery heat exchanger 221 can be part of the battery pack, meaning the battery pack includes the battery pack body and the battery heat exchanger 221, with the battery heat exchanger 221 regulating the temperature of the battery pack body. Alternatively, the battery heat exchanger 221 and the battery pack can be two separate components working in heat transfer cooperation, thereby enabling the battery heat exchanger 221 to regulate the temperature of the battery pack.

[0128] Optionally, such as Figure 2 As shown, the second throttling device 222 can selectively open or close the battery cooling branch 82. That is, the second throttling device 222 can not only throttle the flow but also close the battery cooling branch 82. Therefore, when cooling the battery pack is not required, the battery cooling branch 82 can be closed to prevent refrigerant from flowing through it and causing waste or adverse effects. Alternatively, a third one-way valve 226 can be installed on the battery cooling branch 82 to control the one-way flow of refrigerant from the second condenser 811 to the second throttling device 222, thus closing the flow when cooling the battery pack is not required and preventing refrigerant from flowing through the battery cooling branch 82 and causing waste or adverse effects. Optionally, the second throttling device 222 can be a large-diameter valve, thus achieving a throttling effect while facilitating control.

[0129] In some other embodiments, the battery cooling branch 82 also includes a third switching valve 403 for connecting the return port of the compressor 10 and the outlet of the battery heat exchanger 221. When there is no cooling demand in the battery pack, the fourth switching valve 404 is closed. At this time, the refrigerant flowing out from the second condenser 811 does not flow through the battery cooling branch 82, but flows directly back to the compressor 10, which facilitates the control of the on / off state of the battery cooling branch 82.

[0130] In some embodiments, the heat source cooling branch 83 is provided with a second condenser 811, a seventh throttling device 821, and a third evaporator in sequence according to the refrigerant flow direction. The third evaporator is used to cool the target heat source. The refrigerant flowing out of the second condenser 811 can flow to the third evaporator after passing through the seventh throttling device 821, thereby lowering the temperature of the third evaporator and cooling the target heat source.

[0131] In some embodiments, such as Figure 2As shown, when the thermal management system includes a second heat exchanger 602 for exchanging heat with the target heat source, the second heat exchanger 602 serves as a third evaporator; or, when the thermal management system includes a heat source heat exchanger 603 for exchanging heat with the target heat source, the heat source heat exchanger 603 serves as a third evaporator.

[0132] In some embodiments, when the second heat exchanger 602 serves as a third evaporator, such as Figure 2 As shown, the ninth throttling device 831 can selectively open or close the heat source cooling branch 83. That is, the ninth throttling device 831 can not only throttle the flow but also close the heat source cooling branch 83. Therefore, when cooling of the target heat source is not required, the heat source cooling branch 83 can be closed to avoid waste or adverse effects caused by refrigerant flowing through it.

[0133] In other embodiments, such as Figure 4 As shown, when the heat source heat exchanger 603 is used as the third evaporator, an eighth throttling device 822 is also provided on the heat source refrigeration branch 83. The eighth throttling device 822 is used to open the outlet of the heat source heat exchanger and the return port of the compressor 10. When the heat source refrigeration branch 83 and the crew compartment refrigeration branch 81 are opened at the same time, it plays the role of balancing the pressure difference of the refrigerant between the heat source refrigeration branch 83 and the crew compartment refrigeration branch 81.

[0134] In other embodiments, such as Figure 4 As shown, a second switching valve 402 can also be installed on the heat source refrigeration branch 83. The second switching valve 402 is used to open the outlet of the seventh throttling device 821 and the inlet of the sixth throttling device 812. When the third evaporator is used for cooling, the second switching valve 402 is closed and the seventh throttling device 821 is opened. When the heat source heat exchanger 603 is used to provide heat to the refrigerant in the flow path, the second switching valve 402 is opened and the ninth throttling device 831 is closed.

[0135] Optionally, the seventh throttling device 821 can be an electronic expansion valve, and the eighth throttling device 822 can be a large-diameter valve, thereby achieving the throttling effect while facilitating control.

[0136] It should be noted that some components in the heating flow path 20 and the cooling flow path of the thermal management system overlap. Through reasonable planning and layout, the space of the thermal management system can be reduced while ensuring it can achieve both heating and cooling. Therefore, this application also includes a refrigerant flow switching device to enable refrigerant flow in both the heating and cooling flow paths. Figure 2As shown, the refrigerant flow switching device specifically includes a fourth switching valve 404 and a fifth switching valve 405. The switching of the refrigerant flow path is achieved by controlling the opening and closing states of the fourth switching valve 404 and the fifth switching valve 405. When the refrigerant flows in the heating flow path, the fourth switching valve 404 is always in the closed state, and when the refrigerant flows in the cooling flow path, the fifth switching valve 405 is always in the closed state.

