Thermal management system of vehicle, and vehicle

Abstract

A thermal management system (1000) of a vehicle (2000), and a vehicle. The thermal management system comprises a refrigerant subsystem (100) and a cooling liquid subsystem (200) suitable for exchanging heat with each other. The refrigerant subsystem comprises a compressor (110), a first heat exchange branch (121) connected to an exhaust port (111) and used for adjusting the temperature in a vehicle compartment, a second heat exchange branch (122) used for exchanging heat with the cooling liquid subsystem, a bypass flow path (130) connected in parallel to the second heat exchange branch, and a switching module (140), wherein the switching module is connected to the first heat exchange branch, the second heat exchange branch and the bypass flow path to control the first heat exchange branch to be communicated with the second heat exchange branch or the bypass flow path.

Description

Thermal management system of vehicle and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application “Vehicle thermal management system and vehicle” with application number 2024103853480 and application date March 29, 2024, and claims the priority of the above-mentioned Chinese patent application. The entire content of the above-mentioned Chinese patent application is hereby introduced into this application as a reference. Technical Field

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

[0004] In the prior art, in order to improve the comfort of a vehicle, a thermal management system is usually provided in the vehicle so as to adjust the cabin temperature by using the thermal management system.

[0005] However, the refrigerant flow path of the existing thermal management system is relatively single, and the heat exchange between the refrigerant and the coolant cannot be selectively controlled, which reduces the flexibility of the thermal management system.

[0006] Summary of the Invention

[0007] To this end, the present application proposes a vehicle thermal management system, which can not only adjust the temperature in the vehicle cabin, but also selectively adjust the refrigerant flow path according to the vehicle's usage environment, solving the technical problems of the thermal management system in the existing technology, such as the single refrigerant flow path and poor flexibility of use.

[0008] According to the thermal management system of a vehicle in an embodiment of the present application, the thermal management system includes a refrigerant subsystem and a coolant subsystem suitable for mutual heat exchange, the refrigerant subsystem including: a compressor having an exhaust port and a return air port; a first heat exchange branch, the first end of the first heat exchange branch being connected to the exhaust port, the first heat exchange branch being used to regulate the temperature in the vehicle cabin; a second heat exchange branch for exchanging heat with the coolant subsystem, the first end of the second heat exchange branch being connected to the second end of the first heat exchange branch, the second end of the second heat exchange branch being connected to the return air port; a bypass flow path, the bypass flow path being connected in parallel with the second heat exchange branch; a switching module, the switching module being respectively connected to the first heat exchange branch, the second heat exchange branch and the bypass flow path to control the first heat exchange branch to be connected to the second heat exchange branch or the bypass flow path.

[0009] According to the thermal management system of the vehicle in the embodiment of the present application, a bypass flow path and a second heat exchange branch connected in parallel are set, and a switching module is set to control the connection between the first heat exchange branch and the second heat exchange branch or the bypass flow path. Since the second heat exchange branch exchanges heat with the coolant subsystem, when the first heat exchange branch is used to adjust the temperature in the vehicle cabin, the switching mode can be used to control the flow direction of the refrigerant discharged through the first heat exchange branch, thereby realizing the control of whether the refrigerant exchanges heat with the coolant subsystem, thereby improving the flexibility of use of the thermal management system.

[0010] Optionally, the switching module includes a first switch valve and a second switch valve, the first switch valve is connected in series to the second heat exchange branch, and the second switch valve is connected in series to the bypass flow path.

[0011] Optionally, both the first switch valve and the second switch valve are electronic expansion valves.

[0012] Optionally, the refrigerant subsystem further includes a third heat exchange branch, which is used to exchange heat with the battery pack, and the third heat exchange branch is respectively connected to the second end of the second heat exchange branch and the return air port.

[0013] Optionally, a heat exchange plate is provided on the third heat exchange branch, and the heat exchange plate is used to exchange heat with the battery pack.

[0014] Optionally, the first end of the third heat exchange branch is switchably connected to the second end of the second heat exchange branch and the bypass flow path, and the second end of the third heat exchange branch is switchably connected to the exhaust port and the return air port.

[0015] Optionally, the second end of the third heat exchange branch is connected to the exhaust port through a first electronic expansion valve, and the second end of the third heat exchange branch is connected to the return air port through a second electronic expansion valve.

[0016] Optionally, the first end of the third heat exchange branch is connected to the second end of the second heat exchange branch or the bypass flow path through a first one-way valve, and the first one-way valve is used to control the refrigerant flowing through the second end of the second heat exchange branch or the refrigerant flowing through the bypass flow path to flow unidirectionally to the third heat exchange branch; the first end of the third heat exchange branch is also connected to the first end of the second heat exchange branch through a second one-way valve, and the second one-way valve is used to control the refrigerant in the third heat exchange branch to flow unidirectionally to the second heat exchange branch.

[0017] Optionally, the first end of the third heat exchange branch is connected to the first one-way valve and the second one-way valve through a third electronic expansion valve.

