Thermal management system for vehicle

Abstract

The utility model relates to a thermal management system of a vehicle. A thermal management system of a vehicle includes: a coolant circuit including a first pump, a battery, a first valve, an electrical component, a radiator, a second valve, and a second pump connected by a coolant line; and a refrigerant circuit including a compressor, an internal condenser, a first expansion valve, a first heat exchanger, a third valve, an external condenser, a second expansion valve, and an evaporator connected by a refrigerant line; wherein, through the operation of the first valve and the second valve, a part of the cooling liquid pipeline provided with the battery and a part of the cooling liquid pipeline provided with the electrical component are selectively enabled to form an integral loop or form two independent loops. According to the utility model, the layout of the thermal management system is simplified and the cost is reduced as far as possible while the cooling and heat pump modes of the electrical assembly and the battery are realized.

Description

TECHNICAL FIELD

[0001] The utility model relates to a kind of thermal management systems of vehicle, it can realize the cooling of electrical components and battery and heat pump mode at the same time, as far as possible make the layout of thermal management system simplified and reduce cost. BACKGROUND

[0002] The thermal management system of electric vehicle includes: the thermal management device for electrical components, the thermal management device for battery and the air conditioning device for heating or cooling vehicle interior.

[0003] Generally, the thermal management device for electrical components and the thermal management device for battery have independent cooling liquid circuits from each other. Two cooling liquid circuits each have a radiator, and two cooling liquid circuits can be communicated with each other by a valve. The thermal management system configured as such includes more components, and is high in cost.

[0004] In addition, since electric vehicle is different from internal combustion engine vehicle, there is no engine as heat source, so the air conditioning device of electric vehicle is provided with heat pump mode to heat vehicle interior in cold winter. In order to realize heat pump mode, the air conditioning device of electric vehicle includes some components which are high in price but low in use frequency.

[0005] Therefore, it is necessary to provide a thermal management system of vehicle, which can realize the cooling of electrical components and battery and heat pump mode at the same time, as far as possible make the layout of thermal management system simplified and reduce cost.

[0006] The information disclosed in the background section of the utility model is only intended to enhance the understanding of the general background of the utility model, and should not be regarded as acknowledging or implying in any form that the information constitutes prior art known to those skilled in the art. SUMMARY

[0007] The utility model aims at providing a thermal management system of vehicle, which can solve the above problems existing in the prior art.

[0008] To achieve the above-mentioned purpose, the utility model provides a thermal management system of vehicle, comprising: a cooling liquid circuit and a refrigerant circuit, the cooling liquid circuit comprises a first pump, a battery, a first valve, an electrical component, a radiator, a second valve and a second pump connected by a cooling liquid pipeline; the refrigerant circuit comprises a compressor, an internal condenser, a first expansion valve, a first heat exchanger, a third valve, an external condenser, a second expansion valve and an evaporator connected by a refrigerant pipeline; wherein, by operating the first valve and the second valve, a part of the cooling liquid pipeline provided with the battery and a part of the cooling liquid pipeline provided with the electrical component are selectively formed into an integrated circuit or two independent circuits.

[0009] Preferably, the refrigerant circuit further comprises: a first refrigerant branch line, a second refrigerant branch line, and a third refrigerant branch line, a first end of the first refrigerant branch line is connected to the refrigerant line downstream of the first heat exchanger via a third valve, a second end of the first refrigerant branch line is connected to the refrigerant line upstream of the compressor; a first end of the second refrigerant branch line is connected to the refrigerant line upstream of the second expansion valve, a second end of the second refrigerant branch line is connected to the refrigerant line downstream of the evaporator; a third expansion valve is provided in the second refrigerant branch line; the battery cooler is provided in the second refrigerant branch line downstream of the third expansion valve and in the coolant line downstream of the battery.

[0010] Preferably, the first valve is a three-way valve, a first port of the first valve is connected to the coolant line downstream of the battery, a second port of the first valve is connected to the first end of the first coolant branch line, a third port of the first valve is connected to the coolant line upstream of the electrical components; the second valve is a three-way valve, a first port of the second valve is connected to the coolant line upstream of the second pump, a second port of the second valve is connected to the second end of the third coolant branch line, a third port of the second valve is connected to the coolant line downstream of the radiator.

[0011] Preferably, the refrigerant circuit further comprises: an intermediate heat exchanger, a first refrigerant branch line, a second refrigerant branch line, a third expansion valve, and a battery cooler, the intermediate heat exchanger is provided in the refrigerant line between the external condenser and the second expansion valve; a first end of the first refrigerant branch line is connected to the refrigerant line downstream of the first heat exchanger via a third valve, a second end of the first refrigerant branch line is connected to the refrigerant line upstream of the compressor; a first end of the second refrigerant branch line is connected to the refrigerant line upstream of the second expansion valve, a second end of the second refrigerant branch line is connected to the refrigerant line downstream of the evaporator; the third expansion valve is provided in the second refrigerant branch line; the battery cooler is provided in the second refrigerant branch line downstream of the third expansion valve and in the coolant line downstream of the battery.

[0012] Preferably, the third valve is a three-way valve, a first port of the third valve is connected to the refrigerant line downstream of the first heat exchanger, a second port of the third valve is connected to the first end of the first refrigerant branch line, a third port of the third valve is connected to the refrigerant line upstream of the external condenser.

[0013] Preferably, the first heat exchanger is also provided in the coolant line downstream of the electrical components; a low-pressure side of the intermediate heat exchanger is connected to the refrigerant line between the evaporator and the compressor, a high-pressure side of the intermediate heat exchanger is connected to the refrigerant line between the external condenser and the evaporator.

[0014] Preferably, the first and third expansion valves are electronic expansion valves, and the second expansion valve is a mechanical expansion valve.

[0015] Preferably, in the first working state of the coolant circuit, the first and second ports of the first valve are open, and the third port is closed, so that the first coolant branch pipeline is connected, and a part of the coolant pipeline downstream of the battery is shut off, so that the part of the coolant pipeline provided with the battery and the first coolant branch pipeline form a loop of coolant circulation; the first pump is operated, so that the coolant discharged from the first pump flows through the battery and the first valve, and flows back to the first pump; the first and third ports of the second valve are open, and the second port is closed, so that the part of the coolant pipeline provided with the radiator is connected, and the third coolant branch pipeline is shut off, so that the part of the coolant pipeline provided with the electrical components and the radiator and the second coolant branch pipeline form a loop of coolant circulation; the second pump is operated, so that the coolant discharged from the second pump flows through the electrical components, the radiator and the second valve, and flows back to the second pump.

[0016] Preferably, in the second working state of the coolant circuit, the first and second ports of the first valve are open, and the third port is closed, so that the first coolant branch pipeline is connected, and a part of the coolant pipeline downstream of the battery is shut off, so that the part of the coolant pipeline provided with the battery and the first coolant branch pipeline form a loop of coolant circulation; the first pump is operated, so that the coolant discharged from the first pump flows through the battery and the first valve, and flows back to the first pump; the first and second ports of the second valve are open, and the third port is closed, so that the third coolant branch pipeline is connected, and the part of the coolant pipeline provided with the radiator is shut off, so that the part of the coolant pipeline provided with the electrical components, the second coolant branch pipeline and the third coolant branch pipeline form a loop of coolant circulation; the second pump is operated, so that the coolant discharged from the second pump flows through the electrical components and the second valve, and flows back to the second pump.

[0017] Preferably, in the third working state of the coolant circuit, the first and third ports of the first valve are open, and the second port is closed, so that a part of the coolant pipeline downstream of the battery is connected, and the first coolant branch pipeline is shut off; the first and third ports of the second valve are open, and the second port is closed, so that the part of the coolant pipeline provided with the radiator is connected, and the third coolant branch pipeline is shut off; so that the part of the coolant pipeline provided with the battery and the part of the coolant pipeline provided with the electrical components and the radiator form a loop of coolant circulation; the first and second pumps are operated, so that the coolant discharged from the first pump flows through the battery, the first valve, the electrical components, the radiator, the second valve and the second pump, and flows back to the first pump.

[0018] Preferably, in the fourth working state of the cooling liquid circuit, the first port and the third port of the first valve are open and the second port is closed, so that a part of the cooling liquid line downstream of the battery is on, and the first cooling liquid branch line is off; the first port and the second port of the second valve are open and the third port is closed, so that the third cooling liquid branch line is on, and a part of the cooling liquid line provided with the radiator is off; thereby, a part of the cooling liquid line provided with the battery, a part of the cooling liquid line provided with the electrical component and the third cooling liquid branch line form a loop of cooling liquid circulation; the first pump and the second pump are running, so that the cooling liquid discharged from the first pump flows through the battery, the first valve, the electrical component, the second valve and the second pump, and flows back to the first pump.