[0137] In addition, in some embodiments, the thermal management system of this application further includes a gas-liquid separator 90, which is connected to the return port of the compressor 10. The refrigerant flowing to the compressor 10 first undergoes gas-liquid separation treatment through the gas-liquid separator 90 before flowing to the compressor 10, in order to avoid liquid slugging in the compressor and to store excess refrigerant in the thermal management system 100.

[0138] The following is based on Figure 2 The results of the thermal management system shown are exemplary descriptions of the operation process of a thermal management system 100 according to a specific embodiment of the present invention.

[0139] (1) Crew cabin heating mode

[0140] like Figure 8 As shown, when the ambient temperature is low and the passenger compartment requires heating, the fourth switch valve 404, the fifth switch valve 405, the third switch valve 403, the fourth throttling device 313, the third throttling device 312, and the sixth throttling device 812 are closed, and the first switch valve 401, the second switch valve 402, and the first throttling device 212 are opened. The compressor 10 starts to work, compressing the refrigerant to a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the first condenser 211 in the vehicle and exchanges heat with the airflow blown out by the vehicle's internal unit, releasing a large amount of heat. The medium-temperature and high-pressure refrigerant after heat exchange is throttled and depressurized through the first throttling device 212 to a low-temperature and low-pressure state. After passing through the first switch valve 401, it flows through the first heat exchanger 601 (i.e., the first evaporator) and absorbs heat from the target heat source (the first switching valve 721 is connected to ac, and the second switching valve 722 is connected to ab) to become a medium-temperature and low-pressure state. Then, it flows back to the compressor 10 through the second switch valve 402 and the gas-liquid separator 90. At this time, the refrigerant circulation loop is: compressor 10—first condenser 211—first throttling device 212—first switching valve 401—first heat exchanger 601—second switching valve 402—gas-liquid separator 90—compressor 10, and the coolant circulation loop is: liquid pump 50—second heat exchanger 602—first switching valve 721 (a, c)—first heat exchanger 601—second switching valve 722 (a, b)—liquid pump 50.

[0141] like Figure 9As shown, when refrigerant needs to be replenished, the first switch valve 401 is closed, and the fourth throttling device 313 and the third throttling device 312 are opened. A portion of the refrigerant after being throttled by the first throttling device 212 passes through the first heat exchanger 601, while the other portion enters the refrigerant replenishment flow path 30 and returns to the compressor 10. The refrigerant circulation loop is as follows: Heating flow path 20: Compressor 10—First condenser 211—First throttling device 212—Economizer 311—Fourth throttling device 313—First heat exchanger 601—Second switch valve 402—Gas-liquid separator 90—Compressor 10; Refrigerant replenishment flow path 30: Compressor 10—First condenser 211—First throttling device 212—Economizer 311—Third throttling device 312—Economizer 311—First one-way valve 32—Compressor 10.

[0142] When the ambient temperature is low, the temperature of the coolant flowing through the first heat exchanger 601 is low, resulting in less heat absorption by the refrigerant. Consequently, the pressure difference between the outlet and return ports of the compressor 10 is low, causing the compressor 10 to operate at a lower speed and have lower power output. Therefore, by setting up a heating supplementary gas circuit, the suction pressure of the compressor 10 can be increased, allowing the compressor 10 to quickly reach its maximum speed and improving heating efficiency. Simultaneously, it can collect waste heat from other cooling modules, ensuring full energy utilization and preventing other cooling modules from overheating and affecting vehicle operation.

[0143] (2) Battery heating mode

[0144] like Figure 10 As shown, when only the battery pack has a heating requirement, the fifth switch valve 405, the fifth throttling device 225, the second throttling device 222, and the second one-way valve 224 are opened, and the first throttling device 212 is closed. The compressor 10 starts to work, and the compressed refrigerant becomes a high-temperature and high-pressure state. After passing through the fifth switch valve 405 and the fifth throttling device 225, the high-temperature and high-pressure refrigerant flows through the battery heat exchanger 221 to heat the battery pack. The medium-temperature and high-pressure refrigerant flowing out of the battery heat exchanger 221 is throttled and depressurized by the second throttling device 222 to a low-temperature and low-pressure state. Then it flows through the second one-way valve 224 and the first switch valve 401, and flows through the first heat exchanger 601 to absorb the heat from the target heat source (the ac of the first switching valve 721 is connected, and the ab of the second switching valve 722 is connected) to become a medium-temperature and low-pressure state. Then it flows back to the compressor 10 through the second switch valve 402 and the gas-liquid separator 90. The refrigerant circulation loop at this time is as follows: compressor 10—fifth switching valve 405—fifth throttling device 225—battery heat exchanger 221—second throttling device 222—second one-way valve 224—first switching valve 401—first heat exchanger 601—second switching valve 402—gas-liquid separator 90—compressor 10.