[0018] Optionally, the second heat exchange branch also includes a heat exchanger, the heat exchanger includes a first refrigerant flow path and a first coolant flow path, the first refrigerant flow path and the first coolant flow path exchange heat with each other, the first refrigerant flow path is part of the refrigerant subsystem, and the first coolant flow path is part of the coolant subsystem.

[0019] Optionally, the second end of the second heat exchange branch is connected to the return air port through a fourth electronic expansion valve.

[0020] Optionally, an in-vehicle condenser is provided on the first heat exchange branch, the in-vehicle condenser is connected to the exhaust port, and the in-vehicle condenser is used to adjust the temperature in the vehicle cabin.

[0021] Optionally, a fifth electronic expansion valve is provided between the in-vehicle condenser and the exhaust port.

[0022] Optionally, the thermal management system further includes a heating element, which is used to adjust the temperature in the vehicle cabin.

[0023] Optionally, the refrigerant subsystem further includes a liquid reservoir, which is configured to store and release refrigerant, and is connected between the first heat exchange branch and the second heat exchange branch.

[0024] Optionally, the refrigerant subsystem further includes: an off-vehicle condenser connected to the exhaust port; and a fourth heat exchange branch for regulating the temperature in the vehicle cabin, the fourth heat exchange branch being connected to the off-vehicle condenser and the return air port, respectively.

[0025] Optionally, the external condenser and the first heat exchange branch are connected in parallel.

[0026] Optionally, a third one-way valve is provided at the outlet end of the external condenser for controlling the one-way outflow of the refrigerant in the external condenser.

[0027] Optionally, an in-vehicle evaporator is provided on the fourth heat exchange branch, and the in-vehicle evaporator is used to adjust the temperature in the vehicle cabin.

[0028] Optionally, a sixth electronic expansion valve is provided between the external condenser and the exhaust port; and / or a seventh electronic expansion valve is provided at the inlet end of the internal evaporator.

[0029] Optionally, the thermal management system further includes an electric heater for heating the coolant subsystem.

[0030] A vehicle according to an embodiment of the present application includes the aforementioned vehicle thermal management system.

[0031] According to the vehicle of the embodiment of the present application, by adopting the aforementioned vehicle thermal management system, the comfort of the vehicle can be effectively improved, thereby improving the user experience.

[0032] Additional aspects and advantages of the present application will become apparent from the following description or may be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] 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:

[0034] FIG1 is a schematic diagram of a thermal management system according to some embodiments of the present application.

[0035] FIG2 is a schematic diagram of a refrigerant subsystem according to some embodiments of the present application.

[0036] FIG3 is a schematic diagram of a cooling liquid subsystem according to some embodiments of the present application.

[0037] FIG4 is a schematic diagram of a thermal management system in some embodiments of the present application turning on a cabin heating mode.

[0038] FIG5 is a schematic diagram of a thermal management system according to some embodiments of the present application activating a first cooling mode for a battery pack.

[0039] FIG6 is a schematic diagram of a thermal management system according to some embodiments of the present application activating a second cooling mode for a battery pack.

[0040] FIG7 is a schematic diagram of a thermal management system in some embodiments of the present application that activates cabin heating and battery pack cooling modes.

[0041] FIG8 is a schematic diagram of another operating mode of the thermal management system in some embodiments of the present application in which the cabin heating and battery pack cooling modes are activated.

[0042] FIG9 is a schematic diagram of a thermal management system in some embodiments of the present application turning on a battery pack heating mode.

[0043] FIG10 is a schematic diagram of a thermal management system in some embodiments of the present application that activates cabin heating and battery pack heating modes.

[0044] FIG11 is a schematic diagram of another operating mode of the thermal management system in some embodiments of the present application in which the cabin heating and battery pack heating modes are activated.

[0045] FIG12 is a schematic diagram of another operating mode of the thermal management system in some embodiments of the present application in which the cabin heating and battery pack heating modes are activated.

[0046] FIG13 is a schematic diagram of a thermal management system in some embodiments of the present application turning on a cabin cooling mode.

[0047] FIG14 is a schematic diagram of a thermal management system in some embodiments of the present application turning on cabin cooling and battery pack cooling modes.

[0048] FIG15 is a schematic diagram of a thermal management system in some embodiments of the present application turning on a cabin dehumidification mode.

[0049] FIG16 is a schematic diagram of a vehicle according to some embodiments of the present application.