[0019] Preferably, in the fifth working state of the refrigerant circuit, the first port and the third port of the third valve are open and the second port is closed, so that a part of the refrigerant line provided with the external condenser is on, and the first refrigerant branch line is off; the first expansion valve is fully open, so that the refrigerant flows into the first heat exchanger in a non-expanded state, the second expansion valve is open, so that the refrigerant flows into the evaporator in an expanded state, the third expansion valve is closed, and the compressor is running; thereby, the refrigerant discharged from the compressor flows through the internal condenser not supplied with air, the refrigerant flowing out of the internal condenser flows into the first expansion valve without expansion, the refrigerant flowing out of the first expansion valve flows into the first heat exchanger in a non-expanded state and is once condensed in the first heat exchanger by heat exchange with the cooling liquid flowing out of the electrical component, the once condensed refrigerant flows into the external condenser and is twice condensed in the external condenser, the twice condensed refrigerant flows into the second expansion valve and is expanded, the refrigerant flowing out of the second expansion valve flows into the evaporator in an expanded state and is evaporated in the evaporator, and flows back to the compressor.

[0020] Preferably, the twice condensed refrigerant flowing out of the external condenser flows into the intermediate heat exchanger before flowing into the second expansion, and exchanges heat with the evaporated refrigerant flowing out of the evaporator in the intermediate heat exchanger.

[0021] Preferably, in the sixth operating condition of the refrigerant circuit, the first and third ports of the third valve are open and the second port is closed, so that the portion of the refrigerant line provided with the external condenser is connected and the first refrigerant branch line is disconnected; the first expansion valve is fully open, so that the refrigerant flows into the first heat exchanger in non-expanded state, the second expansion valve is closed, the third expansion valve is open, so that the refrigerant flows into the battery cooler in expanded state, the compressor is operating; so that the refrigerant discharged from the compressor flows through the internal condenser not supplied with air, the refrigerant flowing out of the internal condenser flows into the first expansion valve without expansion, the refrigerant flowing out of the first expansion valve flows into the first heat exchanger in non-expanded state and is once condensed in the first heat exchanger by heat exchange with the cooling liquid flowing out of the electric components, the once condensed refrigerant flows into the external condenser and is twice condensed in the external condenser, the twice condensed refrigerant flows into the third expansion valve and expands, the refrigerant flowing out of the third expansion valve flows into the battery cooler in expanded state and is evaporated in the battery cooler by heat exchange with the cooling liquid flowing out of the battery, and flows back to the compressor.

[0022] Preferably, the twice condensed refrigerant flowing out of the external condenser flows into the intermediate heat exchanger before flowing into the third expansion, and exchanges heat with the evaporated refrigerant flowing out of the battery cooler in the intermediate heat exchanger.

[0023] Preferably, in the seventh operating condition of the refrigerant circuit, the first and third ports of the third valve are open and the second port is closed, so that the portion of the refrigerant line provided with the external condenser is connected and the first refrigerant branch line is disconnected; the first expansion valve is fully open, so that the refrigerant flows into the first heat exchanger in non-expanded state, the second expansion valve is open, so that the refrigerant flows into the evaporator in expanded state, the third expansion valve is open, so that the refrigerant flows into the battery cooler in expanded state, the compressor is operating; so that the refrigerant discharged from the compressor flows through the internal condenser not supplied with air, the refrigerant flowing out of the internal condenser flows into the first expansion valve without expansion, the refrigerant flowing out of the first expansion valve flows into the first heat exchanger in non-expanded state and is once condensed in the first heat exchanger by heat exchange with the cooling liquid flowing out of the electric components, the once condensed refrigerant flows into the external condenser and is twice condensed in the external condenser, a portion of the twice condensed refrigerant flows into the second expansion valve and expands, the refrigerant flowing out of the second expansion valve flows into the evaporator in expanded state and is evaporated in the evaporator, and flows back to the compressor; the remaining portion of the twice condensed refrigerant flows into the third expansion valve and expands, the refrigerant flowing out of the third expansion valve flows into the battery cooler in expanded state and is evaporated in the battery cooler by heat exchange with the cooling liquid flowing out of the battery, and flows back to the compressor.

[0024] Preferably, the once-again condensed refrigerant flowing out from the external condenser flows into the intermediate heat exchanger before flowing into the second expansion valve and the third expansion valve, and exchanges heat with the evaporated refrigerant flowing out from the evaporator and the battery cooler in the intermediate heat exchanger.

[0025] Preferably, in the eighth working state of the refrigerant circuit, the first port and the second port of the third valve are open and the third port is closed, so that the first refrigerant branch pipeline is connected, and a part of the refrigerant pipeline provided with the external condenser is shut down; the first expansion valve is open, so that the refrigerant flows into the first heat exchanger in an expanded state, the second expansion valve and the third expansion valve are closed, and the compressor is running; so that the refrigerant flowing out from the compressor flows through the internal condenser supplied with air and condenses, the condensed refrigerant flows into the first expansion valve and expands, and the refrigerant flowing out from the first expansion valve flows into the first heat exchanger in an expanded state and evaporates in the first heat exchanger by heat exchange with the cooling liquid flowing out from the electrical components, and flows back to the compressor.

[0026] The utility model discloses the above technical scheme, it has the following beneficial effects:

[0027] The heat management system of the vehicle can make a part of the cooling liquid pipeline provided with the battery and a part of the cooling liquid pipeline provided with the electrical components form an integrated circuit, or can make a part of the cooling liquid pipeline provided with the battery and a part of the cooling liquid pipeline 11 form two independent circuits through the operation of the first valve and the second valve. Thus, the radiator can be used to realize the separate cooling of the electrical components, or the radiator can be used to realize the cooling of the electrical components and the battery.

[0028] The heat management system of the vehicle can use the battery cooler to cool the cooling liquid in the cooling liquid circuit through the heat exchange between the refrigerant in the refrigerant circuit and the cooling liquid in the cooling liquid circuit, so as to cool the battery by using the cooled cooling liquid.

[0029] The heat management system of the vehicle can use the first heat exchanger to additionally increase the condensation amount of the refrigerant in the refrigerant circuit through the heat exchange between the refrigerant in the refrigerant circuit and the cooling liquid in the cooling liquid circuit, so as to improve the cooling effect of the air conditioning device.

[0030] The heat management system of the vehicle can use the first heat exchanger to absorb the heat of the cooling liquid in the cooling liquid circuit through the heat exchange between the refrigerant in the refrigerant circuit and the cooling liquid in the cooling liquid circuit, so as to recover the waste heat of the electrical components and / or the battery for indoor heating. BRIEF DESCRIPTION OF DRAWINGS

[0031] The above and other objects, features, and advantages of this utility model will become clearer from the following detailed description presented in conjunction with the accompanying drawings, in which:

[0032] Figure 1 A schematic diagram illustrating a thermal management system for a vehicle according to an exemplary embodiment of the present invention;

[0033] Figure 2 This is a schematic diagram illustrating the thermal management system of a vehicle according to an exemplary embodiment of the present invention in a first operating state of the coolant circuit;

[0034] Figure 3 This is a schematic diagram illustrating the thermal management system of a vehicle according to an exemplary embodiment of the present invention in a second operating state of the coolant circuit;

[0035] Figure 4 This is a schematic diagram illustrating the thermal management system of a vehicle according to an exemplary embodiment of the present invention in a third operating state of the coolant circuit;

[0036] Figure 5 A schematic diagram illustrating the thermal management system of a vehicle according to an exemplary embodiment of the present invention in a fourth operating state of the coolant circuit;

[0037] Figure 6 This is a schematic diagram illustrating the fifth operating state of the refrigerant circuit of a vehicle thermal management system according to an exemplary embodiment of the present invention;

[0038] Figure 7 This is a schematic diagram illustrating the thermal management system of a vehicle according to an exemplary embodiment of the present invention in the sixth operating state of the refrigerant circuit;

[0039] Figure 8 This is a schematic diagram illustrating the thermal management system of a vehicle according to an exemplary embodiment of the present invention in the seventh operating state of the refrigerant circuit;

[0040] Figure 9 A schematic diagram illustrating the eighth operating state of the refrigerant circuit of the thermal management system of a vehicle according to an exemplary embodiment of the present invention;

[0041] Figure 10 A flowchart illustrating a control method for a vehicle's thermal management system according to an exemplary embodiment of the present invention.

[0042] It should be understood that the accompanying drawings are not drawn to scale, but rather illustrate various features that are presented in a slightly simplified manner to explain the basic principles of the present invention. In the accompanying drawings of this invention, the same reference numerals denote the same or equivalent parts of the invention. Detailed Implementation

[0043] Reference will now be made in detail to various embodiments of the present application, examples of which are illustrated in the accompanying drawings and described below. While the present application will be described in conjunction with the exemplary embodiments, it will be understood that the present application is not limited to those exemplary embodiments. On the contrary, the present application is intended to cover various alternatives, modifications, equivalents and other embodiments, including those pertaining to the spirit and scope of the present application as defined by the appended claims.

[0044] Hereinafter, various exemplary embodiments of the present application will be described more specifically with reference to the accompanying drawings.

[0045] Figure 1 To show a schematic diagram of a thermal management system of a vehicle according to an exemplary embodiment of the present application.

[0046] As Figure 1 shown, the thermal management system of the vehicle according to an exemplary embodiment of the present application can include a coolant circuit 10 for coolant circulation and a refrigerant circuit 20 for refrigerant circulation.

