Thermal management system and vehicle

Abstract

A thermal management system (100), comprising: a first subsystem, an outlet of a compressor (10) being connected to a first refrigerant branch (11), a second refrigerant branch (12) and a third refrigerant branch (13) being selectively connected in parallel and respectively connected between the first refrigerant branch (11) and an inlet of the compressor (10), a fourth refrigerant branch (14) being connected to the outlet of the compressor (10) and the inlet of the compressor (10), the second refrigerant branch (12) being provided with a first electronic expansion valve (121), and the fourth refrigerant branch (14) being provided with a third electronic expansion valve (141); and a second subsystem, a first cooling liquid branch (21) exchanging heat with the first refrigerant branch (11), a second cooling liquid branch (22) exchanging heat with the third refrigerant branch (13), and in a heating mode, the first electronic expansion valve (121) and the third electronic expansion valve (141) being turned on. The system can effectively reduce costs. Also disclosed is a vehicle (1000).

Description

Thermal management systems and vehicles

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure is based on and claims the priority of Chinese patent application with application number 202311456636.2 and application date November 2, 2023. The entire content of the Chinese patent application is hereby incorporated into this disclosure as a reference. Technical Field

[0003] The present application relates to the field of thermal management technology, and in particular, to a thermal management system and a vehicle. Background Art

[0004] In related technologies, electric vehicles usually use heat pump systems to reduce energy consumption and improve winter endurance. However, in extremely low temperatures, heat pump air conditioners cannot provide enough heating to meet the heating needs of the passenger compartment and batteries. At this time, PTC heaters are needed to provide heat, which increases the cost of the thermal management system.

[0005] Summary of the Invention

[0006] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present application is to provide a thermal management system that can meet the heating needs of a vehicle under low temperature conditions without relying on a PTC heater to provide heat.

[0007] According to an embodiment of the present application, the thermal management system includes: a first subsystem, the first subsystem includes a compressor, a first refrigerant branch, a second refrigerant branch, a third refrigerant branch and a fourth refrigerant branch, the outlet of the compressor is connected to the first refrigerant branch, the second refrigerant branch and the third refrigerant branch can be selectively connected in parallel and respectively connected between the first refrigerant branch and the inlet of the compressor, the fourth refrigerant branch connects the outlet of the compressor and the inlet of the compressor, the second refrigerant branch has a first electronic expansion valve, the third refrigerant branch has a second electronic expansion valve, and the fourth refrigerant branch has a third electronic expansion valve; a second subsystem, the second subsystem includes a first coolant branch and a second coolant branch, the first coolant branch is heat exchanged with the first refrigerant branch, and the second coolant branch is heat exchanged with the third refrigerant branch, wherein the thermal management system has at least one heating mode, in which the first electronic expansion valve and the third electronic expansion valve are opened.

[0008] In the technical solution of the embodiment of the present application, by setting the fourth refrigerant branch, the flow rate of the compressor can be increased, and by controlling the opening of each electronic expansion valve, the adjustment and distribution of the refrigerant can be achieved. In the heating mode, by opening the first electronic expansion valve and the third electronic expansion valve, the refrigerant of the compressor through the exhaust port can be divided into at least two paths, one path returns to the inlet of the compressor through the first refrigerant branch and the second refrigerant branch, and the other path returns to the inlet of the compressor through the fourth refrigerant branch. In this way, the suction pressure of the compressor can be adjusted through the first electronic expansion valve and the third electronic expansion valve, and the capacity of the compressor can be fully utilized to better cope with heating under different working conditions. At the same time, the PTC heater can be eliminated, which can effectively reduce costs, and the thermal management system can meet the heating needs of the vehicle.

[0009] In some embodiments, the second subsystem includes a heater core for exchanging heat with the passenger compartment. The heater core is connected to the first coolant branch to form a passenger compartment heat exchange circuit. In the above technical solution, heat exchange with the passenger compartment can be achieved by connecting the heater core to the first coolant branch.

[0010] In some embodiments, the second refrigerant branch includes an evaporator positioned adjacent to the heater core. In this technical solution, low-temperature air can be preheated at the evaporator and then reheated by the heater core, achieving secondary heating. This improves the passenger compartment's heating rate, fully utilizes the energy generated by the compressor, and reduces energy waste.

[0011] In some embodiments, the third refrigerant branch is provided with a one-way valve for unidirectionally directing the refrigerant to the inlet of the compressor. In the above technical solution, by providing a one-way valve on the third refrigerant branch, the refrigerant can be prevented from entering and being stored in the third cooling branch, thereby reducing the probability of the first subsystem lacking refrigerant and thus affecting the overall performance, ensuring the reliability of the entire thermal management system. At the same time, the refrigerant can be prevented from entering the third refrigerant branch and transferring heat to the second coolant branch, thereby reducing the heating and pressure boosting effects of the compressor.

[0012] In some embodiments, the second subsystem includes a first multi-way water valve and a second multi-way water valve, and the ends of the second coolant branch are connected to the first multi-way water valve and the second multi-way water valve, respectively. In this technical solution, the overall structure can be simplified, which helps to reduce the integration difficulty of the entire second subsystem and reduce manufacturing costs.

[0013] In some embodiments, the second subsystem further includes a battery heat exchange branch for performing heat exchange with the battery. The first multi-way water valve, the battery heat exchange branch, the second multi-way water valve, and the second coolant branch are connected to form a battery circulation loop. In the above technical solution, heat exchange with the battery is achieved by connecting the battery heat exchange branch with the second coolant branch.

[0014] In some embodiments, the second subsystem further includes a third coolant branch and an electric drive heat exchange branch for heat exchange with the electric drive assembly. The third coolant branch is connected to the first and second multi-way water valves at both ends, respectively. The first multi-way water valve, the electric drive heat exchange branch, the second multi-way water valve, and the third coolant branch are connected to form an electric drive heat storage circuit. In this technical solution, the connection between the electric drive heat exchange branch and the third coolant branch enables heat recovery from the electric drive.