[0145] like Figure 11As shown, when gas replenishment is needed, and when it is not needed, the first switch valve 401 is closed, and the fourth throttling device 313 and the third throttling device 312 are opened. A portion of the refrigerant throttled by the second throttling device 222 passes through the first heat exchanger 601, while the other portion enters the replenishment flow path 30 and returns to the compressor 10. The refrigerant circulation loop is as follows: Heating flow path 20: Compressor 10 — Fifth switch valve 405 — Fifth throttling device 225 — Battery heat exchanger 221 — Second throttling device 222 — Second one-way valve 224 — Economizer 311 — Fourth throttling device 313 — First heat exchanger 601 — Second switch valve 402 — Gas-liquid separator 90 — Compressor 10. Air supply path 30: Compressor 10—Fifth switching valve 405—Fifth throttling device 225—Battery heat exchanger 221—Second throttling device 222—Second one-way valve 224—Economizer 311—Third throttling device 312—Economizer 311—First one-way valve 32—Compressor 10.

[0146] It should be noted that regardless of whether the air supply path 30 is open or closed, the coolant circulation loop is the same: liquid pump 50 — second heat exchanger 602 — first switching valve 721 (a, c) — first heat exchanger 601 — second switching valve 722 (a, b) — liquid pump 50.

[0147] (3) Combined heating mode of crew cabin and battery

[0148] like Figure 12As shown, when both the passenger compartment and the battery pack have heating requirements, the fifth switch valve 405, the fifth throttling device 225, the second throttling device 222, the second one-way valve 224, the first switch valve 401, and the first throttling device 212 are opened, while the fourth switch valve 404, the third switch valve 403, and the sixth throttling device 812 are closed. The compressor 10 starts to work, compressing the refrigerant to a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant is split into two paths. The first path passes through the first condenser 211 and exchanges heat with the airflow blown out of the vehicle's internal unit, releasing a large amount of heat. The medium-temperature and high-pressure refrigerant after heat exchange is throttled and depressurized through the first throttling device 212 to a low-temperature and low-pressure state. After passing through the fifth switching valve 405 and the fifth throttling device 225, the second refrigerant flows through the battery heat exchanger 221 to heat the battery pack. The medium-temperature, high-pressure refrigerant flowing out of the battery heat exchanger 221 is throttled and depressurized by the second throttling device 222 to a low-temperature, low-pressure state. After flowing through the second one-way valve 224, it merges with the first refrigerant, passes through the first switching valve 401, and flows through the first heat exchanger 601 to absorb heat from the target heat source (the first switching valve 721ac is connected, and the second switching valve 722ab is connected) to become a medium-temperature, low-pressure state. Then, it flows back to the compressor 10 through the second switching valve 402 and the gas-liquid separator 90. The refrigerant circulation loop includes: First loop: Compressor 10—First condenser 211—First throttling device 212—First switching valve 401—First heat exchanger 601—Second switching valve 402—Gas-liquid separator 90—Compressor 10; Second loop: Compressor 10—Fifth switching valve 405—Fifth throttling device 225—Battery heat exchanger 221—Second throttling device 222—Second one-way valve 224—First switching valve 401—First heat exchanger 601—Second switching valve 402—Gas-liquid separator 90—Compressor 10.

[0149] like Figure 13 As shown, when refrigerant needs to be replenished, the first switch valve 401 is closed, and the fourth throttling device 313 and the third throttling device 312 are opened. The refrigerant from the first and second paths merges and enters the refrigerant flow path 30 before returning to the compressor 10. The specific flow direction of the refrigerant during refrigerant replenishment can be referred to in Examples 1 and 2, and is not specifically limited here.

[0150] It should be noted that when there is a heating requirement in the battery pack and the crew compartment, the coolant circulation loop is the same regardless of whether the make-up air path 30 is open or not: liquid pump 50—second heat exchanger 602—first switching valve 721 (a, c)—first heat exchanger 601—second switching valve 722 (a, b)—liquid pump 50.

[0151] (4) Passenger cabin cooling mode

[0152] like Figure 14As shown, when only the crew cabin has a cooling requirement, the fourth switching valve 404 and the sixth throttling device 812 are opened, and the third one-way valve 226, the fifth switching valve 405, the second throttling device 222, the seventh throttling device 821, the second throttling device 222, the fourth throttling device 313, the first switching valve 401, the second switching valve 402, the third switching valve 403, and the first throttling device 212 are all closed. The compressor 10 starts to work, and the refrigerant is compressed into a high-temperature and high-pressure state. It passes through the fourth switching valve 404 to the second condenser 811. After the second condenser 811 removes a large amount of heat, the refrigerant becomes a medium-temperature and high-pressure state and flows to the sixth throttling device 812. The sixth throttling device 812 reduces the pressure of the refrigerant to a low-temperature and low-pressure state. Then, after the second evaporator 813 absorbs heat to become a medium-temperature and low-pressure state, it flows through the gas-liquid separator 90 back to the compressor 10 to start the next cycle. The refrigerant circulation loop is as follows: compressor 10 — fourth switching valve 404 — second condenser 811 — sixth throttling device 812 — second evaporator 813 — gas-liquid separator 90 — compressor 10.