[0047] In the exemplary embodiment, the coolant circuit 10 can include a first pump 12, a heater 13, a battery 14, a first valve V1, an electrical assembly 15, a radiator 16, a second valve V2, a coolant tank 17, and a second pump 18 connected in sequence through a coolant line 11.

[0048] Specifically, the first pump 12 and the second pump 18 can be electric pumps for circulating the coolant in the coolant circuit 10.

[0049] The heater 13 can be an electric heater, for example, a positive temperature coefficient (PTC) heater, for heating the coolant in the coolant line 11. Thus, the battery 14 is heated with the heated coolant to operate in an optimal operating temperature range.

[0050] The battery 14 can be a high-voltage battery as a power source of an electric vehicle.

[0051] The first valve V1 can be a three-way valve. The first valve V1 can be provided at the coolant line 11 between the battery 14 and the electrical assembly 15.

[0052] The electrical assembly 15 can include various electrical devices consuming power in the vehicle, for example, an on-board charger (OBC), a motor, and various vehicle controllers, etc.

[0053] The radiator 16 can cool the coolant circulating in the coolant line 11 with external air of the vehicle.

[0054] The second valve V2 can be a three-way valve. The second valve V2 can be provided in the coolant line 11 between the radiator 16 and the second pump 18.

[0055] The coolant reservoir 17 can be used to store and replenish coolant in the coolant circuit 10.

[0056] Furthermore, the coolant circuit 10 can further comprise a first coolant branch line 11a, a second coolant branch line 11b and a third coolant branch line 11c.

[0057] In particular, a first end of the first coolant branch line 11a can be connected to the coolant line 11 between the battery 14 and the electrical components 15 via the first valve V1, and a second end of the first coolant branch line 11a can be connected to the coolant line 11 between the second pump 18 and the first pump 12.

[0058] A first end of the second coolant branch line 11b can be connected to the coolant line 11 downstream of the second pump 18, and a second end of the second coolant branch line 11b can be connected to the coolant line 11 upstream of the electrical components 15. In particular, the first end of the second coolant branch line 11b can be connected to the coolant line 11 between the second pump 18 and the second end of the first coolant branch line 11a, and the second end of the second coolant branch line 11b can be connected to the coolant line 11 between the first valve V1 and the electrical components 15.

[0059] A first end of the third coolant branch line 11c can be connected to the coolant line 11 downstream of the electrical components 15, and a second end of the third coolant branch line 11c can be connected to the coolant line 11 upstream of the second pump 18 via the second valve V2. In particular, the first end of the third coolant branch line 11c can be connected to the coolant line 11 between the electrical components 15 and the radiator 16, and the second end of the third coolant branch line 11c can be connected to the coolant line 11 between the radiator 16 and the coolant reservoir 17 via the second valve V2.

[0060] A first port of the first valve V1 can be connected to the coolant line 11 downstream of the battery 14, a second port of the first valve V1 can be connected to the first end of the first coolant branch line 11a, and a third port of the first valve V1 can be connected to the coolant line 11 upstream of the electrical components 15.

[0061] A first port of the second valve V2 can be connected to the coolant line 11 upstream of the coolant reservoir 17, a second port of the second valve V2 can be connected to the second end of the third coolant branch line 11c, and a third port of the second valve V2 can be connected to the coolant line 11 downstream of the radiator 16.

[0062] Thus, the cooling liquid flowing out from the battery 14 can be selectively flowed into the first cooling liquid branch line 11a or the cooling liquid line 11 downstream of the battery 14 by the operation of the first valve V1. Further, the cooling liquid flowing out from the electrical component 15 can be selectively flowed into the third cooling liquid branch line 11c or the cooling liquid line 11 provided with the radiator 16 by the operation of the second valve V2.

[0063] In an exemplary embodiment, the refrigerant circuit 20 can include a compressor 22, an internal condenser 23, a first expansion valve EXV1, a first heat exchanger 24, a reservoir dryer 25 (RD), a third valve V3, an external condenser 26, an intermediate heat exchanger (IHX) 27, a second expansion valve TXV, an evaporator 28, and an accumulator 29 connected by a refrigerant line 21.

[0064] The compressor 22 can compress the refrigerant into a high-temperature and high-pressure state, and circulate the refrigerant in the refrigerant circuit 20.

[0065] The internal condenser 23 can be provided inside a Heating Ventilation and Air Conditioning (HVAC) module (not shown) of the air conditioning device, for heating air introduced into the interior of the vehicle.

[0066] The first expansion valve EXV1 can be an electronic expansion valve. The first expansion valve EXV1 can be provided in the refrigerant line 21 upstream of the first heat exchanger 24 to selectively flow the refrigerant into the first heat exchanger 24 in an expanded state or a non-expanded state.

[0067] The first heat exchanger 24 can be a heat exchanger for exchanging heat between the cooling liquid in the cooling liquid circuit 10 and the refrigerant in the refrigerant circuit 20. The first heat exchanger 24 can be provided in the refrigerant line 21 downstream of the first expansion valve EXV1, and can be provided in the cooling liquid line 11 downstream of the electrical component 15. Specifically, the first heat exchanger 24 can be provided in the refrigerant line 21 between the first expansion valve EXV1 and the reservoir dryer 25, and can be provided in the cooling liquid line 11 between the electrical component 15 and the first end of the third cooling liquid branch line 11c.

[0068] Thus, the coolant flowing out from the electric component 15 can exchange heat with the refrigerant flowing out from the internal condenser 23 in the first heat exchanger 14. When the first expansion valve EXV1 causes the refrigerant to flow into the first heat exchanger 24 in a non-expanded state, the refrigerant flowing into the first heat exchanger 24 can be condensed using the coolant in the coolant circuit 10. Thus, the amount of condensation of the refrigerant in the refrigerant circuit 20 can be increased, and the cooling effect of the air conditioning device can be improved.

[0069] When the first expansion valve EXV1 causes the refrigerant to flow into the first heat exchanger 24 in an expanded state, the refrigerant flowing into the first heat exchanger 24 can be evaporated using the coolant in the coolant circuit 10, and thus the heat of the coolant in the coolant circuit 10 can be absorbed by the refrigerant. Thus, the waste heat of the battery 14 and / or the electric component 15 can be recovered for heating in the vehicle interior.

[0070] Therefore, in the case where the first heat exchanger 24 is used to condense the refrigerant, the amount of condensation of the refrigerant can be additionally increased, and in the case where the first heat exchanger 24 is used to evaporate the refrigerant, the waste heat of the battery 14 and / or the electric component 15 can be recovered.

[0071] The accumulator dryer 25 can store a portion of the liquid refrigerant flowing out from the first heat exchanger 24.

[0072] The third valve V3 can be a three-way valve. The third valve V3 can be provided in the refrigerant line between the accumulator dryer 25 and the external condenser 26.

[0073] The external condenser 26 can be provided at the front of the vehicle for exchanging heat between the refrigerant and the outside air, and thus condensing the refrigerant using the outside air.

[0074] Here, the front-rear direction refers to the front-rear direction with respect to the vehicle.

[0075] The intermediate heat exchanger 27 is a heat exchanger for exchanging heat between the refrigerant in the low-pressure line and the refrigerant in the high-pressure line. The low-pressure side of the intermediate heat exchanger 27 can be connected to the refrigerant line 21 between the evaporator 28 (or the battery cooler 30) and the compressor 22, and the high-pressure side of the intermediate heat exchanger 27 can be connected to the refrigerant line 21 between the external condenser 26 and the second expansion valve TXV (or the third expansion valve EXV2). Thus, the low-pressure refrigerant flowing out from the evaporator 28 (or the battery cooler 30) can exchange heat with the high-pressure refrigerant flowing out from the external condenser 26 to improve the cooling effect of the air conditioning device.

[0076] The second expansion valve TXV can be a mechanical expansion valve. The second expansion valve TXV can be provided upstream of the evaporator 28, and the second expansion valve TXV can cause the refrigerant to flow into the evaporator 28 in an expanded state when opened.

[0077] The evaporator 28 can be provided inside the HVAC module of the air conditioning device to exchange heat between the refrigerant and outside air, thereby cooling air introduced into the interior of the vehicle.

[0078] The accumulator 29 can be provided to the refrigerant line 21 upstream of the compressor 22 to separate the refrigerant into gaseous refrigerant and liquid refrigerant, and supply only the gaseous refrigerant to the compressor 22.

[0079] In addition, the refrigerant circuit 20 can further include a first refrigerant branch line 21a and a second refrigerant branch line 21b.

[0080] Specifically, a first end of the first refrigerant branch line 21a can be connected to the refrigerant line 11 downstream of the first heat exchanger 24 via the third valve V3, and a second end of the first refrigerant branch line 21a can be connected to the refrigerant line 11 upstream of the compressor 22. Specifically, the first end of the first refrigerant branch line 21a can be connected to the refrigerant line 11 between the accumulator-dryer 25 and the external condenser 26 via the third valve V3, and the second end of the first refrigerant branch line 21a can be connected to the refrigerant line 11 between the intermediate heat exchanger 27 and the accumulator 29.