[0015] In some embodiments, the compressor outlet, the first refrigerant branch, the second refrigerant branch, and the compressor inlet form a first refrigerant circuit; the compressor outlet, the fourth refrigerant branch, and the compressor inlet form a second refrigerant circuit; and the compressor outlet, the first refrigerant branch, the third refrigerant branch, and the compressor inlet form a third refrigerant circuit. In the above technical solution, the refrigerant circulates in the three circuits, and the coolant exchanges heat with the refrigerant branches, thereby cooling or heating the passenger compartment and the battery.

[0016] In some embodiments, the heating mode includes a first heating mode for heating the passenger compartment during vehicle startup. In the first heating mode, the first and second refrigerant circuits are in operation, the third refrigerant circuit is inoperative, and the compressor has a first suction pressure. In the above technical solution, the operation of the compressor can meet the heating demand of the passenger compartment.

[0017] In some embodiments, the heating mode includes a second heating mode for heating the passenger compartment during vehicle operation. In the second heating mode, the first and second refrigerant circuits are in operation, and the third refrigerant circuit is inoperative. The compressor has a second suction pressure, and the second suction pressure is negatively correlated with the ambient temperature. In the above technical solution, by controlling the second suction pressure of the compressor according to different ambient temperatures, the heating of the passenger compartment can be adjusted according to changes in the ambient temperature. By adjusting the second suction pressure, the compressor can operate within an appropriate speed range.

[0018] In some embodiments, the heating mode includes a third heating mode for heating the passenger compartment and battery during vehicle operation. In the third heating mode, the first refrigerant circuit, the second refrigerant circuit, and the third refrigerant circuit are all in operation, the compressor has a third suction pressure, the third suction pressure of the compressor is negatively correlated with the ambient temperature, and the first evaporation pressure of the third refrigerant branch is positively correlated with the inlet water temperature of the second coolant branch. In the above technical solution, the third suction pressure of the compressor is adjusted to meet the battery heating requirements; the temperature difference between the refrigerant and the coolant is adjusted by adjusting the first evaporation pressure, thereby adjusting the heat exchange capacity of the battery heat exchanger. By maintaining a constant temperature difference between the refrigerant and the coolant, a stable temperature increase of the battery is achieved.

[0019] In some embodiments, the heating mode includes a fourth heating mode for heating the passenger compartment and the battery during vehicle operation. In this fourth heating mode, the first, second, and third refrigerant circuits are all in operation, the compressor has a fourth suction pressure, and the second evaporation pressure of the third refrigerant branch is positively correlated with the inlet water temperature of the second coolant branch and negatively correlated with the ambient temperature. In this technical solution, the fourth suction pressure of the compressor can be adjusted to a maximum value based on the compressor's performance to maximize the compressor's performance. By adjusting the second evaporation pressure, the temperature difference between the refrigerant and the coolant is adjusted, thereby adjusting the heat exchange capacity of the battery heat exchanger.

[0020] In a second aspect, the present application provides a vehicle, including the vehicle thermal management system in the above embodiment.

[0021] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0023] FIG1 is a schematic diagram of a vehicle in the related art;

[0024] FIG2 is a schematic diagram of a thermal management system provided by some embodiments of the present application;

[0025] FIG3 is a schematic diagram of a thermal management system provided in some other embodiments of the present application.

[0026] Reference numerals:

[0027] Thermal management system 100, vehicle 1000,

[0028] Compressor 10, first refrigerant branch 11, second refrigerant branch 12, first electronic expansion valve 121, third refrigerant branch 13, second electronic expansion valve 131, second one-way valve 132, fourth refrigerant branch 14, third electronic expansion valve 141,

[0029] First coolant branch 21, first water pump 211, first one-way valve 212, second coolant branch 22, second water pump 221, third coolant branch 23, third water pump 231, battery heat exchange branch 24, electric drive heat exchange branch 25, heater core 26, first multi-way water valve 27, second multi-way water valve 28,

[0030] Condenser 31 , evaporator 32 , battery heat exchanger 33 , battery 34 , fluid storage tank 35 , electric drive assembly 36 , radiator 37 . DETAILED DESCRIPTION

[0031] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0032] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. The terms "first" and "second" in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary-secondary relationship.

[0033] References to "embodiments" in this application mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments.

[0034] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0035] In the embodiments of this application, the same reference numerals represent the same components, and for the sake of brevity, detailed descriptions of the same components in different embodiments are omitted. It should be understood that the thickness, length, width, and other dimensions of the various components in the embodiments of this application, as well as the overall thickness, length, width, and other dimensions of the integrated device shown in the drawings are merely illustrative and should not constitute any limitation on this application.

[0036] The term "plurality" used in this application refers to two or more (including two).

[0037] Currently, from the perspective of market development prospects and application trends, batteries have been widely used in various fields due to their advantages such as high energy density, high power density, high cycle life, and long storage time. For example, they are applied to various energy storage power systems such as hydropower, thermal power, wind power, and solar power stations. They also provide power for high-power devices such as electric bicycles, electric motorcycles, and electric vehicles, as well as military equipment and aerospace fields.

[0038] Taking vehicle 1000 as an example, refer to FIG. 1 , which is a schematic diagram of the vehicle. Vehicle 1000 can be a pure electric vehicle, a hybrid electric vehicle, or an extended-range electric vehicle. Vehicle 1000 is internally provided with a battery, which can be fixedly mounted on the vehicle body, for example, at the bottom, front, or rear of the vehicle body. The battery can be used to power vehicle 1000, for example, as the vehicle's operating power source. Vehicle 1000 may also include a controller and an electric drive assembly. The electric drive assembly includes electronic components such as a motor, a speed reducer, and a controller. The controller controls how the battery powers the motor, for example, to meet the vehicle's starting, navigation, and operating power requirements. The battery can serve not only as the vehicle's operating power source, but also as the vehicle's driving power source, replacing or partially replacing fuel or natural gas for driving vehicle 1000. Vehicle 1000 also includes a thermal management system, which is used to dissipate heat or increase the temperature of the passenger compartment, components within the electric drive, and the battery to meet driving requirements.

[0039] Currently, the thermal management system in vehicles uses a heat pump system to reduce energy consumption and improve winter endurance. However, in extremely low temperatures, heat pump air conditioners cannot provide enough heating to meet the heating needs of the passenger compartment and batteries. At this time, PTC heaters are needed to provide heat, which increases the cost of the thermal management system.