[0050] Reference numerals:

[0051] 1000, thermal management system; 100, refrigerant subsystem; 110, compressor; 111, exhaust port; 112, return air port; 121, first heat exchange branch; 1211, in-vehicle condenser; 1212, heating element; 122, second heat exchange branch; 123, third heat exchange branch; 1231, heat exchange plate; 124, fourth heat exchange branch; 1241, in-vehicle evaporator; 130, bypass flow path; 140, switching module; 141, first on-off valve; 142, second on-off valve; 151, first electronic expansion valve; 152, second electronic expansion valve; 153, third electronic expansion valve; 154, fourth electronic expansion valve; 155, sixth electronic expansion valve; 156, seventh electronic expansion valve ;157. Fifth electronic expansion valve;160. Liquid reservoir;170. External condenser;181. Pressure sensor;182. First temperature sensor;183. Second temperature sensor;184. First temperature and pressure sensor;185. Second temperature and pressure sensor;186. Third temperature and pressure sensor;187. Fourth temperature and pressure sensor;188. Water temperature sensor;191. Second one-way valve;192. First one-way valve;193. Third one-way valve;195. Gas-liquid separator;200. Coolant subsystem;210. Electric heater;220. Heat exchanger;230. Water pump;240. Reversing valve;250. Radiator;260. Cooling fan;300. Heat exchanger;2000. Vehicle. DETAILED DESCRIPTION

[0052] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application.

[0053] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0054] The following describes a thermal management system 1000 of a vehicle 2000 according to an embodiment of the present application with reference to the accompanying drawings.

[0055] As shown in Figures 1, 2 and 3, the thermal management system 1000 of the vehicle 2000 according to an embodiment of the present application includes a refrigerant subsystem 100 and a coolant subsystem 200 suitable for mutual heat exchange, and the refrigerant subsystem 100 includes: a compressor 110, a first heat exchange branch 121, a second heat exchange branch 122, a bypass flow path 130 and a switching module 140.

[0056] As shown in FIG1 , the compressor 110 has an exhaust port 111 and an air return port 112. The exhaust port 111 is used to discharge the refrigerant in the compressor 110, and the air return port 112 is used to introduce the refrigerant into the compressor 110, thereby ensuring that the refrigerant can circulate and flow through the compressor 110, so as to utilize the compressor 110 to increase the temperature and pressure of the refrigerant in the refrigerant subsystem 100 and ensure the working performance of the refrigerant subsystem 100.

[0057] As shown in FIG1 , the first end of first heat exchange branch 121 is connected to exhaust port 111 , and first heat exchange branch 121 is used to adjust the temperature in the vehicle cabin. This can also be understood as connecting the first end of first heat exchange branch 121 to exhaust port 111 to adjust the temperature in the vehicle cabin, thereby improving the comfort of vehicle 2000 .

[0058] In some embodiments, as shown in FIG1 , the first heat exchange branch 121 is provided with an in-vehicle condenser 1211 , which is connected to the exhaust port 111 and is used to adjust the temperature in the vehicle cabin. This allows the first heat exchange branch 121 to be used to adjust the temperature in the vehicle cabin.

[0059] In some examples, after being compressed into high-temperature and high-pressure refrigerant by compressor 110, the refrigerant can flow into the in-vehicle condenser 1211 through the exhaust port 111. The higher-temperature refrigerant in the in-vehicle condenser 1211 exchanges heat with the air in the cabin to achieve the purpose of regulating the air temperature in the cabin, so that the air temperature in the cabin can be maintained within an appropriate range, thereby improving the comfort of vehicle 2000.

[0060] As shown in FIG1 , the second heat exchange branch 122 is used to exchange heat with the coolant subsystem 200 . The first end of the second heat exchange branch 122 is connected to the second end of the first heat exchange branch 121 , and the second end of the second heat exchange branch 122 is connected to the return air port 112 . That is to say, the first heat exchange branch 121 and the second heat exchange branch 122 both have a first end and a second end. The first end of the first heat exchange branch 121 is connected to the exhaust port 111, and the second end of the first heat exchange branch 121 is connected to the first end of the second heat exchange branch 122. In this way, the refrigerant discharged through the first heat exchange branch 121 can enter the second heat exchange branch 122. Since the second heat exchange branch 122 exchanges heat with the coolant subsystem 200, heat exchange between the refrigerant in the refrigerant subsystem 100 and the coolant in the coolant subsystem 200 can be achieved at this time, so that the coolant temperature can be adjusted by using the coolant to ensure the working performance of the refrigerant subsystem 100. At the same time, the temperature of the refrigerant can be stored in the coolant subsystem 200 to achieve the purpose of recovering waste heat and reduce heat waste.

[0061] At the same time, since the second end of the second heat exchange branch 122 is connected to the return air port 112, the refrigerant in the second heat exchange branch 122 can also flow to the return air port 112 of the compressor 110 through the second end of the second heat exchange branch 122, thereby facilitating the delivery of the refrigerant to the compressor 110 to realize the circulation flow of the refrigerant.

[0062] In addition, after the second heat exchange branch 122 exchanges heat with the coolant subsystem 200, the present application can also make full use of the waste heat of the coolant in the coolant subsystem 200. In this way, when heating the vehicle cabin, the energy efficiency of the thermal management system 1000 can be increased, the heating capacity of the thermal management system 1000 can be increased, and the working performance of the thermal management system 1000 can be guaranteed.