[0081] A first end of the second refrigerant branch line 21b can be connected to the refrigerant line 11 upstream of the second expansion valve TXV, and a second end of the second refrigerant branch line 21b can be connected to the refrigerant line 11 downstream of the evaporator 28. Specifically, the first end of the second refrigerant branch line 21b can be connected to the refrigerant line 11 between the intermediate heat exchanger 27 and the second expansion valve TXV, and the second end of the second refrigerant branch line 21b can be connected to the refrigerant line 11 between the evaporator 28 and the intermediate heat exchanger 27.

[0082] A first port of the third valve V3 can be connected to the refrigerant line 21 downstream of the first heat exchanger 24, a second port of the third valve V3 can be connected to the first end of the first refrigerant branch line 21a, and a third port of the third valve V3 can be connected to the refrigerant line 21 upstream of the external condenser 26.

[0083] The refrigerant flowing out of the first heat exchanger 24 can be selectively flowed into the first refrigerant branch line 21a or the refrigerant line 21 downstream of the first heat exchanger 24 by the operation of the third valve V3.

[0084] In addition, the refrigerant circuit 20 can further include a third expansion valve EXV2 and a battery cooler 30 provided to the second refrigerant branch line 21b.

[0085] The third expansion valve EXV2 can be an electronic expansion valve. The third expansion valve EXV2 can be provided in the second refrigerant branch line 21b upstream of the battery cooler 30 to selectively flow the refrigerant in an expanded state or a non-expanded state into the battery cooler 30. When the third expansion valve EXV2 flows the refrigerant in the expanded state into the battery cooler 30, the refrigerant in the refrigerant circuit 20 can be used to cool the coolant flowing into the battery cooler 30. Thus, the battery 14 is cooled by the cooled coolant.

[0086] The battery cooler 30 can be a heat exchanger for exchanging heat between the coolant in the coolant circuit 10 and the refrigerant in the refrigerant circuit 20. The battery cooler 30 can be provided in the second refrigerant branch line 21b downstream of the third expansion valve EXV2 and can be provided in the coolant line 11 downstream of the battery 14. Specifically, the battery cooler 30 can be provided in the coolant line 11 between the battery 14 and the first valve V1.

[0087] Thus, the coolant flowing out of the battery 14 can exchange heat with the refrigerant flowing out of the external condenser 26 in the battery cooler 30. When the third expansion valve EXV2 flows the refrigerant in the expanded state into the battery cooler 30, the refrigerant in the refrigerant circuit 20 can be used to cool the coolant in the coolant circuit 10, and thus the battery 14 is cooled by the cooled coolant.

[0088] Further, the thermal management system of the vehicle according to the exemplary embodiment of the present application can include a cooling fan 19. The cooling fan 19 can be provided behind the external condenser 26 and the radiator 16 to introduce air from outside the vehicle. The introduced outside air can be used to exchange heat with the refrigerant in the external condenser 26 to condense the refrigerant and to exchange heat with the coolant in the radiator 16 to cool the coolant.

[0089] Figures 2 to 5 The first to fourth working states of the coolant circuit of the thermal management system of the vehicle according to the exemplary embodiment of the present application are illustrated, respectively. Figures 6 to 9 The fifth to eighth working states of the refrigerant circuit of the thermal management system of the vehicle according to the exemplary embodiment of the present application are illustrated, respectively. The fifth to eighth working states of the refrigerant circuit will be described below in conjunction with Figures 2 to 9 The first to fourth working states of the coolant circuit 10 and the fifth to eighth working states of the refrigerant circuit 20 of the thermal management system of the vehicle are described, respectively. One of the first to fourth working states of the coolant circuit 10 can be combined with one of the fifth to eighth working states of the refrigerant circuit 20 to realize the various modes of the thermal management system of the vehicle, which will be described below.

[0090] Figure 2This is a schematic diagram illustrating the thermal management system of a vehicle according to an exemplary embodiment of the present invention in a first operating state of the coolant circuit.

[0091] like Figure 2 As shown, in the first operating state of the coolant circuit 10, the first and second ports of the first valve V1 can be opened, and the third port can be closed, thereby connecting the first coolant branch line 11a and shutting off a portion of the coolant line 11 downstream of the battery 14. Thus, the coolant flowing through the battery 14 can flow into the first coolant branch line 11a via the first valve V1, instead of flowing into the electrical components 15 downstream of the battery 14. Therefore, the coolant line 11 of the battery 14 and the first coolant branch line 11a form a coolant circulation loop. In this loop, the first pump 12 operates, and the coolant discharged from the first pump 12 flows sequentially through the heater 13 and the battery 14 located in the coolant line 11, then flows into the first coolant branch line 11a connected via the first valve V1, and then flows back to the first pump 12.

[0092] Furthermore, the first and third ports of the second valve V2 can be opened, while the second port can be closed, thus connecting a portion of the coolant line 11 where the radiator 16 is located, while shutting off the third coolant branch line 11c. Consequently, the coolant flowing through the electrical component 15 can flow into the radiator 16, but not into the third coolant branch line 11c. Therefore, the portion of the coolant line 11 containing the electrical component 15 and the radiator 16, and the second coolant branch line 11b, can form a coolant circulation loop. In this loop, the second pump 18 operates, and the coolant discharged from the second pump 18 flows into the second coolant branch line 11b, then sequentially flows through the electrical component 15, the second valve V2, and the reservoir 17 located on the coolant line 11, before flowing back to the second pump 18. The coolant absorbs heat from the electrical component 15 as it flows through it, and its temperature rises. The heated coolant exchanges heat with the outside air as it flows through the radiator 16 and is cooled. The cooled coolant then cools the electrical component 15 as it flows through it.

[0093] Therefore, in the first operating state of the coolant circuit, the portion of coolant line 11 containing the battery 14 and the portion of coolant line 11 containing the electrical components 15 can form two independent circuits. In this case, the coolant can be cooled by the radiator 16, and the cooled coolant cools the electrical components 15 as it passes through them.

[0094] Figure 3 This is a schematic diagram illustrating the thermal management system of a vehicle according to an exemplary embodiment of the present invention in a second operating state of the coolant circuit.

[0095] As Figure 3 shown, in the second working state of the coolant circuit 10, the first port and the second port of the first valve V1 can be opened, and the third port can be closed, so that the first coolant branch pipeline 11a is connected, and a part of the coolant pipeline 11 downstream of the battery 14 is shut off. Thus, the coolant flowing through the battery 14 can flow into the first coolant branch pipeline 11a via the first valve V1, and not flow into the electrical components 15 downstream of the battery 14. Therefore, the part of the coolant pipeline 11 provided with the battery 14 and the first coolant branch pipeline 11a can form a loop of coolant circulation. In this loop, the first pump 12 operates, and the coolant discharged from the first pump 12 flows through the heater 13 and the battery 14 provided in the coolant pipeline 11 in turn, and then flows into the first coolant branch pipeline 11a connected via the first valve V1, and then flows back to the first pump 12.

[0096] The first port and the second port of the second valve V2 can be opened, and the third port can be closed, so that the third coolant branch pipeline 11c is connected, and a part of the coolant pipeline 11 provided with the radiator 16 is shut off. Thus, the coolant flowing through the electrical components 15 can flow into the third coolant branch pipeline 11c, and not flow into the radiator 16. Therefore, the part of the coolant pipeline 11 provided with the electrical components 15, the second coolant branch pipeline 11b and the third coolant branch pipeline 11c can form a loop of coolant circulation. In this loop, the second pump 18 operates, and the coolant discharged from the second pump 18 flows into the second coolant branch pipeline 11b, and then flows through the electrical components 15 provided in the coolant pipeline 11, and then flows into the third coolant branch pipeline 11c connected via the second valve V2, and then flows through the reservoir 17 provided in the coolant pipeline 11, and then flows back to the second pump 18.

[0097] Therefore, in the second working state of the coolant circuit, the part of the coolant pipeline 11 provided with the battery 14 and the part of the coolant pipeline 11 provided with the electrical components 15 can form two independent loops.

[0098] Figure 4 To show a schematic diagram of the thermal management system of the vehicle according to the exemplary embodiment of the present application in the third working state of the coolant circuit.

[0099] As Figure 4As shown, in the third working state of the coolant circuit 10, the first port and the third port of the first valve V1 can be opened, and the second port can be closed, so that the part of the coolant line 11 downstream of the battery 14 is connected, while the first coolant branch line 11a is disconnected. In addition, the first port and the third port of the second valve V2 can be opened, and the second port can be closed, so that the part of the coolant line 11 provided with the radiator 16 is connected, while the third coolant branch line 11c is disconnected. Thus, the coolant flowing through the battery 14 can flow into the electrical components 15 downstream of the battery 14. Therefore, the part of the coolant line 11 provided with the battery 14 and the part of the coolant line 11 provided with the electrical components 15 (i.e., the entire coolant line 11) can form an integrated coolant circulation loop.