[0040] To solve the above technical problems, the present application provides a vehicle thermal management system 100, as shown in Figures 2 and 3, which are schematic diagrams of multiple embodiments of the present application's thermal management system 100. The thermal management system 100 includes a first subsystem and a second subsystem.

[0041] The first subsystem includes a compressor 10, a first refrigerant branch 11, a second refrigerant branch 12, a third refrigerant branch 13 and a fourth refrigerant branch 14. The outlet of the compressor 10 is connected to the first refrigerant branch 11. The second refrigerant branch 12 and the third refrigerant branch 13 can be selectively connected in parallel and are respectively connected between the first refrigerant branch 11 and the inlet of the compressor 10. The fourth refrigerant branch 14 connects the outlet of the compressor 10 and the inlet of the compressor 10. The second refrigerant branch 12 has a first electronic expansion valve 121, the third refrigerant branch 13 has a second electronic expansion valve 131, and the fourth refrigerant branch 14 has a third electronic expansion valve 141.

[0042] The second subsystem includes a first coolant branch 21 and a second coolant branch 22 . The first coolant branch 21 exchanges heat with the first refrigerant branch 11 , and the second coolant branch 22 exchanges heat with the third refrigerant branch 13 .

[0043] The thermal management system 100 has at least one heating mode. In the heating mode, the first electronic expansion valve 121 and the third electronic expansion valve 141 are opened.

[0044] The first subsystem here is the refrigerant flow path, and the refrigerant can circulate in the compressor 10 and each refrigerant branch. The second subsystem is the coolant flow path, and the coolant can circulate in each coolant branch and achieve heat increase or cooling of the coolant by heat exchange with the refrigerant on the refrigerant branch.

[0045] The outlet of the compressor 10 is connected to the first refrigerant branch 11, and the second refrigerant branch 12 is connected between the first refrigerant branch 11 and the inlet of the compressor 10. The second refrigerant branch 12 has a first electronic expansion valve 121. When the first electronic expansion valve 121 is opened, the refrigerant discharged through the outlet of the compressor 10 can pass through the first refrigerant branch 11 and the second refrigerant branch 12, and then return to the compressor 10 through the inlet of the compressor 10, forming a refrigerant circuit.

[0046] The outlet of the compressor 10 is connected to the first refrigerant branch 11, and the third refrigerant branch 13 is connected between the first refrigerant branch 11 and the inlet of the compressor 10. The third refrigerant branch 13 has a second electronic expansion valve 131. When the second electronic expansion valve 131 is opened, the refrigerant discharged through the outlet of the compressor 10 can pass through the first refrigerant branch 11 and the third refrigerant branch 13, and then return to the compressor 10 through the inlet of the compressor 10, forming a refrigerant circuit.

[0047] The outlet of the compressor 10 is connected to one end of the fourth cooling branch, and the other end of the fourth cooling branch is connected to the inlet of the compressor 10. The fourth cooling branch has a third electronic expansion valve 141. When the third electronic expansion valve 141 is opened, the refrigerant discharged through the outlet of the compressor 10 can pass through the fourth refrigerant branch 14 and then return to the compressor 10 through the inlet of the compressor 10, forming a refrigerant loop. In other words, by providing the fourth refrigerant branch 14, the refrigerant discharged from the compressor 10 can return to the compressor 10 through the fourth refrigerant branch 14, thereby increasing the flow rate of the compressor 10. By controlling the opening of the electronic expansion valve, the refrigerant can be adjusted and distributed to meet the heating demand under low-temperature conditions.

[0048] In the technical solution of the embodiment of the present application, by setting the fourth refrigerant branch 14, the flow rate of the compressor 10 can be increased, and by controlling the opening of each electronic expansion valve, the adjustment and distribution of the refrigerant can be achieved. In the heating mode, by opening the first electronic expansion valve 121 and the third electronic expansion valve 141, the refrigerant passing through the exhaust port of the compressor 10 can be divided into at least two paths, one path returns to the inlet of the compressor 10 through the first refrigerant branch 11 and the second refrigerant branch 12, and the other path returns to the inlet of the compressor 10 through the fourth refrigerant branch 14. Therefore, the suction pressure of the compressor 10 can be adjusted by the first electronic expansion valve 121 and the third electronic expansion valve 141, and the capacity of the compressor 10 can be fully utilized to better cope with heating under different working conditions. At the same time, the PTC heater can be eliminated to provide heat, which can effectively reduce costs, and the thermal management system 100 can meet the heating needs of the vehicle.

[0049] As shown in FIG. 2 and FIG. 3 , in some embodiments, the second subsystem includes a heater core 26 for exchanging heat with the passenger compartment. The heater core 26 is connected to the first coolant branch 21 to form a passenger compartment heat exchange loop.

[0050] As shown in Figures 2 and 3, the inlet of the heater core 26 is connected to one end of the first coolant branch 21, and the outlet of the heater core 26 is connected to the other end of the first coolant branch 21, thereby forming a passenger compartment heat exchange circuit. A first water pump 211 is provided on the first coolant branch 21. When the first water pump 211 is turned on, the coolant can circulate in the passenger compartment heat exchange circuit.

[0051] As shown in Figures 2 and 3, the thermal management system 100 includes a condenser 31, a first refrigerant branch 11 flows through the refrigerant side of the condenser 31, and a first coolant branch 21 flows through the coolant side of the condenser 31. The first refrigerant branch 11 and the first coolant branch 21 exchange heat at the condenser 31. The refrigerant condenses and releases heat on the refrigerant side of the condenser 31, and the coolant absorbs the heat released by the refrigerant, so that the coolant in the first cooling branch heats up after the heat exchange.

[0052] The coolant in the first cooling branch is heated and then passed into the heater core 26, thereby heating the heater core 26. In cold seasons, the low-temperature air absorbs heat and heats up after passing through the heater core 26. The heated air is then passed into the passenger compartment to heat the passenger compartment.

[0053] Therefore, by providing the heater core 26 and the first coolant branch 21 in connection, heat exchange for the passenger compartment can be achieved.