[0153] (5) Battery cooling mode

[0154] like Figure 15 As shown, when only the battery has a cooling requirement, the fourth switching valve 404, the third one-way valve 226, the third switching valve 403, the fifth throttling device 225, and the second throttling device 222 are all open, while the sixth throttling device 812, the fifth switching valve 405, the seventh throttling device 821, the fourth throttling device 313, the first switching valve 401, the second switching valve 402, and the first throttling device 212 are all closed. This allows the medium-temperature, high-pressure refrigerant flowing from the second condenser 811 to pass through the third one-way valve 226 to the second throttling device 222. The refrigerant is throttled and depressurized by the second throttling device 222 to a low-temperature, low-pressure state, and then flows through the battery heat exchanger 221 to cool the battery pack. Subsequently, it flows through the fifth throttling device 225, the third switching valve 403, and the gas-liquid separator 90, and then returns to the compressor 10 for the next cycle. The refrigerant circulation loop is as follows: compressor 10—fourth switching valve 404—second condenser 811—third check valve 226—second throttling device 222—battery heat exchanger 221—fifth throttling device 225—third switching valve 403—gas-liquid separator 90—compressor 10.

[0155] (6) Heat source cooling mode

[0156] like Figure 2 As shown, when the target heat source only has a heat dissipation requirement, the coolant circulation loop is as follows: liquid pump 50 — second heat exchanger 602 — first switching valve 721 (a, b) — second switching valve 722 (a, c) — radiator 71 — liquid pump 50.

[0157] like Figure 16As shown, when the target heat source only has a cooling demand, the fourth switching valve 404 and the seventh throttling device 821 are opened, while the sixth throttling device 812, the third one-way valve 226, the fifth switching valve 405, the second throttling device 222, the seventh throttling device 821, the second throttling device 222, the fourth throttling device 313, the first switching valve 401, the third switching valve 403, the second switching valve 402, and the first throttling device 212 are all closed. This causes the medium-temperature, high-pressure refrigerant flowing from the second condenser 811 to be throttled and depressurized to a low-temperature, low-pressure state by the seventh throttling device 821, flowing through the second heat exchanger 602 to cool the target heat source, and then flowing through the gas-liquid separator 90 back to the compressor 10 for the next cycle. The refrigerant circulation loop is: compressor 10—fourth switching valve 404—second condenser 811—seventh throttling device 821—second heat exchanger 602—gas-liquid separator 90—compressor 10. The second heat exchanger 602 here is used as the third evaporator. The coolant circulation loop is as follows: liquid pump 50 — second heat exchanger 602 — first switching valve 721 (a, c) — first heat exchanger 601 — second switching valve 722 (a, c) — radiator 71 — liquid pump 50.

[0158] When the target heat source needs to simultaneously dissipate heat from the coolant and cool the refrigerant directly, the following two cycles run simultaneously: ① Coolant circulation loop: liquid pump 50 — second heat exchanger 602 — first switching valve 721 (a, b) — second switching valve 722 (a, c) — radiator 71 — water pump.

[0159] ②The refrigerant circulation loop is as follows: compressor 10—fourth switching valve 404—second condenser 811—seventh throttling device 821—second heat exchanger 602—gas-liquid separator 90—compressor 10.

[0160] It should be noted that the target heat source includes: powertrain, electronic control system or other heat dissipation module. Then, the powertrain, electronic control system or other heat dissipation module each correspond to a heat exchanger (third evaporator), or they can share a heat exchanger. No specific restrictions are made here.

[0161] When cooling demand exists simultaneously in the crew compartment, battery pack, and target heat source, the fourth switching valve 404, the third one-way valve 226, the third switching valve 403, the sixth throttling device 812, the seventh throttling device 821, the fifth throttling device 225, and the second throttling device 222 are all open, while the sixth throttling device 812, the fifth switching valve 405, the seventh throttling device 821, the fourth throttling device 313, the first switching valve 401, the second switching valve 402, and the first throttling device 212 are all closed, allowing refrigerant to flow from the second condenser. After flowing out of 811, it splits into three paths. One path flows through the sixth throttling device 812 and exchanges heat with the second evaporator 813 to cool the crew compartment. Another path flows through the seventh throttling device 821 and passes through the second heat exchanger 602 to cool the target heat source. The third path passes through the third one-way valve 226, the second throttling device 222, the battery heat exchanger 221, the fifth throttling device 225, and the third switching valve 403. Then, the three paths merge into one and flow together through the gas-liquid separator 90, returning to the compressor 10 for the next cycle.