[0100] In this loop, the first pump 12 and the second pump 18 are operated, and the coolant discharged from the first pump 12 flows through the heater 13, the battery 14, the first valve V1, the electrical components 15, the radiator 16, the second valve V2, the reservoir 17, and the second pump 18 in sequence, and then flows back to the first pump 12. The coolant is cooled by heat exchange with external air when flowing through the radiator 16, and the cooled coolant cools the electrical components 15 when flowing through the electrical components 15. The coolant absorbs heat from the battery 14 and the electrical components 15 when flowing through the battery 14 and the electrical components 15, and the temperature of the coolant increases. The temperature-increased coolant is cooled by heat exchange with external air when flowing through the radiator 16, and the cooled coolant cools the battery 14 and the electrical components 15 when flowing through the battery 14 and the electrical components 15.

[0101] Therefore, in the third working state of the coolant circuit, the part of the coolant line 11 provided with the battery 14 and the part of the coolant line 11 provided with the electrical components 15 can form an integrated loop. In this case, the coolant can be cooled by the radiator 16, and the cooled coolant cools the battery 14 and the electrical components 15 when flowing through the battery 14 and the electrical components 15.

[0102] Figure 5 To show a schematic diagram of the thermal management system of the vehicle according to the exemplary embodiment of the present application in a fourth working state of the coolant circuit.

[0103] As Figure 5As shown, in the fourth operating state of the coolant circuit 10, the first and third ports of the first valve V1 can be opened, and the second port can be closed, connecting a portion of the coolant line 11 downstream of the battery 14 while shutting off the first coolant branch line 11a. Furthermore, the first and second ports of the second valve V2 can be opened, and the third port can be closed, connecting the third coolant branch line 11c while shutting off a portion of the coolant line 11 where the radiator 16 is located. Thus, the coolant flowing through the battery 14 can flow into the electrical components 15 downstream of the battery 14. Therefore, the remaining coolant lines 11 (excluding the portion of the coolant line 11 where the radiator 16 is located) and the third coolant branch line 11c can form a complete coolant circulation loop.

[0104] In this circuit, the first pump 12 and the second pump 18 operate. The coolant discharged from the first pump 12 flows sequentially through the heater 13, battery 14, first valve V1 and electrical components 15 provided in the coolant line 11, and then flows into the third coolant branch line 11c connected by the second valve V2. Then it flows through the reservoir 17 and the second pump 18 provided in the coolant line 11, and then flows back to the first pump 12.

[0105] Therefore, in the fourth operating state of the coolant circuit, a portion of the coolant line 11 with the battery 14 and a portion of the coolant line 11 with the electrical components 15 can form an integral circuit, but this circuit does not pass through the radiator 16.

[0106] Figure 6 This is a schematic diagram illustrating the fifth operating state of the refrigerant circuit of a vehicle thermal management system according to an exemplary embodiment of the present invention.

[0107] like Figure 6 As shown, in the fifth operating state of the refrigerant circuit 20, the first and third ports of the third valve V3 can be opened, and the second port can be closed, connecting a portion of the refrigerant line 21 with the external condenser 26, while the first refrigerant branch line 21a is closed. The first expansion valve EXV1 can be fully opened, allowing the refrigerant to flow into the first heat exchanger 24 in a non-expanded state. The second expansion valve TXV can be opened, allowing the refrigerant to flow into the evaporator 28 in an expanded state. Furthermore, the third expansion valve EXV2 can be closed, shutting off the second refrigerant branch line 21b. Here, "open" means allowing the refrigerant to pass through and expand, while "fully open" means allowing the refrigerant to pass through without expansion.

[0108] The compressor 22 is operated, and the refrigerant discharged from the compressor 22 can flow through the internal condenser 23 to which the air is not supplied, and the refrigerant can flow through the internal condenser 23 without being condensed. The refrigerant flowing out of the internal condenser 23 can flow into the first expansion valve EXV1 without being expanded. The refrigerant can flow into the first heat exchanger 24 in a non-expanded state, and be once condensed in the first heat exchanger 24 by heat exchange with the coolant in the coolant circuit 10. Specifically, the refrigerant flowing into the first heat exchanger 24 can be heat-exchanged with the coolant flowing out of the electrical component 15, thereby being once condensed.

[0109] The refrigerant once condensed can flow through the accumulator dryer 25, and flow into the external condenser 26. The refrigerant can be twice condensed in the external condenser 26 by heat exchange with the outside air. The refrigerant twice condensed can flow into the high-pressure side of the intermediate heat exchanger 27, and be heat-exchanged with the evaporated refrigerant flowing into the low-pressure side of the intermediate heat exchanger 27 from the evaporator 28. The heat-exchanged refrigerant flowing out of the high-pressure side can flow into the second expansion valve TXV and be expanded. The refrigerant flowing out of the second expansion valve TXV can flow into the evaporator 28 in an expanded state, and be evaporated in the evaporator 28 by heat exchange with the air introduced into the vehicle interior. The evaporated refrigerant can flow into the low-pressure side of the intermediate heat exchanger 27, and be heat-exchanged with the condensed refrigerant flowing into the high-pressure side of the intermediate heat exchanger 27 from the external condenser 26. The heat-exchanged refrigerant flowing out of the low-pressure side can flow through the liquid collector 29, and then flow back to the compressor 22.

[0110] During the above-described circulation of the refrigerant, the in-vehicle cooling mode can be implemented. In addition, the first heat exchanger 24 can be utilized to additionally increase the condensation amount of the refrigerant by heat exchange between the refrigerant and the coolant, thereby improving the cooling effect of the air conditioning device.

[0111] Figure 7 To show a schematic view of a thermal management system of a vehicle according to an exemplary embodiment of the present application in a sixth working state of a refrigerant circuit.

[0112] As Figure 7As shown, in the sixth operating state of the refrigerant circuit 20, the first port and the third port of the third valve V3 can be open, and the second port can be closed, such that the portion of the refrigerant line 21 provided with the external condenser 26 is turned on, while the first refrigerant branch line 21a is turned off. The first expansion valve EXV1 can be fully open, such that the refrigerant flows into the first heat exchanger 24 in a non-expanded state. The second expansion valve TXV can be closed, such that the portion of the refrigerant line 21 provided with the evaporator 28 is turned off. Further, the third expansion valve EXV2 can be open, such that the second refrigerant branch line 21b is turned on and such that the refrigerant flows into the battery cooler 30 in an expanded state.

[0113] The compressor 22 operates, and the refrigerant discharged from the compressor 22 can flow through the internal condenser 23 which is not supplied with air, and the refrigerant can flow through the internal condenser 23 without being condensed. The refrigerant flowing out of the internal condenser 23 can flow into the first expansion valve EXV1 without being expanded. The refrigerant can flow into the first heat exchanger 24 in a non-expanded state, and be once condensed in the first heat exchanger by heat exchange with the coolant in the coolant circuit 10. Specifically, the refrigerant flowing into the first heat exchanger 24 can be heat-exchanged with the coolant flowing out of the electrical component 15, thereby being once condensed.

[0114] The refrigerant once condensed can flow through the accumulator dryer 25, and flow into the external condenser 26. The refrigerant can be twice condensed in the external condenser 26 by heat exchange with the outside air. The refrigerant twice condensed can flow into the high-pressure side of the intermediate heat exchanger 27, and be heat-exchanged with the evaporated refrigerant flowing into the low-pressure side of the intermediate heat exchanger 27 from the battery cooler 30. The heat-exchanged refrigerant flowing out of the high-pressure side can flow into the third expansion valve EXV2 and be expanded. The refrigerant flowing out of the third expansion valve EXV2 can flow into the battery cooler 30 in an expanded state, and be evaporated in the battery cooler 30 by heat exchange with the coolant in the coolant circuit 10. Specifically, the expanded refrigerant flowing into the battery cooler 30 can be heat-exchanged with the coolant flowing out of the battery 14, thereby being evaporated. The evaporated refrigerant can flow into the low-pressure side of the intermediate heat exchanger 27, and be heat-exchanged with the condensed refrigerant flowing into the high-pressure side of the intermediate heat exchanger 27 from the external condenser 26. The heat-exchanged refrigerant flowing out of the low-pressure side can flow through the liquid collector 29, and then flow back to the compressor 22.

[0115] During the refrigerant circulation process described above, the battery cooler 30 can be used to cool the coolant flowing out of the battery 14 through heat exchange between the refrigerant and the coolant. The cooled coolant then cools the battery 14 as it passes through it, thus achieving a battery cooling mode. Furthermore, the first heat exchanger 24 can be used to further increase the refrigerant condensation through heat exchange between the refrigerant and the coolant, thereby improving the cooling effect of the air conditioning unit.

[0116] Figure 8 This is a schematic diagram illustrating the seventh operating state of the refrigerant circuit of a vehicle thermal management system according to an exemplary embodiment of the present invention.

[0117] like Figure 8 As shown, in the seventh operating state of the refrigerant circuit 20, the first and third ports of the third valve V3 can be opened, and the second port can be closed, connecting a portion of the refrigerant line 21 with the external condenser 26, while the first refrigerant branch line 21a is closed. The first expansion valve EXV1 can be fully opened, allowing refrigerant to flow into the first heat exchanger 24 in a non-expanded state. The second expansion valve TXV can be opened, allowing refrigerant to flow into the evaporator 28 in an expanded state. Furthermore, the third expansion valve EXV2 can be opened, connecting the second refrigerant branch line 21b and allowing refrigerant to flow into the battery cooler 30 in an expanded state.