[0063] As shown in FIG. 1 , the bypass flow path 130 is connected in parallel with the second heat exchange branch 122 .

[0064] That is to say, the first end of the bypass flow path 130 is connected to the second end of the first heat exchange branch 121, and the second end of the bypass flow path 130 is connected to the return air port 112, so that the refrigerant discharged through the first heat exchange branch 121 can enter the bypass flow path 130, and then the refrigerant in the bypass flow path 130 flows to the return air port 112 of the compressor 110 to realize the circulation flow of the refrigerant.

[0065] As shown in FIG1 , the switching module 140 is respectively connected to the first heat exchange branch 121, the second heat exchange branch 122, and the bypass flow path 130 to control the communication between the first heat exchange branch 121 and the second heat exchange branch 122 or the bypass flow path 130. This means that the switching module 140 can control the communication between the first heat exchange branch 121 and the second heat exchange branch 122, or the switching module 140 controls the communication between the first heat exchange branch 121 and the bypass flow path 130.

[0066] Among them, when the switching module 140 is used to control the first heat exchange branch 121 to be connected to the second heat exchange branch 122, the refrigerant discharged from the first heat exchange branch 121 can enter the second heat exchange branch 122. Since the second heat exchange branch 122 is used to exchange heat with the coolant subsystem 200, heat exchange between the refrigerant and the coolant subsystem 200 is achieved. At this time, the first aspect can realize the storage of the heat of the refrigerant in the coolant subsystem 200, thereby achieving the purpose of heat storage; the second aspect can enable the refrigerant to absorb the heat generated by the electronic control module in the coolant subsystem 200. Waste heat can be recovered to achieve the purpose of waste heat recovery, reduce heat waste, save energy and improve the cruising range of the vehicle 2000 in winter; thirdly, the excess heat of the refrigerant can be dissipated through the coolant subsystem 200 to ensure the working performance of the refrigerant subsystem 100; when the switching module 140 is used to control the first heat exchange branch 121 to be connected with the bypass flow path 130, the refrigerant discharged through the first heat exchange branch 121 can enter the bypass flow path 130 to ensure the refrigerant temperature, so as to facilitate the subsequent use of the refrigerant to adjust the temperature of the cabin or battery pack and ensure the heat exchange performance of the refrigerant.

[0067] It can be seen from the above structure that the thermal management system 1000 of the vehicle 2000 of the embodiment of the present application controls the connection between the first heat exchange branch 121 and the second heat exchange branch 122 or the bypass flow path 130 by setting a bypass flow path 130 and a second heat exchange branch 122 connected in parallel and setting a switching module 140. Since the second heat exchange branch 122 exchanges heat with the coolant subsystem 200, when the first heat exchange branch 121 is used to adjust the air temperature in the vehicle cabin, the switching module 140 can be used to control the flow direction of the refrigerant discharged through the first heat exchange branch 121, thereby realizing the control of whether the refrigerant exchanges heat with the coolant subsystem 200, thereby improving the flexibility of use of the thermal management system 1000.

[0068] Among them, when it is necessary to control the refrigerant and the coolant subsystem 200 to exchange heat, the switching module 140 can be used to control the connection between the first heat exchange branch 121 and the second heat exchange branch 122. At this time, the refrigerant discharged through the first heat exchange branch 121 can enter the second heat exchange branch 122. Since the second heat exchange branch 122 is used to exchange heat with the coolant subsystem 200, the heat exchange between the refrigerant and the coolant subsystem 200 is realized. On the first hand, the heat of the refrigerant can be stored in the coolant subsystem 200 to achieve the purpose of heat storage; on the second hand, the refrigerant can absorb the waste heat generated by the electronic control module in the coolant subsystem 200 to achieve the purpose of waste heat recovery, reduce heat waste, save energy and improve the cruising range of the vehicle 2000 in winter; on the third hand, the excess heat of the refrigerant can also be dissipated through the coolant subsystem 200 to ensure the working performance of the refrigerant subsystem 100.

[0069] In addition, when there is no need to control the heat exchange between the refrigerant and the coolant subsystem 200, the switching module 140 can be used to control the connection between the first heat exchange branch 121 and the bypass flow path 130. At this time, the refrigerant discharged through the first heat exchange branch 121 can enter the bypass flow path 130 to ensure the refrigerant temperature, which is convenient for the subsequent use of the refrigerant to adjust the temperature of the vehicle cabin or battery pack and ensure the heat exchange performance of the refrigerant.

[0070] In summary, the thermal management system 1000 of the present application not only meets the heat exchange requirements of the vehicle cabin and increases human comfort, that is, increases the comfort of the vehicle 2000 and improves the user experience, but also ensures the flexibility of use of the thermal management system 1000.