[0054] It can be understood that by adjusting the opening size of the first electronic expansion valve 121, the opening size of the third electronic expansion valve 141, and the air outlet temperature of the warm air core 26, the speed of the compressor 10, the suction superheat of the compressor 10, and the suction pressure of the compressor 10 can be controlled, and the capacity of the compressor 10 can be fully utilized.

[0055] In some embodiments, the second refrigerant branch 12 has an evaporator 32 , which is disposed adjacent to the heater core 26 .

[0056] As shown in FIG. 2 and FIG. 3 , in the heating mode, the first electronic expansion valve 121 is opened, and the refrigerant at the discharge port of the compressor 10 passes through the first refrigerant branch 11 and then into the second refrigerant branch 12 and then flows back to the inlet of the compressor 10 .

[0057] An evaporator 32 is provided on the second refrigerant branch 12. For example, an air-conditioning box is provided on the body of the vehicle, and the heater core 26 and the evaporator 32 are both arranged in the air-conditioning box. When the low-temperature air temperature is lower than the temperature of the refrigerant, the low-temperature air entering the air conditioner can be preheated at the evaporator 32, and then heated again at the heater core 26 to achieve the effect of secondary heating, which is beneficial to improving the heating rate of the passenger compartment. In this way, the heat at the condenser 31 and the evaporator 32 is utilized, and the energy created by the operation of the compressor 10 can be fully utilized, thereby reducing energy waste.

[0058] In addition, the preheating of the low-temperature air through the evaporator 32 is beneficial to the rapid increase in the inlet air temperature of the heater core 26, which is beneficial to the rapid increase in the exhaust pressure of the compressor 10. The increase in exhaust pressure can correspond to an increase in the suction pressure of the compressor 10, so that the capacity of the compressor 10 can be exerted more quickly, which is further beneficial to the heating rate of the passenger compartment.

[0059] As shown in FIG. 2 , in some embodiments, the third refrigerant branch 13 is provided with a second one-way valve 132 for unidirectionally directing the refrigerant to the inlet of the compressor 10 .

[0060] As shown in Figure 2, the third refrigerant branch 13 is arranged in parallel with the second refrigerant branch 12. The refrigerant entering the second refrigerant branch 12 can easily enter the third refrigerant branch 13 from the end of the third refrigerant branch 13. By setting a second one-way valve 132 on the third refrigerant branch 13, the refrigerant can be prevented from entering the third cooling branch and being stored in the third cooling branch, thereby reducing the probability of the first subsystem lacking refrigerant and thus affecting the overall performance, ensuring the reliability of the entire thermal management system 100, and at the same time, it can prevent the refrigerant from entering the third refrigerant branch 13 and transferring heat to the second coolant branch 22, which will lead to a reduction in the heating and pressure increasing effects of the compressor 10.

[0061] As shown in FIG3 , in other embodiments, the third refrigerant branch 13 is not provided with the second one-way valve 132 . In this case, the second electronic expansion valve 131 can be kept at the minimum opening, thereby reducing the manufacturing cost of the thermal management system 100 .

[0062] As shown in Figures 2 and 3, the thermal management system 100 includes a battery heat exchanger 33, the third refrigerant branch 13 flows through the refrigerant side of the battery heat exchanger 33, and the second coolant branch 22 flows through the coolant side of the battery heat exchanger 33. The third refrigerant branch 13 and the second coolant branch 22 undergo heat exchange at the battery heat exchanger 33.

[0063] Among them, in cold seasons, the coolant temperature in the second coolant branch 22 is relatively low. When the coolant temperature in the second coolant branch 22 is lower than the temperature of the refrigerant in the third refrigerant branch 13, the coolant can absorb the heat of the refrigerant, so that the coolant in the second cooling branch heats up after heat exchange.

[0064] As shown in Figures 2 and 3, in some embodiments, the second subsystem includes a first multi-way water valve 27 and a second multi-way water valve 28, and both ends of the second coolant branch 22 are connected to the first multi-way water valve 27 and the second multi-way water valve 28 respectively.

[0065] As shown in Figures 2 and 3, the two ends of the second coolant branch 22 are directly connected to the first multi-way water valve 27 and the second multi-way water valve 28, which facilitates the circulation of the coolant in multiple coolant branches, simplifies the overall structure, and helps reduce the integration difficulty of the entire second subsystem and reduce manufacturing costs.

[0066] As shown in Figures 2 and 3, in some embodiments, the second subsystem also includes a battery heat exchange branch 24 for performing heat exchange with the battery 34, and the first multi-way water valve 27, the battery heat exchange branch 24, the second multi-way water valve 28 and the second coolant branch 22 are connected to form a battery circulation loop.

[0067] As shown in Figures 2 and 3, one end of the battery heat exchange branch 24 is connected to the first multi-way water valve 27, the other end of the battery heat exchange branch 24 is connected to the second multi-way water valve 28, and the two ends of the second coolant branch 22 are respectively connected to the first multi-way water valve 27 and the second multi-way water valve 28, thereby forming a loop.

[0068] A battery 34 is provided on the battery heat exchange branch 24, and a second water pump 221 is provided on the second coolant branch 22. When the second water pump 221 is turned on, the coolant in the second coolant branch 22 is pumped into the battery heat exchange branch 24 under the action of the second water pump 221, so that the coolant circulates, thereby realizing heat exchange for the battery 34.

[0069] As shown in Figures 2 and 3, in some embodiments, the second subsystem also includes a third coolant branch 23 and an electric drive heat exchange branch 25 for heat exchange with the electric drive assembly 36. The two ends of the third coolant branch 23 are respectively connected to the first multi-way water valve 27 and the second multi-way water valve 28. The first multi-way water valve 27, the electric drive heat exchange branch 25, the second multi-way water valve 28 and the third coolant branch 23 are connected to form an electric drive heat storage circuit.

[0070] As shown in Figures 2 and 3, the two ends of the third coolant branch 23 are directly connected to the first multi-way water valve 27 and the second multi-way water valve 28, one end of the electric drive heat exchange branch 25 is connected to the first multi-way water valve 27, and the other end of the electric drive heat exchange branch 25 is connected to the second multi-way water valve 28, thereby forming a loop.