[0162] The following is based on Figure 4 The results of the thermal management system shown are exemplary descriptions of the operation process of a thermal management system 100 according to a specific embodiment of the present invention.

[0163] (1) Crew cabin heating mode

[0164] When the ambient temperature is low and the passenger compartment requires heating, the third switch valve 403, the fourth switch valve 404, the fifth switch valve 405, the third throttling device 312, the fourth throttling device 313, the sixth throttling device 812, and the seventh throttling device 821 are closed, while the first switch valve 401, the second switch valve 402, the first throttling device 212, and the eighth throttling device 822 are opened. The compressor 10 starts working, compressing the refrigerant to a high-temperature, high-pressure state. The high-temperature, high-pressure refrigerant flows through the first condenser 211 inside the vehicle, exchanging heat with the airflow blown out by the vehicle's internal unit, releasing a large amount of heat. The medium-temperature, high-pressure refrigerant after heat exchange is throttled and depressurized through the first throttling device 212 to a low-temperature, low-pressure state. After passing through the first switch valve 401 and the second switch valve 402, it flows through the heat source heat exchanger 603, absorbing heat from the target heat source to become a medium-temperature, low-pressure state. Finally, it flows back to the compressor 10 through the eighth throttling device 822 and the gas-liquid separator 90. At this time, the refrigerant circulation loop is as follows: compressor 10—first condenser 211—first throttling device 212—first switching valve 401—second switching valve 402—heat source heat exchanger 603—eighth throttling device 822—gas-liquid separator 90—compressor 10.

[0165] like Figure 17As shown, when the crew cabin requires heating and the compressor needs refrigerant replenishment, if refrigerant replenishment is not required, the first switch valve 401 is closed, and the fourth throttling device 313 and the third throttling device 312 are opened. A portion of the refrigerant throttled by the first throttling device 212 passes through the heat source heat exchanger 603, while the remaining refrigerant enters the refrigerant replenishment path 30 and returns to the compressor 10. The refrigerant circulation loop is as follows: Heating path 20: Compressor 10—First condenser 211—First throttling device 212—Economizer 311—Fourth throttling device 313—Second switch valve 402—Heat source heat exchanger 603—Eighth throttling device 822—Gas-liquid separator 90—Compressor 10; Refrigerant replenishment path 30: Compressor 10—First condenser 211—First throttling device 212—Economizer 311—Third throttling device 312—Economizer 311—First one-way valve 32—Compressor 10.

[0166] It should be noted that, Figure 17 The thermal management system shown also includes a coolant circulation module (not shown in the figure). The specific flow direction of the coolant in the coolant circulation module can be found in [reference needed]. Figure 2 The description of the thermal management system shown will not be repeated here.

[0167] (2) Battery heating mode

[0168] When the ambient temperature is low and the battery pack requires heating, the fifth switch valve 405, the fifth throttling device 225, the second throttling device 222, the second check valve 224, the first switch valve 401, the second switch valve 402, the sixth throttling device 812, and the eighth throttling device 822 are opened, while the first throttling device 212, the third switch valve 403, the fourth switch valve 404, the sixth throttling device 812, and the seventh throttling device 821 are closed. The compressor 10 starts working, compressing the refrigerant to a high temperature and high pressure state. The high-temperature, high-pressure refrigerant flows through the fifth switching valve 405 and the fifth throttling device 225, then through the battery heat exchanger 221 to heat the battery pack. The medium-temperature, high-pressure refrigerant flowing out of the battery heat exchanger 221 is throttled and depressurized by the second throttling device 222 to a low-temperature, low-pressure state. It then flows through the second one-way valve 224 and the first switching valve 401, and through the heat source heat exchanger 603 to absorb heat from the target heat source, becoming a medium-temperature, low-pressure state. Finally, it flows back to the compressor 10 through the eighth throttling device 822 and the gas-liquid separator 90. At this time, the refrigerant circulation loop is: compressor 10—fifth switching valve 405—fifth throttling device 225—battery heat exchanger 221—second throttling device 222—second one-way valve 224—first switching valve 401—second switching valve 402—heat source heat exchanger 603—eighth throttling device 822—gas-liquid separator 90—compressor 10.