[0071] It can be understood that compared with the existing technology, the thermal management system 1000 of the present application is provided with a bypass flow path 130 and a second heat exchange branch 122 connected in parallel, and a switching module 140 is provided to control the connection between the first heat exchange branch 121 and the second heat exchange branch 122 or the bypass flow path 130, so that the thermal management system 1000 not only meets the heat exchange requirements of the vehicle cabin, but also ensures flexibility of use, ensures the working performance of the thermal management system 1000, and enhances the user experience.

[0072] In some embodiments, as shown in Figures 1 and 2, a third heat exchange branch 123 for adjusting the temperature of the battery pack and / or a fourth heat exchange branch 124 for adjusting the air temperature in the cabin are provided downstream of the bypass flow path 130, so that the refrigerant discharged through the bypass flow path 130 can exchange heat with the battery pack and / or the cabin, and achieve the purpose of adjusting the temperature and pressure of the refrigerant, thereby ensuring the working performance of the thermal management system 1000.

[0073] In some embodiments, as shown in Figure 1, the thermal management system 1000 includes a heat exchanger 300, and the heat exchanger 300 includes a first refrigerant flow path and a first coolant flow path. The first refrigerant flow path and the first coolant flow path exchange heat with each other. The first refrigerant flow path is part of the refrigerant subsystem 100, and the first coolant flow path is part of the coolant subsystem 200, so that the refrigerant subsystem 100 and the coolant subsystem 200 can exchange heat with each other.

[0074] Optionally, the coolant subsystem 200 is used to dissipate heat from the electronic control module to ensure the working performance of the electronic control module and extend the service life of the electronic control module. It can also recover the heat generated by the electronic control module during operation to avoid energy waste.

[0075] In some embodiments, the cooling liquid subsystem 200 is filled with cooling liquid, and the cooling liquid circulates in the cooling liquid subsystem 200. When the temperature of the cooling liquid in the cooling liquid subsystem 200 is high, the cooling liquid subsystem 200 is used to increase the temperature of the refrigerant; when the temperature of the cooling liquid in the cooling liquid subsystem 200 is low, the cooling liquid subsystem 200 is used to lower the temperature of the refrigerant.

[0076] It should be noted that when the electronic control module operates normally, the temperature generated by the electronic control module itself can increase the coolant temperature. When the electronic control module is cooled by the coolant subsystem 200, the coolant temperature can be reduced.

[0077] Optionally, the coolant can be an environmentally friendly liquid with a large specific heat, such as water, ethylene glycol, etc., to ensure the heat exchange effect of the coolant subsystem 200.

[0078] In some embodiments, as shown in FIG1 , the thermal management system 1000 further includes a heating element 1212 , which is used to adjust the temperature in the vehicle cabin.

[0079] In some examples, the heating element 1212 is configured to be turned on when the ambient temperature is too low, so that the heating element 1212 can be used to meet the cabin heating demand, thereby ensuring cabin comfort.

[0080] Optionally, when the thermal management system 1000 needs to heat the cabin but the ambient temperature is less than -15°C, the heating element 1212 can be turned on and the gear can be adjusted according to the strategy to meet the cabin heating demand and ensure the heating effect of the thermal management system 1000.

[0081] In some embodiments, the heating element 1212 is a PTC (Positive Temperature Coeficient), that is, a semiconductor material or component with a large positive temperature coefficient.

[0082] In some embodiments, as shown in Figure 1, the thermal management system 1000 includes a gas-liquid separator 195, which is connected to the return air port 112 of the compressor 110. The gas-liquid separator 195 is mainly used to separate the refrigerant flowing through it into gas and liquid to ensure that the refrigerant entering the compressor 110 is formed into a gaseous refrigerant, avoid liquid refrigerant impacting the compressor 110, and ensure the working performance of the compressor 110.

[0083] In some embodiments, as shown in conjunction with FIG1 and FIG2 , the switching module 140 includes a first on-off valve 141 and a second on-off valve 142. The first on-off valve 141 is connected in series to the second heat exchange branch 122, and the second on-off valve 142 is connected in series to the bypass flow path 130. This facilitates the use of the switching module 140 to control the communication between the first heat exchange branch 121 and the second heat exchange branch 122 or the bypass flow path 130, thereby improving the operational flexibility of the thermal management system 1000 and ensuring the operational performance of the switching module 140.

[0084] Optionally, the first switch valve 141 and the second switch valve 142 are linked so that when one of them is opened, the other is closed. In other words, only one of the first switch valve 141 and the second switch valve 142 is in an open state.

[0085] In some examples, when the first switch valve 141 is opened, the second switch valve 142 is closed. At this time, the first heat exchange branch 121 is connected to the second heat exchange branch 122, so that the switching module 140 is used to control the connection between the first heat exchange branch 121 and the second heat exchange branch 122, thereby facilitating the heat exchange between the refrigerant and the cooling liquid subsystem 200; when the second switch valve 142 is opened, the first switch valve 141 is closed. At this time, the first heat exchange branch 121 is connected to the bypass flow path 130, so that the switching module 140 is used to control the connection between the first heat exchange branch 121 and the bypass flow path 130.