[0071] An electric drive assembly 36 is provided on the electric drive heat exchange branch 25, which includes electronic devices such as a motor and a controller. When the motor is working, a certain amount of heat can be generated. A third water pump 231 is provided on the third cooling branch. When the third water pump 231 is working, the coolant of the third coolant branch 23 can be passed into the electric drive heat exchange branch 25. When flowing through structures such as the motor, the coolant can absorb the heat of the motor, causing the coolant to heat up. The coolant can store the heat of the motor. This circuit forms an electric drive heat storage circuit, thereby enabling the thermal management system 100 to utilize the heat of the motor and pass the heated coolant into the battery heat exchange branch 24 or the heater core 26 to heat the battery 34 or the passenger compartment, thereby reducing system energy consumption.

[0072] In addition, the electric drive heat exchange branch 25 can also be connected to the radiator 37, so that the radiator 37 can dissipate heat and cool the refrigerant in the electric drive heat exchange branch 25.

[0073] As shown in Figures 2 and 3, in some specific examples, the outlet of the compressor 10, the first refrigerant branch 11, the second refrigerant branch 12 and the inlet of the compressor 10 form a first refrigerant circuit; the outlet of the compressor 10, the fourth refrigerant branch 14 and the inlet of the compressor 10 form a second refrigerant circuit; the outlet of the compressor 10, the first refrigerant branch 11, the third refrigerant branch 13 and the inlet of the compressor 10 form a third refrigerant circuit.

[0074] Therefore, the first subsystem has three refrigerant circuits, which can operate simultaneously or not. The refrigerant circulates in the three circuits, and the coolant exchanges heat with the refrigerant branches, thereby cooling or heating the passenger compartment and the battery 34.

[0075] In some embodiments, the heating mode includes a first heating mode for heating the passenger compartment when the vehicle is started. In the first heating mode, the first and second refrigerant circuits operate and the third refrigerant circuit does not operate, and the compressor 10 has a first suction pressure.

[0076] When the vehicle is started in cold seasons, the vehicle is in the cold start stage. When the passenger compartment needs to be heated, the first heating mode can be operated. The refrigerant circulates through the first refrigerant circuit and the second refrigerant circuit. Part of the refrigerant discharged through the outlet of the compressor 10 returns to the inlet of the compressor 10 through the first refrigerant branch 11 and the second refrigerant branch 12, and the other part returns to the inlet of the compressor 10 through the fourth refrigerant branch 14. At this time, the suction pressure of the compressor 10 is the first suction pressure, which can be adjusted according to the opening size of the first electronic expansion valve 121 and the third electronic expansion valve 141, so that the operation of the compressor 10 meets the heating demand of the passenger compartment.

[0077] In some embodiments, the heating mode includes a second heating mode for heating the passenger compartment during vehicle operation. In the second heating mode, the first refrigerant circuit and the second refrigerant circuit are operating and the third refrigerant circuit is not operating, the compressor 10 has a second suction pressure, and the second suction pressure is negatively correlated with the ambient temperature.

[0078] During vehicle operation, when the vehicle is in a steady-state phase and the passenger compartment needs to be heated, the second heating mode can be activated. Refrigerant circulates through the first and second refrigerant circuits. A portion of the refrigerant discharged from the outlet of compressor 10 returns to the inlet of compressor 10 via first and second refrigerant branches 11 and 12, while the remaining portion returns to the inlet of compressor 10 via fourth refrigerant branch 14. At this time, the suction pressure of compressor 10 is a second suction pressure P2. The suction superheat of compressor 10 and second suction pressure P2 of compressor 10 can be controlled by adjusting the openings of first and third electronic expansion valves 121 and 141.

[0079] Here, the second suction pressure P2 of the compressor 10 is related to the ambient temperature. The lower the ambient temperature, the higher the second suction pressure P2, as shown in Table 1 below.

[0080] Table 1

[0081] Among them, P24>P23>P22>P21.

[0082] By controlling the second suction pressure P2 of the compressor 10 according to different ambient temperatures, the heating condition of the passenger compartment can be changed according to changes in the ambient temperature. By adjusting the second suction pressure P2, the compressor 10 can operate in a suitable speed range.

[0083] In some embodiments, the heating mode includes a third heating mode for heating the passenger compartment and the battery 34 during vehicle operation. In the third heating mode, the first refrigerant circuit, the second refrigerant circuit and the third refrigerant circuit are all operating, and the compressor 10 has a third suction pressure. The third suction pressure P3 of the compressor 10 is negatively correlated with the ambient temperature, and the first evaporation pressure P4 of the third refrigerant branch 13 is positively correlated with the water inlet temperature of the second coolant branch 22.

[0084] During vehicle operation, when the vehicle is in a steady-state phase and heating of the passenger compartment and battery 34 is required simultaneously, for example, while driving the vehicle and charging the battery 34, the battery 34 can be heated in advance to increase the charging rate of the battery 34. In this case, the third heating mode can be operated. A portion of the refrigerant discharged from the outlet of the compressor 10 passes through the first refrigerant branch 11, a first portion of which returns to the inlet of the compressor 10 through the second refrigerant branch 12, a second portion of which returns to the inlet of the compressor 10 through the third refrigerant branch 13, and another portion of the refrigerant discharged from the outlet of the compressor 10 returns to the inlet of the compressor 10 through the fourth refrigerant branch 14. At this time, the suction pressure of the compressor 10 is the third suction pressure P3. The suction superheat of the compressor 10 and the third suction pressure P3 of the compressor 10 can be controlled by adjusting the openings of the first electronic expansion valve 121, the second electronic expansion valve 131, and the third electronic expansion valve 141.

[0085] The third suction pressure P3 of the compressor 10 is related to the ambient temperature. The lower the ambient temperature, the higher the third suction pressure P3. The details are shown in Table 2 below.

[0086] Table 2

[0087] Among them, P34>P33>P32>P31; at the same time, compared with the second heating mode, at the same ambient temperature, the third suction pressure P3 of the compressor 10 is greater than the second suction pressure P2 of the compressor 10, that is, P31>P21, P32>P22, P33>P23, P34>P24, by increasing the suction pressure of the compressor 10 to meet the heating needs of the battery 34 at the same ambient temperature.