[0118] When compressor 22 operates, the refrigerant discharged from compressor 22 can flow through an internal condenser 23 where no air is supplied, and the refrigerant can flow through the internal condenser 23 without being condensed. The refrigerant flowing out of the internal condenser 23 can flow into the first expansion valve EXV1 without expanding. The refrigerant can flow into the first heat exchanger 24 in a non-expanded state, and condense once in the first heat exchanger by heat exchange with the coolant in the coolant circuit 10. Specifically, the refrigerant flowing into the first heat exchanger 24 can exchange heat with the coolant flowing out of the electrical component 15, thereby condensing once.

[0119] The refrigerant, after primary condensation, can flow through the receiver-drier 25 and into the external condenser 26. The refrigerant can undergo secondary condensation in the external condenser 26 through heat exchange with the outside air. The secondary condensed refrigerant can then flow into the high-pressure side of the intermediate heat exchanger 27 and exchange heat with the evaporated refrigerant flowing from the evaporator 28 and the battery cooler 30 into the low-pressure side of the intermediate heat exchanger 27.

[0120] A portion of the refrigerant that has undergone heat exchange flowing out from the high-pressure side can flow into the second expansion valve TXV and expand. The refrigerant flowing out from the second expansion valve TXV can flow into the evaporator 28 in an expanded state, and evaporate in the evaporator 28 through heat exchange with the air introduced into the vehicle. The evaporated refrigerant can flow into the low-pressure side of the intermediate heat exchanger 27 and exchange heat with the condensed refrigerant flowing from the external condenser 26 into the high-pressure side of the intermediate heat exchanger 27. The heat-exchanged refrigerant flowing out from the low-pressure side can flow through the collector 29 and then return to the compressor 22.

[0121] Meanwhile, the remaining portion of the refrigerant that has undergone heat exchange flowing out from the high-pressure side can flow into the third expansion valve EXV2 and expand. The refrigerant flowing out of the third expansion valve EXV2 can flow into the battery cooler 30 in an expanded state and evaporate in the battery cooler 30 through heat exchange with the coolant in the coolant circuit 10. Specifically, the expanded refrigerant flowing into the battery cooler 30 can exchange heat with the coolant flowing out from the battery 14, thereby evaporating. The evaporated refrigerant can flow into the low-pressure side of the intermediate heat exchanger 27 and exchange heat with the condensed refrigerant flowing into the high-pressure side of the intermediate heat exchanger 27 from the external condenser 26. The heat-exchanged refrigerant flowing out from the low-pressure side can flow through the collector 29 and then flow back to the compressor 22.

[0122] During the aforementioned refrigerant circulation process, an in-vehicle cooling mode can be achieved. Furthermore, the battery cooler 30 can be used to cool the coolant flowing from the battery 14 through heat exchange between the refrigerant and the coolant. The cooled coolant then cools the battery 14 as it passes through it, thus achieving a battery cooling mode. Additionally, the first heat exchanger 24 can be used to further increase the amount of refrigerant condensed through heat exchange between the refrigerant and the coolant, thereby improving the cooling effect of the air conditioning system.

[0123] Figure 9 This is a schematic diagram illustrating the eighth operating state of the refrigerant circuit of the thermal management system of a vehicle according to an exemplary embodiment of the present invention.

[0124] like Figure 9 As shown, in the eighth operating state of the refrigerant circuit 20, the first and second ports of the third valve V3 can be opened, and the third port can be closed, thereby connecting the first refrigerant branch line 21a and shutting off a portion of the refrigerant line 21 equipped with the external condenser 26. The first expansion valve EXV1 can be opened, allowing refrigerant to flow into the first heat exchanger 24 in an expanded state. The second expansion valve TXV can be closed, shutting off a portion of the refrigerant line 21 equipped with the evaporator 28. Furthermore, the third expansion valve EXV2 can be closed, shutting off the second refrigerant branch line 21b.

[0125] The compressor 22 is operated, and the refrigerant discharged from the compressor 22 can flow through the interior condenser 23 supplied with air. The refrigerant can be condensed in the interior condenser 23 by heat exchange with the air introduced into the vehicle interior. The condensed refrigerant can flow into the first expansion valve EXV1 and expand. The refrigerant flowing out of the first expansion valve EXV1 can flow into the first heat exchanger 24 in an expanded state, and evaporate in the first heat exchanger 24 by heat exchange with the coolant. Specifically, the refrigerant flowing into the first heat exchanger 24 can exchange heat with the coolant flowing out of the electrical components 15, thereby evaporating. Thus, the first heat exchanger 24 can be used to recover waste heat of the electrical components 15 and / or the battery 14 by heat exchange between the refrigerant and the coolant for use in vehicle interior heating.

[0126] The evaporated refrigerant flowing out of the first heat exchanger 24 can flow through the accumulator dryer 25 and flow into the first refrigerant branch line 21a via the third valve V3. The refrigerant flowing through the first refrigerant branch line 21a can flow into the liquid collector 29 provided in the refrigerant line 21 and then flow back to the compressor 22.

[0127] During the above-described circulation of the refrigerant, the vehicle interior heating mode can be implemented. In addition, the first heat exchanger 24 can be used to absorb heat of the coolant, which is raised in temperature as it flows through the electrical components 15 and / or the battery 14, by heat exchange between the refrigerant and the coolant, thereby recovering waste heat of the electrical components 15 and / or the battery 14 for use in vehicle interior heating. Thus, use of an electric heater (not shown) provided in an HVAC module of the air conditioning device can be reduced to save electric power of the electric vehicle.

[0128] The following illustrates modes of the thermal management system of the vehicle implemented by a combination of one of the first to fourth operating states of the coolant circuit 10 and one of the fifth to eighth operating states of the refrigerant circuit 20.

[0129] As an example, when the vehicle interior needs to be cooled and the battery 14 does not need to be cooled, the thermal management system can be operated by combining the fifth operating state of the refrigerant circuit 20 shown in FIG. 6 with the first operating state of the coolant circuit 10 shown in FIG. 2. Figure 6 Figure 2 As an example, when the vehicle interior needs to be cooled and the battery 14 needs to be pre-cooled, the thermal management system can be operated by combining the fifth operating state of the refrigerant circuit 20 shown in FIG. 6 with the second operating state of the coolant circuit 10 shown in FIG. 3.

[0130] As an example, when the vehicle interior needs to be cooled and the battery 14 needs to be pre-cooled, the thermal management system can be operated by combining the fifth operating state of the refrigerant circuit 20 shown in FIG. 6 with the second operating state of the coolant circuit 10 shown in FIG. 3. Figure 6 Figure 4 ​​The third working state combination of the coolant circuit 10 shown is used to operate the thermal management system. Here, the pre-cooling of the battery refers to cooling performed when the cooling demand of the battery 14 is not large. Specifically, when the temperature of the battery 14 is in the range of approximately 30°C to 36°C, the battery 14 requires pre-cooling.

[0131] As an example, when the vehicle interior needs to be cooled and the battery 14 needs to be cooled, the thermal management system can be operated by combining the first working state of the coolant circuit 10 shown with the second working state of the refrigerant circuit 20 shown. Figure 8 The seventh working state of the refrigerant circuit 20 shown is used to operate the thermal management system in combination with the first working state of the coolant circuit 10 shown. Here, the cooling of the battery refers to cooling performed when the cooling demand of the battery 14 is large. Specifically, when the temperature of the battery 14 exceeds 36°C, the battery 14 requires cooling. Figure 2

[0132] As an example, when the vehicle interior needs to be heated and the temperature of the electrical component 15 (e.g., the motor) is excessively high and needs to be cooled, or when the vehicle interior needs to be heated and the waste heat of the electrical component 15 (e.g., the motor) is insufficient for heating the vehicle interior, the thermal management system can be operated by combining the second working state of the coolant circuit 10 shown with the eighth working state of the refrigerant circuit 20 shown. Figure 9 The eighth working state of the refrigerant circuit 20 shown is used to operate the thermal management system in combination with the first working state of the coolant circuit 10 shown. When the vehicle interior needs to be heated and the waste heat of the electrical component 15 (e.g., the motor) is insufficient for heating the vehicle interior, the heat of the outside air can be absorbed by the radiator 16 through heat exchange between the coolant and the outside air for heating the vehicle interior. Figure 2

[0133] As an example, when the vehicle interior needs to be heated, the temperature of the electrical component 15 (e.g., the motor) is appropriate, and the battery 14 needs to be pre-heated, the thermal management system can be operated by combining the second working state of the coolant circuit 10 shown with the eighth working state of the refrigerant circuit 20 shown. Figure 9 The eighth working state of the refrigerant circuit 20 shown is used to operate the thermal management system in combination with the fourth working state of the coolant circuit 10 shown. Here, the pre-heating of the battery refers to heating performed when the heating demand of the battery 14 is not large. Specifically, when the temperature of the battery 14 is in the range of approximately -10°C to -5°C, the battery 14 requires pre-heating. Figure 5

[0134] As an example, when the vehicle interior needs to be heated, the temperature of the electrical component 15 (e.g., the motor) is appropriate, and the battery 14 needs to be pre-cooled, the thermal management system can be operated by combining the second working state of the coolant circuit 10 shown with the eighth working state of the refrigerant circuit 20 shown. Figure 9 The eighth working state of the refrigerant circuit 20 shown is used to operate the thermal management system in combination with the third working state of the coolant circuit 10 shown. Figure 4

[0135] As an example, when the vehicle interior needs to be heated, the temperature of the electrical component 15 (e.g., the motor) is appropriate, and the battery 14 needs to be heated, the thermal management system can be operated by combining the second working state of the coolant circuit 10 shown with the seventh working state of the refrigerant circuit 20 shown. Figure 9 ​​​​The eighth working state of the refrigerant circuit 20 shown is combined with Figure 3 The second working state of the coolant circuit 10 shown is combined to operate the thermal management system. Here, the heating of the battery refers to heating performed when the heating demand of the battery 14 is large. Specifically, when the temperature of the battery 14 is lower than -10°C, the battery 14 needs heating.