[0086] In some embodiments, as shown in FIG1 , both the first on-off valve 141 and the second on-off valve 142 are electronic expansion valves. While controlling the communication between the first heat exchange branch 121 and the second heat exchange branch 122 or the bypass flow path 130 , the electronic expansion valves also prevent noise generated by refrigerant impacting the valve ports of the first on-off valve 141 or the second on-off valve 142 during switching, thereby reducing noise generated during operation of the thermal management system 1000 . Furthermore, the electronic expansion valves also improve the response speed of the first on-off valve 141 and the second on-off valve 142 , thereby avoiding severe hysteresis during system mode switching of the thermal management system 1000 and improving thermal comfort in the vehicle cabin.

[0087] At the same time, by setting the first switch valve 141 and the second switch valve 142 as electronic expansion valves, the first switch valve 141 and the second switch valve 142 can also be used to throttle and reduce the pressure of the refrigerant flowing through them, so as to accurately adjust the output of the refrigerant, thereby making the thermal management system 1000 more energy-efficient and lowering energy consumption, thereby ensuring the working performance of the thermal management system 1000.

[0088] In some examples, the first switch valve 141 is a large-diameter electronic expansion valve that can simultaneously realize the functions of both an electronic expansion valve and a solenoid valve.

[0089] In some embodiments, as shown in Figures 1 and 2, the refrigerant subsystem 100 also includes a third heat exchange branch 123, which is used to exchange heat with the battery pack. The third heat exchange branch 123 is respectively connected to the second end of the second heat exchange branch 122 and the return air port 112. Among them, by setting the third heat exchange branch 123 to be connected to the second end of the second heat exchange branch 122 and the return air port 112 respectively, it is ensured that the refrigerant discharged through the second heat exchange branch 122 or the bypass flow path 130 can flow to the third heat exchange branch 123, and at the same time it can also be ensured that the refrigerant discharged through the third heat exchange branch 123 can flow to the compressor 110, so as to realize the mutual connection between the third heat exchange branch 123 and the compressor 110, so that the refrigerant can circulate between the third heat exchange branch 123 and the compressor 110. Since the third heat exchange branch 123 is used to exchange heat with the battery pack, the temperature of the battery pack is adjusted by the refrigerant, so that the temperature of the battery pack can be maintained within a suitable temperature range, so as to ensure the working performance of the battery pack and improve the safety of the battery pack. At the same time, it can also realize the enrichment of the functions of the thermal management system 1000 of the vehicle 2000.

[0090] At the same time, by setting the third heat exchange branch 123 to be connected to the second end of the second heat exchange branch 122 and the return air port 112 respectively, the third heat exchange branch 123 can also be used to adjust the temperature and pressure of the refrigerant discharged through the bypass flow path 130 to ensure the working performance of the thermal management system 1000.

[0091] In some embodiments, the battery pack is used to power vehicle 2000 so that vehicle 2000 can operate normally. Of course, the battery pack can also serve as the operating power source of vehicle 2000. Vehicle 2000 can also include a controller and a motor. The controller is used to control the battery pack to power the motor, for example, for the starting, navigation and driving power requirements of vehicle 2000.

[0092] In some other embodiments, the battery pack can serve not only as an operating power source for the vehicle 2000 , but also as a driving power source for the vehicle 2000 , replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 2000 .

[0093] In some embodiments, as shown in Figures 1 and 2, the thermal management system 1000 also includes a heat exchange plate 1231, which is arranged in the third heat exchange branch 123. The heat exchange plate 1231 is used to exchange heat with the battery pack, so that the third heat exchange branch 123 can exchange heat with the battery pack, thereby achieving the purpose of adjusting the temperature of the battery pack by using the thermal management system 1000, thereby improving the safety of the battery pack, ensuring the working performance of the battery pack, and extending the service life of the battery pack.

[0094] At the same time, the heat exchange plate 1231 is used to exchange heat with the battery pack, so that the refrigerant can be directly set in the heat exchange plate 1231 to exchange heat with the battery pack, without coolant as an intermediate heat exchange medium, so as to achieve the purpose of cooling or heating the battery pack by direct cooling and heating, thereby improving the heat exchange effect, and can also achieve contact with the battery pack to achieve heat exchange with the battery pack, thereby adjusting the temperature of the battery pack.

[0095] It should be noted that because the heat exchange plate 1231 has a high evaporation temperature, a low condensation temperature, strong cooling and heating capabilities, high efficiency and small heat exchange loss, heat exchange through the heat exchange plate 1231 can effectively reduce the energy consumption of the thermal management system 1000, indirectly increase the cruising range of the vehicle 2000, and reduce the layout space of the entire vehicle.

[0096] It should also be noted that the present application does not impose any specific restrictions on the material of the heat exchange plate 1231 , as long as the heat exchange plate 1231 after molding has good heat transfer effect and a certain structural strength.