[0088] The first evaporation pressure of the third refrigerant branch 13 is related to the water inlet temperature of the second coolant branch 22. The higher the water inlet temperature of the second coolant branch 22, the higher the first evaporation pressure of the third refrigerant branch 13, as shown in Table 3 below.

[0089] Table 3

[0090] Among them, P46>P45>P44>P43>P42>P41, the higher the water inlet temperature, the higher the first evaporation pressure. By adjusting the first evaporation pressure, the temperature difference between the refrigerant and the coolant is adjusted, thereby adjusting the heat exchange capacity of the battery heat exchanger 33. By keeping the temperature difference between the refrigerant and the coolant constant, the stable heating of the battery 34 is achieved.

[0091] Here, the first evaporation pressure P4 of the third refrigerant branch 13 can be controlled by adjusting the opening of the second electronic expansion valve 131 .

[0092] In some embodiments, the heating mode includes a fourth heating mode for heating the passenger compartment and heating the battery 34 during vehicle operation. In the fourth heating mode, the first refrigerant circuit, the second refrigerant circuit and the third refrigerant circuit are all operating, the compressor 10 has a fourth suction pressure P6, and the second evaporation pressure P5 of the third refrigerant branch 13 is positively correlated with the water inlet temperature of the second coolant branch 22 and negatively correlated with the ambient temperature.

[0093] During vehicle operation, the vehicle is in a steady-state stage. When the passenger compartment needs to be heated and the battery 34 needs to be heated, a higher heating rate is required for the battery 34. For example, when the battery 34 is fast-charged in a low-temperature environment, steady-state heating of the passenger compartment is required and the battery 34 is heated quickly. Thus, the fourth heating mode can be operated, that is, the heating rate of the battery 34 in the fourth heating mode is higher than the heating rate of the battery 34 in the third mode.

[0094] At this time, after a part of the refrigerant discharged through the outlet of the compressor 10 passes through the first refrigerant branch 11, the first part of it returns to the inlet of the compressor 10 through the second refrigerant branch 12, and the second part of it returns to the inlet of the compressor 10 through the third refrigerant branch 13. The other part of the refrigerant discharged from the outlet of the compressor 10 returns to the inlet of the compressor 10 through the fourth refrigerant branch 14. At this time, the suction pressure of the compressor 10 is the fourth suction pressure P6.

[0095] Among them, by adjusting the opening size of the first electronic expansion valve 121, the opening size of the second electronic expansion valve 131 and the opening size of the third electronic expansion valve 141, the suction superheat of the compressor 10 and the fourth suction pressure P6 of the compressor 10 can be controlled.

[0096] At this time, regardless of the ambient temperature, since the battery 34 needs to be heated quickly, the fourth suction pressure P6 of the compressor 10 can be adjusted to a maximum value according to the performance of the compressor 10 to maximize the performance of the compressor 10.

[0097] The second evaporation pressure P5 of the third refrigerant branch 13 is related to the water inlet temperature of the second coolant branch 22 and the ambient temperature. At the same ambient temperature, the higher the water inlet temperature of the second coolant branch 22, the higher the second evaporation pressure P5 of the third refrigerant branch 13. At the same water inlet temperature, the higher the ambient temperature, the higher the second evaporation pressure P5 of the third refrigerant branch 13, as shown in Table 4 below.

[0098] Table 4

[0099] Among them, P514>P513>P512>P511, P523>P522>P521, P532>P531, and P532>P523>P514, P531>P522>P513, P521>P512. Since the higher the ambient temperature, the smaller the cooling load of the passenger compartment, more heat can be used to heat the battery 34. Compared with the third heating mode, the battery 34 requires a faster heating rate in the fourth heating mode. Therefore, at the same water inlet temperature, the second evaporation pressure P5 is higher than the first evaporation pressure P4, that is, P511>P41, P512>P42, P513>P43, P514>P44. Therefore, the temperature difference between the refrigerant and the coolant is adjusted by adjusting the second evaporation pressure P5, so as to adjust the heat exchange capacity of the battery heat exchanger 33.

[0100] In addition, the second evaporation pressure P5 of the third refrigerant branch 13 can be controlled by adjusting the opening of the second electronic expansion valve 131 .

[0101] The vehicle 1000 according to the second embodiment of the present application includes the thermal management system 100 according to the first embodiment of the present application. Thus, the use of the thermal management system 100 can simplify the system structure, reduce costs, and improve heat exchange efficiency.

[0102] A thermal management system 100 and a vehicle having the same according to a specific embodiment of the present application will be described below with reference to FIG. 1 and FIG. 2 .

[0103] Thermal management system 100 is installed in vehicle 1000. As shown in FIG2 , thermal management system 100 includes a compressor 10, a condenser 31, a fluid storage tank 35, an evaporator 32, a battery heat exchanger 33, a heater core 26, an electric drive assembly 36, a radiator 37, a battery 34, and first and second multi-way water valves 27 and 28. Evaporator 32 and heater core 26 are installed in the air conditioning unit of vehicle 1000.

[0104] The thermal management system 100 includes a first subsystem and a second subsystem. The first subsystem includes a compressor 10 , a first refrigerant branch 11 , a second refrigerant branch 12 , a third refrigerant branch 13 and a fourth refrigerant branch 14 .

[0105] The first refrigerant branch 11 flows through the refrigerant side of the condenser 31 and the liquid storage tank 35, and the second refrigerant branch 12 flows through the evaporator 32. The second refrigerant branch 12 has a first electronic expansion valve 121 located upstream of the evaporator 32, wherein the outlet of the compressor 10, the first refrigerant branch 11, the second refrigerant branch 12 and the inlet of the compressor 10 form a first refrigerant circuit, and the first refrigerant circuit flows through the compressor 10, the refrigerant side of the condenser 31, the liquid storage tank 35, the first electronic expansion valve 121, the refrigerant side of the evaporator 32 and the compressor 10 in sequence.