[0136] Figure 10 A flowchart showing a control method of a thermal management system of a vehicle according to an example embodiment of the present application.

[0137] In the thermal management system of the vehicle according to an example embodiment of the present application, the request value PE REQ of the electrical component 15 can reflect the cooling demand of the electrical component 15. The request value BAT REQ of the battery 14 can reflect the heating or cooling demand of the battery 14. The state value RAD ST of the radiator 16 can reflect the temperature level of the electrical component 15. In other words, the state value RAD ST of the radiator 16 can reflect how much heat energy is generated by the electrical component 15.

[0138] As an example, the request value PE REQ of the electrical component 15 can be any integer from 0 to 1. The request value PE REQ of 0 of the electrical component 15 can indicate that the electrical component 15 does not need cooling. The request value PE REQ of 1 of the electrical component 15 can indicate that the electrical component 15 needs cooling.

[0139] As an example, the request value BAT REQ of the battery 14 can be any integer from 0 to 4. The request value BAT REQ of 0 of the battery 14 can indicate that the battery 14 does not need cooling. The request value BAT REQ of 1 of the battery 14 can indicate that the battery 14 needs heating. The request value BAT REQ of 2 of the battery 14 can indicate that the battery 14 needs pre-heating. The request value BAT REQ of 3 of the battery 14 can indicate that the battery 14 needs pre-cooling. The request value BAT REQ of 4 of the battery 14 can indicate that the battery 14 needs cooling.

[0140] As an example, the state value RAD ST of the radiator 16 can be any integer from 1 to 3. The state value RAD ST of 1 of the radiator 16 can indicate that the temperature of the electrical component 15 is not high, and the waste heat generated by the electrical component 15 is not enough for in-vehicle heating, and the heat of external air also needs to be absorbed. The state value RAD ST of 2 of the radiator 16 can indicate that the temperature of the electrical component 15 is appropriate. The state value RAD ST of 3 of the radiator 16 can indicate that the temperature of the electrical component 15 is too high, and in addition to absorbing the waste heat generated by the electrical component 15 for in-vehicle heating, the electrical component 15 also needs to be cooled additionally.

[0141] As Figure 10As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown. Figure 2 As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown.

[0142] As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown. Figure 2 As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown.

[0143] As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown. Figure 2 As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown.

[0144] As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown. Figure 3 As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown.

[0145] As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown. Figure 2 As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown.

[0146] As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown. Figure 2 As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown.

[0147] As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown. Figure 3 As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown.

[0148] As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown. Figure 4 As shown, in the case where the request value PE_REQ of the electric component 15 is not 1 (i.e., the request value PE_REQ of the electric component 15 is 0, the electric component 15 does not need cooling) at step S101, when the request value BAT_REQ of the battery 14 is 4 (step S102), at step S110, the coolant circuit 10 can be operated in the first operating state as shown.

[0149] When the request value BAT REQ of the battery 14 is 2 (step S106), the cooling liquid circuit 10 can be operated in the fourth operating state as shown in FIG. 4 at step S113. Figure 5

[0150] On the other hand, at step S101, in the case where the request value PE REQ of the electric component 15 is 1 (i.e., the electric component 15 requires cooling), the cooling liquid circuit 10 can be operated in the first operating state as shown in FIG. 1 at step S110. Figure 2

[0151] At step S114, it is determined whether the vehicle is turned off, and if the vehicle is not turned off, the process returns to step S101 to determine again whether the request value PE REQ of the electric component 15 is 1.

[0152] The thermal management system of the vehicle configured as described above can make a part of the cooling liquid line provided with the battery and a part of the cooling liquid line provided with the electric component form one integrated circuit, or can make a part of the cooling liquid line provided with the battery and a part of the cooling liquid line provided with the electric component form two independent circuits, by the operation of the first valve and the second valve. Thus, the electric component can be cooled separately using the radiator, or the electric component and the battery can be cooled using the radiator.

[0153] Further, the thermal management system of the vehicle configured as described above can cool the cooling liquid in the cooling liquid circuit by heat exchange between the refrigerant in the refrigerant circuit and the cooling liquid in the cooling liquid circuit using the battery cooler, and thus cool the battery using the cooled cooling liquid.

[0154] Further, the thermal management system of the vehicle configured as described above can additionally increase the condensation amount of the refrigerant in the refrigerant circuit by heat exchange between the refrigerant in the refrigerant circuit and the cooling liquid in the cooling liquid circuit using the first heat exchanger, and thus improve the cooling effect of the air conditioning device.

[0155] Further, the thermal management system of the vehicle configured as described above can absorb the heat of the cooling liquid in the cooling liquid circuit by heat exchange between the refrigerant in the refrigerant circuit and the cooling liquid in the cooling liquid circuit using the first heat exchanger, and thus recover the waste heat of the electric component and / or the battery for use in heating the vehicle interior.

[0156] ​​The foregoing description of the specific exemplary embodiments of the present application presented herein is not intended, nor is it to be construed, as being exhaustive or limiting of the present application. It will become apparent to those skilled in the art that various modifications and changes can be made to the exemplary embodiments presented without departing from the spirit and scope of the present application. It is intended that all such modifications and changes be considered as within the scope of the present application as defined by the appended claims and their equivalents.

Claims

1. A thermal management system of a vehicle, characterized by, comprises: a coolant circuit comprising a first pump, a battery, a first valve, an electrical component, a radiator, a second valve, and a second pump connected by coolant lines; and a refrigerant circuit comprising a compressor, an internal condenser, a first expansion valve, a first heat exchanger, a third valve, an external condenser, a second expansion valve, and an evaporator connected by refrigerant lines; wherein, by operation of the first and second valves, a portion of the coolant lines provided with the battery is selectively integrated into a circuit with a portion of the coolant lines provided with the electrical component, or into two separate circuits. wherein 2. The thermal management system of a vehicle according to claim 1, characterized by, the coolant circuit further comprises: a first coolant branch line having a first end connected to the coolant line downstream of the battery via the first valve and a second end connected to the coolant line upstream of the first pump; a second coolant branch line having a first end connected to the coolant line downstream of the second pump and a second end connected to the coolant line upstream of the electrical component; and a third coolant branch line having a first end connected to the coolant line downstream of the electrical component and a second end connected to the coolant line upstream of the second pump via the second valve. wherein 3. The thermal management system of a vehicle according to claim 2, characterized by, the first valve is a three-way valve having a first port connected to the coolant line downstream of the battery, a second port connected to the first end of the first coolant branch line, and a third port connected to the coolant line upstream of the electrical component; the second valve is a three-way valve having a first port connected to the coolant line upstream of the second pump, a second port connected to the second end of the third coolant branch line, and a third port connected to the coolant line downstream of the radiator. wherein 4. The thermal management system of a vehicle according to claim 3, characterized by the refrigerant circuit further comprises: an intermediate heat exchanger provided in the refrigerant line between the external condenser and the second expansion valve; a first refrigerant branch line having a first end connected to the refrigerant line downstream of the first heat exchanger via the third valve and a second end connected to the refrigerant line upstream of the compressor; a second refrigerant branch line having a first end connected to the refrigerant line upstream of the second expansion valve and a second end connected to the refrigerant line downstream of the evaporator; a third expansion valve provided in the second refrigerant branch line; and a battery cooler provided in the second refrigerant branch line downstream of the third expansion valve and in the coolant line downstream of the battery. wherein 5. The thermal management system of a vehicle according to claim 4, characterized by the third valve is a three-way valve having a first port connected to the refrigerant line downstream of the first heat exchanger, a second port connected to the first end of the first refrigerant branch line, and a third port connected to the refrigerant line upstream of the external condenser. wherein 6. The thermal management system of a vehicle according to claim 5, characterized by the first heat exchanger is also provided in the coolant line downstream of the electrical component; ​ The low pressure side of the intermediate heat exchanger is connected to a refrigerant line between an evaporator and a compressor, and the high pressure side of the intermediate heat exchanger is connected to a refrigerant line between an external condenser and the evaporator.