[0097] In some embodiments, the heat exchange plate 1231 is disposed on the upper surface of the battery pack and contacts the upper surface of the battery pack. At this time, the heat exchange plate 1231 is used to perform heat exchange with the upper surface of the battery pack to adjust the temperature of the battery pack, thereby achieving the purpose of adjusting the temperature of the battery pack using the thermal management system 1000.

[0098] In other embodiments, the heat exchange plate 1231 may also be set on the lower surface of the battery pack and in contact with the lower surface of the battery pack. In this case, the heat exchange plate 1231 is used to exchange heat with the lower surface of the battery pack to adjust the temperature of the battery pack, thereby achieving the purpose of adjusting the temperature of the battery pack using the thermal management system 1000.

[0099] In some other embodiments, the heat exchange plates 1231 may be arranged in parallel, one of which contacts the lower surface of the battery pack and the other contacts the upper surface of the battery pack. In this case, the two heat exchange plates 1231 can be used to perform heat exchange with the battery pack to adjust the temperature of the battery pack and improve the heat exchange efficiency.

[0100] In other words, the thermal management system 1000 of the present application has good heat exchange effect, stable operation, good safety performance and long service life.

[0101] It should be noted that when the temperature of the refrigerant in the heat exchange plate 1231 is high, the heat exchange plate 1231 is used to increase the temperature of the battery pack to achieve the purpose of heating the battery pack; when the temperature of the refrigerant in the heat exchange plate 1231 is low, the heat exchange plate 1231 is used to lower the temperature of the battery pack to achieve the purpose of cooling and dissipating heat from the battery pack.

[0102] It should also be noted that, since the present application is provided with a second heat exchange branch 122 for exchanging heat with the coolant subsystem 200 and a bypass flow path 130 connected in parallel with the second heat exchange branch 122, and a switching module 140 is provided to control the connection between the first heat exchange branch 121 and the second heat exchange branch 122 or the bypass flow path 130, when the third heat exchange branch 123 is connected to the second end of the second heat exchange branch 122, the third heat exchange branch 123 can be connected to the bypass flow path 130, so that the thermal management system 1000 has two cooling modes when cooling the battery pack.

[0103] In some embodiments, when the ambient temperature is greater than 15°C, that is, when the battery pack is charged at room temperature, as shown in Figure 5, the first switch valve 141 is controlled to be closed and the second switch valve 142 is opened. At this time, the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110. Because the first switch valve 141 is closed and the second switch valve 142 is opened, the discharged refrigerant flows to the heat exchange plate 1231 through the second switch valve 142. The refrigerant with a lower temperature in the heat exchange plate 1231 exchanges heat with the battery pack to achieve the purpose of cooling the battery pack. The refrigerant in the heat exchange plate 1231 is then separated into gas and liquid by the gas-liquid separator 195. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the first cooling cycle of the battery pack.

[0104] It should be noted that the arrows shown in the drawings indicate the flow direction of the refrigerant.

[0105] In other embodiments, when the ambient temperature is less than 5°C, that is, when the battery pack is charged at low temperature, due to the low ambient temperature, as shown in FIG6 , the first switch valve 141 is controlled to open and the second switch valve 142 is closed. At this time, the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110. Since the first switch valve 141 is open and the second switch valve 142 is closed, the refrigerant flows through the first switch valve 141 to the heat exchanger 300, and the coolant in the coolant subsystem 200 circulates to achieve heat exchange between the refrigerant and the coolant. The temperature of the refrigerant is changed, and the heat of the refrigerant is stored in the water channel. The refrigerant then flows to the heat exchange plate 1231. At this time, the refrigerant with a lower temperature in the heat exchange plate 1231 exchanges heat with the battery pack to achieve the purpose of cooling the battery pack. The refrigerant in the heat exchange plate 1231 is then separated into gas and liquid through the gas-liquid separator 195. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the second cooling cycle of the battery pack. This circulation mode is conducive to early heat storage, and prepares a heat source in advance for the driving of the vehicle 2000 after charging.

[0106] In summary, the thermal management system 1000 has two operating modes when operating in the battery pack cooling mode.

[0107] Through the above settings, when the thermal management system 1000 needs to run the battery pack cooling mode, it can first determine the ambient temperature. If the ambient temperature is greater than 15°C, the first switch valve 141 is controlled to be closed and the second switch valve 142 is controlled to be open. If the ambient temperature is less than 5°C, the first switch valve 141 is controlled to be open and the second switch valve 142 is closed. If 5°C < ambient temperature < 15°C, the operating mode of the previous state of the thermal management system 1000 is first determined (whether it is an operating mode with an ambient temperature greater than 15°C or an operating mode with an ambient temperature less than 5°C). If the operating mode of the previous state of the thermal management system 1000 is one of the two operating modes, the thermal management system 1000 operates according to the operating mode of the previous state. If the operating mode of the previous state of the thermal management system 1000 is not one of the two operating modes, it operates according to the operating mode when the ambient temperature is greater than 15°C.