[0106] The third refrigerant branch 13 flows through the refrigerant side of the battery heat exchanger 33. The third refrigerant branch 13 is provided with a second electronic expansion valve 131 and a second one-way valve 132. The second electronic expansion valve 131 is located upstream of the refrigerant side of the battery heat exchanger 33, and the second one-way valve 132 is located downstream of the refrigerant side of the battery heat exchanger 33. The outlet of the compressor 10, the first refrigerant branch 11, the third refrigerant branch 13 and the inlet of the compressor 10 form a third refrigerant circuit. The third refrigerant circuit flows through the compressor 10, the refrigerant side of the condenser 31, the liquid storage tank 35, the second electronic expansion valve 131, the refrigerant side of the battery heat exchanger 33, the second one-way valve 132 and the compressor 10 in sequence.

[0107] One end of the fourth refrigerant branch 14 is connected to the outlet of the compressor 10, and the other end of the fourth refrigerant branch 14 is connected to the inlet of the compressor 10. The outlet of the compressor 10, the fourth refrigerant branch 14 and the inlet of the compressor 10 form a second refrigerant circuit, and the second refrigerant circuit flows through the compressor 10, the third electronic expansion valve 141 and the compressor 10 in sequence.

[0108] The second subsystem includes a first coolant branch 21 , a second coolant branch 22 , a third coolant branch 23 , a heater core 26 , a battery heat exchange branch 24 and an electric drive heat exchange branch 25 .

[0109] The first coolant branch 21 flows through the water side of the condenser 31, and the first coolant branch 21 and the first refrigerant branch 11 exchange heat at the condenser 31. A first water pump 211 is provided on the first coolant branch 21, and the inlet of the heater core 26 is connected to one end of the first coolant branch 21, and the outlet of the heater core 26 is connected to the other end of the first coolant branch 21. The first coolant branch 21 also has a first one-way valve 212. Thus, the heater core 26 and the first coolant branch 21 form a passenger compartment heat exchange circuit, which flows through the first water pump 211, the water side of the condenser 31, the water side of the heater core 26, the first one-way valve 212 and the first water pump 211 in sequence.

[0110] The second coolant branch 22 exchanges heat with the third refrigerant branch 13. The second coolant branch 22 flows through the coolant side of the battery heat exchanger 33. The two ends of the second coolant branch 22 are respectively connected to the first multi-way water valve 27 and the second multi-way water valve 28. A second water pump 221 is provided on the second coolant branch 22. The battery heat exchange branch 24 flows through the battery 34. One end of the battery heat exchange branch 24 is connected to the first multi-way water valve 27, and the other end of the battery heat exchange branch 24 is connected to the second multi-way water valve 28. Thus, the first multi-way water valve 27, the battery heat exchange branch 24, the second multi-way water valve 28, and the second coolant branch 22 are connected to form a battery circulation loop. The battery circulation loop sequentially passes through the second water pump 221, the first multi-way water valve 27, the battery 34, the second multi-way water valve 28, the water side of the battery heat exchanger 33, and the second water pump 221.

[0111] The two ends of the third coolant branch 23 are respectively connected to the first multi-way water valve 27 and the second multi-way water valve 28. The third coolant branch 23 is provided with a third water pump 231. The two ends of the electric drive heat exchange branch 25 are respectively connected to the first multi-way water valve 27 and the second multi-way water valve 28. The electric drive heat exchange branch 25 flows through the electric drive assembly 36. The first multi-way water valve 27, the electric drive heat exchange branch 25, the second multi-way water valve 28 and the third coolant branch 23 are connected to form an electric drive heat storage circuit. The electric drive heat storage circuit flows through the third water pump 231, the first multi-way water valve 27, the electric drive 36, the second multi-way water valve 28 and the third water pump 231 in sequence.

[0112] The heating modes of the thermal management system include at least a first heating mode, a second heating mode, a third heating mode and a fourth heating mode.

[0113] When the ambient temperature is low, for example, in an environment less than or equal to 0°C, the vehicle 1000 is started, and the vehicle 1000 enters the cold start stage. At this time, the passenger compartment is heated, and the thermal management system starts the first heating mode, the first refrigerant circuit runs, the second refrigerant circuit runs, the passenger compartment heat exchange circuit runs, and the electric drive heat storage circuit runs. At this time, the battery circulation circuit can run or not run, that is, the second water pump 221 can be turned on or off according to whether the battery 34 has a temperature equalization requirement.

[0114] At this time, the intake air of the passenger compartment is first preheated in the evaporator 32, so that the intake air temperature entering the heater core 26 is increased, which is conducive to the rapid increase of the exhaust pressure of the compressor 10 and the rapid exertion of the compressor capacity.

[0115] Since the third refrigerant branch 13 is provided with a one-way valve 132 , the refrigerant can be prevented from being stored in the battery heat exchanger 33 , thereby preventing the problem of the overall performance of the system being affected due to lack of refrigerant.

[0116] During vehicle startup, the electric drive assembly 36 works, and the oil temperature in the electric drive assembly 26 rises rapidly, thereby causing the water temperature flowing through the electric drive assembly 26 to rise rapidly, making it easier for the entire system to enter the electric drive waste heat heat pump mode, thereby reducing system energy consumption.

[0117] When the ambient temperature is low and the vehicle 1000 runs smoothly after starting, the vehicle 1000 enters a steady-state stage. At this time, the passenger compartment is heated, and the thermal management system starts the second heating mode. The first refrigerant circuit runs, the second refrigerant circuit runs, the passenger compartment heat exchange circuit runs, and the electric drive heat storage circuit runs. At this time, the battery circulation circuit can run or not run, that is, the second water pump 221 can be turned on or off according to whether the battery 34 has a temperature equalization requirement.

[0118] In the second heating mode, the second suction pressure P2 is adjusted according to the ambient temperature.

[0119] When the ambient temperature is low and the vehicle 1000 runs smoothly after starting, the vehicle 1000 enters a steady-state stage. At this time, the passenger compartment and the battery are heated, and the battery heating demand is low. The thermal management system starts the third heating mode, the first refrigerant circuit runs, the second refrigerant circuit runs, the third refrigerant circuit runs, the passenger compartment heat exchange circuit runs, and the electric drive heat storage circuit runs.