[0169] like Figure 18As shown, when the battery pack requires heating and the compressor needs gas replenishment, if gas replenishment is not required, the first switch valve 401 is closed, and the fourth throttling device 313 and the third throttling device 312 are opened. A portion of the refrigerant, throttled by the second throttling device 222, passes through the first heat exchanger 601, while the remaining refrigerant enters the replenishment flow path 30 and returns to the compressor 10. The refrigerant circulation loop is as follows: Heating flow path 20: Compressor 10—Fifth switch valve 405—Fifth throttling device 225—Battery heat exchanger 221—Second throttling device 222—Second one-way valve 224—Economizer 311—Fourth throttling device 313—Second switch valve 402—Heat source heat exchanger 603—Eighth throttling device 822—Gas-liquid separator 90—Compressor 10. Air supply path 30: Compressor 10—Fifth switching valve 405—Fifth throttling device 225—Battery heat exchanger 221—Second throttling device 222—Second one-way valve 224—Economizer 311—Third throttling device 312—Economizer 311—First one-way valve 32—Compressor 10.

[0170] It should be noted that, Figure 17 The thermal management system shown also includes a coolant circulation module (not shown in the figure). The specific flow direction of the coolant in the coolant circulation module can be found in [reference needed]. Figure 2 The description of the thermal management system shown will not be repeated here.

[0171] (3) Combined heating mode of crew cabin and battery

[0172] When both the passenger compartment and the battery pack require heating, the fifth switch valve 405, the fifth throttling device 225, the second throttling device 222, the second one-way valve 224, the first switch valve 401, the second switch valve 402, the eighth throttling device 822, and the first throttling device 212 are opened, while the fourth switch valve 404, the third switch valve 403, the seventh throttling device 821, the fourth throttling device 313, the third throttling device 312, and the sixth throttling device 812 are closed. The compressor 10 starts working, compressing the refrigerant to a high-temperature, high-pressure state. The high-temperature, high-pressure refrigerant is split into two paths. The first path passes through the first condenser 211, where it exchanges heat with the airflow blown out of the vehicle's interior unit, releasing a large amount of heat. The medium-temperature, high-pressure refrigerant after heat exchange is throttled and depressurized through the first throttling device 212 to a low-temperature, low-pressure state. After passing through the fifth switching valve 405 and the fifth throttling device 225, the second refrigerant flows through the battery heat exchanger 221 to heat the battery pack. The medium-temperature, high-pressure refrigerant flowing out of the battery heat exchanger 221 is throttled and depressurized by the second throttling device 222 to a low-temperature, low-pressure state. After flowing through the second one-way valve 224, it merges with the first refrigerant, passes through the first switching valve 401, flows through the heat source heat exchanger 603, absorbs the heat from the target heat source, and becomes a medium-temperature, low-pressure state. Then, it flows back to the compressor 10 through the second switching valve 402 and the gas-liquid separator 90. The refrigerant circulation loop includes: First loop: Compressor 10—First condenser 211—First throttling device 212—First switching valve 401—Heat source heat exchanger 603—Eighth throttling device 822—Gas-liquid separator 90—Compressor 10; Second loop: Compressor 10—Fifth switching valve 405—Fifth throttling device 225—Battery heat exchanger 221—Second throttling device 222—Second one-way valve 224—First switching valve 401—Second switching valve 402—Heat source heat exchanger 603—Eighth throttling device 822—Gas-liquid separator 90—Compressor 10.

[0173] like Figure 19 As shown, when refrigerant needs to be replenished, the first switch valve 401 is closed, and the fourth throttling device 313 and the third throttling device 312 are opened. The refrigerant from the first and second paths merges and enters the refrigerant flow path 30 before returning to the compressor 10. The specific flow direction of the refrigerant during refrigerant replenishment can be referred to... Figure 4 The flow direction in (1) crew cabin heating mode and (2) battery heating mode shown is not specifically limited here.

[0174] (4) Passenger cabin cooling mode

[0175] like Figure 20As shown, when only the crew cabin has a cooling requirement, the fourth switch valve 404 and the sixth throttling device 812 are opened, and the third one-way valve 226, the fifth switch valve 405, the third switch valve 403, the second throttling device 222, the seventh throttling device 821, the second throttling device 222, the fourth throttling device 313, the first switch valve 401, the second switch valve 402, and the first throttling device 212 are closed. The compressor 10 starts to work, and the refrigerant is compressed into a high-temperature and high-pressure state. It passes through the fourth switch valve 404 to the second condenser 811. After the second condenser 811 removes a large amount of heat, the refrigerant becomes a medium-temperature and high-pressure state and flows to the sixth throttling device 812. The sixth throttling device 812 reduces the pressure of the refrigerant to a low-temperature and low-pressure state. Then, the second evaporator 813 absorbs heat to become a medium-temperature and low-pressure state and flows through the gas-liquid separator 90 back to the compressor 10 to start the next cycle. The refrigerant circulation loop is as follows: compressor 10 — fourth switching valve 404 — second condenser 811 — sixth throttling device 812 — second evaporator 813 — gas-liquid separator 90 — compressor 10.