7. The thermal management system of a vehicle according to claim 6, characterized by In the first working state of the cooling liquid circuit, The first and second ports of the first valve are open, and the third port is closed, so that the first cooling liquid branch line is connected, and a part of the cooling liquid line downstream of the battery is shut off, so that a part of the cooling liquid line provided with the battery and the first cooling liquid branch line form a loop of the cooling liquid circulation.

8. The thermal management system of a vehicle according to claim 7, characterized by The first pump is operated, so that the cooling liquid discharged from the first pump flows through the battery and the first valve, and flows back to the first pump. The first and third ports of the first valve are open, and the second port is closed, so that the first cooling liquid branch line is connected, and a part of the cooling liquid line downstream of the battery is shut off, so that a part of the cooling liquid line provided with the battery and the first cooling liquid branch line form a loop of the cooling liquid circulation. The first pump is operated, so that the cooling liquid discharged from the first pump flows through the battery and the first valve, and flows back to the first pump. In the second working state of the cooling liquid circuit, The first and second ports of the first valve are open, and the third port is closed, so that the first cooling liquid branch line is connected, and a part of the cooling liquid line downstream of the battery is shut off, so that a part of the cooling liquid line provided with the battery and the first cooling liquid branch line form a loop of the cooling liquid circulation. The first pump is operated, so that the cooling liquid discharged from the first pump flows through the battery and the first valve, and flows back to the first pump.

9. The thermal management system of a vehicle according to claim 7, characterized by, The first and second ports of the first valve are open, and the third port is closed, so that the first cooling liquid branch line is connected, and a part of the cooling liquid line downstream of the battery is shut off, so that a part of the cooling liquid line provided with the battery and the first cooling liquid branch line form a loop of the cooling liquid circulation. The first pump is operated, so that the cooling liquid discharged from the first pump flows through the battery and the first valve, and flows back to the first pump. In the third working state of the cooling liquid circuit, The first and third ports of the first valve are open, and the second port is closed, so that a part of the cooling liquid line downstream of the battery is connected, and the first cooling liquid branch line is shut off. The first and third ports of the second valve are open, and the second port is closed, so that a part of the cooling liquid line provided with the radiator is connected, and the third cooling liquid branch line is shut off. So that a part of the cooling liquid line provided with the battery and a part of the cooling liquid line provided with the electrical components and the radiator form a loop of the cooling liquid circulation.

10. The thermal management system of a vehicle according to claim 7, characterized by, The first and second pumps are operated, so that the cooling liquid discharged from the first pump flows through the battery, the first valve, the electrical components, the radiator, the second valve and the second pump, and flows back to the first pump. In the fourth working state of the cooling liquid circuit, The first and third ports of the first valve are open, and the second port is closed, so that a part of the cooling liquid line downstream of the battery is connected, and the first cooling liquid branch line is shut off. ​ ​ ​ 11. The thermal management system of a vehicle according to claim 7, characterized by, ​ ​ ​ The first port and the second port of the second valve are opened and the third port is closed, so that the third cooling liquid branch line is connected, and a part of the cooling liquid line provided with the radiator is shut off; Thus, a part of the cooling liquid line provided with the battery, a part of the cooling liquid line provided with the electrical component and the third cooling liquid branch line form a loop of the cooling liquid circulation; The first pump and the second pump are operated, so that the cooling liquid discharged from the first pump flows through the battery, the first valve, the electrical component, the second valve and the second pump, and flows back to the first pump.

12. The thermal management system of a vehicle according to claim 7, characterized by, In the fifth working state of the refrigerant circuit, In the fifth working state of the refrigerant circuit, The first port and the third port of the third valve are opened and the second port is closed, so that a part of the refrigerant line provided with the external condenser is connected, and the first refrigerant branch line is shut off; The first expansion valve is fully opened, so that the refrigerant flows into the first heat exchanger in a non-expanded state, the second expansion valve is opened, so that the refrigerant flows into the evaporator in an expanded state, and the third expansion valve is closed, and the compressor is operated; Thus, the refrigerant discharged from the compressor flows through the internal condenser which is not supplied with air, the refrigerant flowing out of the internal condenser flows into the first expansion valve without expansion, the refrigerant flowing out of the first expansion valve flows into the first heat exchanger in a non-expanded state and is once condensed in the first heat exchanger by heat exchange with the cooling liquid flowing out of the electrical component, the once condensed refrigerant flows into the external condenser and is twice condensed in the external condenser, the twice condensed refrigerant flows into the second expansion valve and is expanded, the refrigerant flowing out of the second expansion valve flows into the evaporator in an expanded state and is evaporated in the evaporator, and flows back to the compressor.

13. The thermal management system of a vehicle according to claim 12, characterized by In the fifth working state of the refrigerant circuit, The twice condensed refrigerant flowing out of the external condenser flows into the intermediate heat exchanger before flowing into the second expansion valve, and exchanges heat with the evaporated refrigerant flowing out of the evaporator in the intermediate heat exchanger.

14. The thermal management system of a vehicle according to claim 7, characterized by, In the fifth working state of the refrigerant circuit, In the sixth working state of the refrigerant circuit, The first port and the third port of the third valve are opened and the second port is closed, so that a part of the refrigerant line provided with the external condenser is connected, and the first refrigerant branch line is shut off; The first expansion valve is fully opened, so that the refrigerant flows into the first heat exchanger in a non-expanded state, the second expansion valve is closed, the third expansion valve is opened, so that the refrigerant flows into the battery cooler in an expanded state, and the compressor is operated; Thus, the refrigerant discharged from the compressor flows through the internal condenser which is not supplied with air, the refrigerant flowing out of the internal condenser flows into the first expansion valve without expansion, the refrigerant flowing out of the first expansion valve flows into the first heat exchanger in a non-expanded state and is once condensed in the first heat exchanger by heat exchange with the cooling liquid flowing out of the electrical component, the once condensed refrigerant flows into the external condenser and is twice condensed in the external condenser, the twice condensed refrigerant flows into the third expansion valve and is expanded, the refrigerant flowing out of the third expansion valve flows into the battery cooler in an expanded state and is evaporated in the battery cooler by heat exchange with the cooling liquid flowing out of the battery, and flows back to the compressor.

15. The thermal management system of a vehicle according to claim 14, characterized by In the sixth working state of the refrigerant circuit, The refrigerant, which is once condensed, flows into the intermediate heat exchanger before flowing into the second expansion valve and the third expansion, and exchanges heat with the evaporated refrigerant, which flows out from the evaporator and the battery cooler, in the intermediate heat exchanger.

16. The thermal management system of a vehicle according to claim 7, characterized by, wherein, In the seventh working state of the refrigerant circuit, The first port and the third port of the third valve are open and the second port is closed, so that a part of the refrigerant line provided with the external condenser is connected and the first refrigerant branch line is disconnected; The first expansion valve is fully open, so that the refrigerant flows into the first heat exchanger in a non-expanded state, the second expansion valve is open, so that the refrigerant flows into the evaporator in an expanded state, the third expansion valve is open, so that the refrigerant flows into the battery cooler in an expanded state, and the compressor is running; Thus, the refrigerant discharged from the compressor flows through the internal condenser not supplied with air, the refrigerant flowing out from the internal condenser flows into the first expansion valve without expansion, the refrigerant flowing out from the first expansion valve flows into the first heat exchanger in a non-expanded state and is once condensed in the first heat exchanger by heat exchange with the cooling liquid flowing out from the electrical components, the refrigerant once condensed flows into the external condenser and is twice condensed in the external condenser, A part of the refrigerant twice condensed flows into the second expansion valve and expands, the refrigerant flowing out from the second expansion valve flows into the evaporator in an expanded state and evaporates in the evaporator, and flows back to the compressor; The remaining part of the refrigerant twice condensed flows into the third expansion valve and expands, the refrigerant flowing out from the third expansion valve flows into the battery cooler in an expanded state and evaporates in the battery cooler by heat exchange with the cooling liquid flowing out from the battery, and flows back to the compressor.

17. The thermal management system of a vehicle according to claim 16, characterized by wherein, The refrigerant, which is twice condensed, flows into the intermediate heat exchanger before flowing into the second expansion valve and the third expansion, and exchanges heat with the evaporated refrigerant, which flows out from the evaporator and the battery cooler, in the intermediate heat exchanger.

18. The thermal management system of a vehicle according to claim 7, characterized by, wherein, In the eighth working state of the refrigerant circuit, The first port and the second port of the third valve are open and the third port is closed, so that the first refrigerant branch line is connected and a part of the refrigerant line provided with the external condenser is disconnected; The first expansion valve is open, so that the refrigerant flows into the first heat exchanger in an expanded state, the second expansion valve and the third expansion valve are closed, and the compressor is running; Thus, the refrigerant discharged from the compressor flows through the internal condenser supplied with air and condenses, the condensed refrigerant flows into the first expansion valve and expands, the refrigerant flowing out from the first expansion valve flows into the first heat exchanger in an expanded state and evaporates in the first heat exchanger by heat exchange with the cooling liquid flowing out from the electrical components, and flows back to the compressor.

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