[0120] In the third heating mode, the third suction pressure P3 is adjusted according to the ambient temperature, and the first evaporation pressure P3 of the third refrigerant branch is adjusted according to the inlet water temperature of the second coolant branch.

[0121] When the ambient temperature is low and the vehicle 1000 runs smoothly after starting, the vehicle 1000 enters a steady-state stage. At this time, the passenger compartment and the battery are heated, and the battery heating demand is high. The battery needs to be heated quickly. The thermal management system starts the fourth heating mode, the first refrigerant circuit runs, the second refrigerant circuit runs, the third refrigerant circuit runs, the passenger compartment heat exchange circuit runs, and the electric drive heat storage circuit runs.

[0122] Among them, in the fourth heating mode, regardless of the ambient temperature, since the battery 34 needs to be heated quickly, the fourth suction pressure P6 of the compressor 10 can be adjusted to the maximum value according to the performance of the compressor 10 to maximize the performance of the compressor 10. At the same time, the second evaporation pressure P5 of the third refrigerant branch 13 needs to be adjusted according to the inlet water temperature of the second coolant branch 22 and the ambient temperature.

[0123] Since the higher the ambient temperature, the smaller the cooling load of the passenger compartment, more heat can be used to heat the battery 34. Compared with the third heating mode, the battery 34 requires a faster heating rate in the fourth heating mode. Therefore, at the same water inlet temperature, the second evaporation pressure P5 is higher than the first evaporation pressure P4.

[0124] Therefore, the entire thermal management system can meet the heating needs of the passenger compartment during the vehicle's cold start and steady-state stages in a low-temperature environment. By adjusting the opening size of the first electronic expansion valve 121 and the second electronic expansion valve 131, the flow distribution of the refrigerant can be adjusted, which can meet various usage scenarios of heating the passenger compartment and battery at the same time in a low-temperature environment.

[0125] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A thermal management system, characterized in that: include: A first subsystem, the first subsystem comprising a compressor, a first refrigerant branch, a second refrigerant branch, a third refrigerant branch and a fourth refrigerant branch, the outlet of the compressor being connected to the first refrigerant branch, the second refrigerant branch and the third refrigerant branch being selectively connected in parallel and respectively connected between the first refrigerant branch and the inlet of the compressor, the fourth refrigerant branch connecting the outlet of the compressor and the inlet of the compressor, the second refrigerant branch having a first electronic expansion valve, the third refrigerant branch having a second electronic expansion valve, and the fourth refrigerant branch having a third electronic expansion valve; The second subsystem includes a first coolant branch and a second coolant branch, the first coolant branch is heat exchanged with the first refrigerant branch, and the second coolant branch is heat exchanged with the third refrigerant branch. The thermal management system has at least one heating mode, in which the first electronic expansion valve and the third electronic expansion valve are opened.

2. The thermal management system according to claim 1, characterized in that: The second subsystem includes a heater core for exchanging heat with the passenger compartment. The heater core is connected to the first coolant branch to form a passenger compartment heat exchange circuit.

3. The thermal management system according to claim 2, characterized in that: The second refrigerant branch has an evaporator, and the evaporator is arranged adjacent to the warm air core.

4. The thermal management system according to any one of claims 1 to 3, characterized in that: The third refrigerant branch is provided with a one-way valve for unidirectionally directing the refrigerant to the inlet of the compressor.

5. The thermal management system according to any one of claims 1 to 4, characterized in that: The second subsystem includes a first multi-way water valve and a second multi-way water valve, and two ends of the second coolant branch are respectively connected to the first multi-way water valve and the second multi-way water valve.

6. The thermal management system according to claim 5, characterized in that: The second subsystem also includes a battery heat exchange branch for performing heat exchange with the battery, and the first multi-way water valve, the battery heat exchange branch, the second multi-way water valve and the second coolant branch are connected to form a battery circulation loop.

7. The thermal management system according to claim 5, characterized in that: The second subsystem also includes a third coolant branch and an electric drive heat exchange branch for heat exchange with the electric drive assembly. The two ends of the third coolant branch are respectively connected to the first multi-way water valve and the second multi-way water valve, and the first multi-way water valve, the electric drive heat exchange branch, the second multi-way water valve and the third coolant branch are connected to form an electric drive heat storage circuit.

8. The thermal management system according to any one of claims 1 to 7, characterized in that: The outlet of the compressor, the first refrigerant branch, the second refrigerant branch and the inlet of the compressor form a first refrigerant circuit; The outlet of the compressor, the fourth refrigerant branch and the inlet of the compressor form a second refrigerant circuit; The outlet of the compressor, the first refrigerant branch, the third refrigerant branch and the inlet of the compressor form a third refrigerant circuit.

9. The thermal management system according to claim 8, characterized in that: The heating mode includes a first heating mode for heating the passenger compartment when the vehicle is started. In the first heating mode, the first refrigerant circuit and the second refrigerant circuit are operated and the third refrigerant circuit is not operated, and the compressor has a first suction pressure.

10. The thermal management system according to claim 8, characterized in that: The heating mode includes a second heating mode for heating the passenger compartment during vehicle operation. In the second heating mode, the first refrigerant circuit and the second refrigerant circuit are operating and the third refrigerant circuit is not operating, the compressor has a second suction pressure, and the second suction pressure is negatively correlated with the ambient temperature.

11. The thermal management system according to claim 8, characterized in that: The heating mode includes a third heating mode for heating the passenger compartment and the battery during vehicle operation. In the third heating mode, the first refrigerant circuit, the second refrigerant circuit and the third refrigerant circuit are all in operation, the compressor has a third suction pressure, the third suction pressure of the compressor is negatively correlated with the ambient temperature, and the first evaporation pressure of the third refrigerant branch is positively correlated with the water inlet temperature of the second coolant branch.

12. The thermal management system according to claim 8, characterized in that: The heating mode includes a fourth heating mode for heating the passenger compartment and heating the battery during vehicle operation. In the fourth heating mode, the first refrigerant circuit, the second refrigerant circuit, and the third refrigerant circuit are all operated, and the compressor has a fourth suction pressure. The second evaporation pressure of the third refrigerant branch is positively correlated with the water inlet temperature of the second coolant branch and negatively correlated with the ambient temperature.

13. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1-12.

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