[0176] (5) Battery heating mode

[0177] like Figure 21 As shown, when only the battery has a cooling requirement, the fourth switching valve 404, the third one-way valve 226, the third switching valve 403, the fifth throttling device 225, and the second throttling device 222 are all open, while the sixth throttling device 812, the fifth switching valve 405, the seventh throttling device 821, the fourth throttling device 313, the first switching valve 401, the second switching valve 402, and the first throttling device 212 are all closed. This allows the medium-temperature, high-pressure refrigerant flowing from the second condenser 811 to pass through the third one-way valve 226 to the second throttling device 222. The refrigerant is then throttled and depressurized by the second throttling device 222 to a low-temperature, low-pressure state, flowing through the battery heat exchanger 221 to cool the battery pack. It then flows through the fifth throttling device 225, the third switching valve 403, and the gas-liquid separator 90, before returning to the compressor 10 for the next cycle. The refrigerant circulation loop is as follows: compressor 10—fourth switching valve 404—second condenser 811—third check valve 226—second throttling device 222—battery heat exchanger 221—fifth throttling device 225—third switching valve 403—gas-liquid separator 90—compressor 10.

[0178] (6) Heat source cooling mode

[0179] like Figure 22As shown, when only the target heat source has a cooling demand, the fourth switching valve 404, the seventh throttling device 821, and the eighth throttling device 822 are opened, while the sixth throttling device 812, the third one-way valve 226, the fifth switching valve 405, the second throttling device 222, the seventh throttling device 821, the second throttling device 222, the fourth throttling device 313, the first switching valve 401, the second switching valve 402, the third switching valve 403, and the first throttling device 212 are all closed. This causes the medium-temperature, high-pressure refrigerant flowing out of the second condenser 811 to be throttled and depressurized to a low-temperature, low-pressure state by the seventh throttling device 821, and then flows through the heat source heat exchanger 603 to cool the target heat source. Afterward, it flows through the gas-liquid separator 90 and returns to the compressor 10 for the next cycle. The refrigerant circulation loop is as follows: compressor 10 — fourth switching valve 404 — second condenser 811 — seventh throttling device 821 — heat source heat exchanger 603 — gas-liquid separator 90 — compressor 10.

[0180] It should be noted that heat exchangers are used to reduce the temperature of the target heat source in the thermal management system, therefore Figure 22 The thermal management system shown may also include a coolant circulation module, and the specific flow direction of the coolant in the coolant circulation module can be referenced. Figure 2 The description of the thermal management system shown will not be repeated here.

[0181] This utility model also discloses a vehicle, which includes the thermal management system 100 of the above embodiments. The thermal management system 100 is any thermal management system 100 according to any embodiment of this utility model. It should be noted that the type of vehicle is not limited, for example, it can be a pure electric vehicle, a hybrid electric vehicle, a fuel cell vehicle, or other new energy vehicle containing a battery pack. Thus, because the thermal management system 100 adds a supplementary airflow path 30, in low-temperature conditions, it supplements the refrigerant in the exhaust flow path of the compressor 10 to the intake flow path of the compressor 10 through compensation, thereby improving the heating capacity of the thermal management system 100 in low-temperature conditions, and thus improving the heating performance of the vehicle.

[0182] The above are merely specific embodiments of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

[0183] The above are merely specific embodiments of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A thermal management system, characterized in that, include: Compressor (10); A heating flow path is provided, wherein the heating flow path connects the exhaust port of the compressor (10) and the return port of the compressor (10) to heat the target. A supplementary airflow path is provided, which connects the heating flow path and the air inlet of the compressor (10) to divert part of the refrigerant in the heating flow path; The heating flow path includes: a gas replenishment and enthalpy enhancement module, the first end of which is connected to the exhaust port of the compressor (10), the third end of which is connected to the return port of the compressor (10), and the gas replenishment flow path is connected to the second end of the gas replenishment and enthalpy enhancement module.

2. The thermal management system according to claim 1, characterized in that, The gas replenishment and enthalpy enhancement module includes an economizer (311), which includes a first pipeline and a second pipeline. The first pipeline connects the first end of the gas replenishment and enthalpy enhancement module to the third end of the gas replenishment and enthalpy enhancement module, and the second pipeline connects the first pipeline and the second end of the gas replenishment and enthalpy enhancement module.

3. The thermal management system according to claim 2, characterized in that, The gas replenishment and enthalpy enhancement module further includes a third throttling device (312), which is connected between the first pipeline of the economizer (311) and the second pipeline of the economizer (311).

4. The thermal management system according to claim 2, characterized in that, The gas replenishment and enthalpy enhancement module further includes a fourth throttling device (313), which is connected between the first pipeline of the economizer (311) and the third end of the gas replenishment and enthalpy enhancement module.

5. The thermal management system according to claim 1, characterized in that, A first one-way valve (32) is also provided in the gas supply path. The first one-way valve (32) is connected between the second end of the gas supply and enthalpy enhancement module and the gas supply port of the compressor (10). The first one-way valve (32) is used to control the refrigerant to flow unidirectionally from the second end of the gas supply and enthalpy enhancement module to the gas supply port of the compressor (10).

6. The thermal management system according to claim 1, characterized in that, The heating flow path includes a crew compartment heating branch (21) and / or a battery heating branch (22), and the gas replenishment and enthalpy enhancement module is connected to at least one of the crew compartment heating branch (21) and the battery heating branch (22).

7. The thermal management system according to claim 6, characterized in that, The crew compartment heating branch (21) is provided with at least a first condenser (211), a first throttling device (212) and a first evaporator along the refrigerant flow direction; the first condenser (211) is used to heat the crew compartment.

8. The thermal management system according to claim 7, characterized in that, The first end of the gas replenishment and enthalpy enhancement module can be selectively connected to the first throttling device (212), and the third end of the gas replenishment and enthalpy enhancement module is connected to the first evaporator.

9. The thermal management system according to claim 6, characterized in that, The battery heating branch (22) is provided with at least a battery heat exchanger (221), a second throttling device (222) and a first evaporator along the refrigerant flow direction. The battery heat exchanger (221) is used to heat the battery.

10. The thermal management system according to claim 9, characterized in that, The first end of the gas replenishment and enthalpy enhancement module can be selectively connected to the second throttling device (222), and the third end of the gas replenishment and enthalpy enhancement module is connected to the first evaporator.

11. The thermal management system according to claim 9, characterized in that, The battery heating branch (22) is also provided with a second one-way valve (224), which is connected between the second throttling device (222) and the first evaporator. The second one-way valve (224) is used to control the refrigerant to flow unidirectionally from the second throttling device (222) to the first evaporator.

12. The thermal management system according to claim 9, characterized in that, The battery heating branch (22) is also provided with a fifth throttling device (225), which is connected between the compressor (10) and the battery heat exchanger (221).

13. The thermal management system according to any one of claims 7 to 12, characterized in that, The heating flow path further includes: a first heat exchanger (601), which serves as the first evaporator. The first heat exchanger (601) is used to exchange heat between the first coolant circulation loop in the thermal management system and the heating flow path. The first coolant circulation loop is used to dissipate heat to the target heat source.

14. The thermal management system according to any one of claims 7 to 12, characterized in that, The thermal management system further includes a heat source heat exchanger (603), which serves as the first evaporator and is also used to dissipate heat to the target heat source.

15. The thermal management system according to claim 1, characterized in that, The heating flow path further includes: a first switching valve (401), the first end of the first switching valve (401) is connected to the first end of the gas replenishment and enthalpy enhancement module, the second end of the first switching valve (401) is connected to the third end of the gas replenishment and enthalpy enhancement module, and the first switching valve (401) is used to control whether the refrigerant in the heating flow path flows through the gas replenishment and enthalpy enhancement module.

16. The thermal management system according to any one of claims 1 to 12, 15, characterized in that, The thermal management system further includes a liquid pump and a first coolant circulation loop. The first coolant circulation loop connects the outlet of the liquid pump to the inlet of the liquid pump. A first heat exchanger (601) is provided on the first coolant circulation loop. The first coolant circulation loop is used to dissipate heat for the target heat source. The first heat exchanger (601) is used to enable the first coolant circulation loop to exchange heat with the heating flow path.

17. The thermal management system according to claim 16, characterized in that, A second heat exchanger (602) is also provided on the first coolant circulation loop; the second heat exchanger (602) is used to enable the first coolant circulation loop to exchange heat with the target heat source.

18. The thermal management system according to claim 17, characterized in that, It also includes a second coolant circulation loop, which connects the outlet of the liquid pump to the inlet of the liquid pump. The second coolant circulation loop is provided with a second heat exchanger (602) and a radiator (71), which is used to exchange heat with the outside.

19. The thermal management system according to claim 18, characterized in that, It also includes a switching valve (72) for switching the second coolant circulation loop or the first coolant circulation loop to be open.

20. The thermal management system according to claim 1, characterized in that, The thermal management system further includes a refrigeration flow path connecting the exhaust port of the compressor (10) and the return port of the compressor (10), the refrigeration flow path including at least one of the following: crew cabin refrigeration branch (81), battery refrigeration branch (82), and heat source refrigeration branch (83).

21. A vehicle, characterized in that, The thermal management system includes any one of claims 1-20.

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