[0108] At the same time, by setting up the third heat exchange branch 123, the present application can also have a cabin heating and battery pack cooling mode, so that when the vehicle 2000 is running at high speed in winter (such as: when the vehicle 2000 is running at high speed in winter), the comfort of the cabin can be guaranteed and the working performance of the battery pack can be guaranteed.

[0109] In some embodiments, as shown in FIG7 , the first switch valve 141 is controlled to be closed and the second switch valve 142 is opened. At this time, the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 110. The high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and flows into the vehicle condenser 1211. The refrigerant with a higher temperature in the vehicle condenser 1211 exchanges heat with the air in the vehicle cabin to achieve the effect of heating the vehicle cabin. Since the first switch valve 141 is closed and the second switch valve 142 is opened, the refrigerant discharged from the vehicle condenser 1211 is It can flow to the heat exchange plate 1231 through the second switch valve 142. At this time, the refrigerant with a lower temperature in the heat exchange plate 1231 exchanges heat with the battery pack to achieve the purpose of cooling the battery pack. Then the refrigerant in the heat exchange plate 1231 enters the gas-liquid separator 195 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin heating and battery pack cooling cycle. This circulation mode can use the heat generated by the battery pack to meet the cabin heating needs and reasonably transport heat for recycling.

[0110] In other embodiments, if there is excess cabin heating heat, as shown in Figure 8, the first switch valve 141 is controlled to open and the second switch valve 142 is closed. At this time, the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and flows into the condenser 1211 in the vehicle. The refrigerant with a higher temperature entering the condenser 1211 in the vehicle performs heat exchange with the air in the cabin to achieve the effect of heating the cabin. Because the first switch valve 141 is open and the second switch valve 142 is closed, the refrigerant discharged from the condenser 1211 in the vehicle can flow to the heat exchanger 300 through the first switch valve 141 to achieve the refrigerant and The heat exchange of the coolant makes it easy to use the coolant subsystem 200 to store the excess heat of the refrigerant in the coolant subsystem 200 or to dissipate the excess heat of the refrigerant, thereby reducing the refrigerant temperature and ensuring the working performance of the refrigerant subsystem 100. The refrigerant then flows to the heat exchange plate 1231. At this time, the refrigerant with a lower temperature in the heat exchange plate 1231 exchanges heat with the battery pack to achieve the purpose of cooling the battery pack. After heat exchange, the refrigerant in the heat exchange plate 1231 enters the gas-liquid separator 195 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin heating and battery pack cooling cycle.

[0111] That is to say, the present application is provided with a second heat exchange branch 122 for exchanging heat with the coolant subsystem 200 and a bypass flow path 130 connected in parallel with the second heat exchange branch 122, and a switching module 140 is provided to control the connection between the first heat exchange branch 121 and the second heat exchange branch 122 or the bypass flow path 130. In this way, when the thermal management system 1000 operates in the cabin heating and battery pack cooling modes, the refrigerant flow direction can be controlled by controlling the first switch valve 141 and the second switch valve 142 to store the excess heat after cabin heating in the coolant subsystem 200 or dissipate the excess heat of the refrigerant to the outside air through the coolant subsystem 200. At the same time, it can also avoid the pressure drop caused by the liquid refrigerant flowing through the heat exchanger 300 and reduce the degree of supercooling, thereby avoiding the problem of reducing the cooling capacity and cooling effect of the thermal management system 1000, ensuring that the thermal management system 1000 can achieve the cooling effect while also reducing the power of the compressor 110.

[0112] In some embodiments, as shown in Figures 1 and 2 , the first end of the third heat exchange branch 123 is switchably connected to the second end of the second heat exchange branch 122 and the bypass flow path 130, respectively, while the second end of the third heat exchange branch 123 is switchably connected to the exhaust port 111 and the return air port 112. In other words, the first end of the third heat exchange branch 123 can be connected to either the second end of the second heat exchange branch 122 or the bypass flow path 130, while the second end of the third heat exchange branch 123 can be connected to either the exhaust port 111 or the return air port 112. This facilitates controlling the flow direction of the refrigerant flowing through the third heat exchange branch 123, thereby enabling the third heat exchange branch 123 to heat or cool the battery pack, thereby maintaining the battery pack temperature within a suitable temperature range, ensuring the operating performance of the battery pack, and improving the safety of the battery pack. This also enriches the functionality of the thermal management system 1000 of the vehicle 2000.

[0113] In some embodiments, as shown in Figures 1 and 6, when the first end of the third heat exchange branch 123 is connected to the second end of the second heat exchange branch 122, the second end of the third heat exchange branch 123 is connected to the return air port 112 of the compressor 110. At this time, the refrigerant discharged from the compressor 110 exchanges heat with the coolant subsystem 200 through the second heat exchange branch 122 and enters the third heat exchange branch 123 to cool the battery, and then flows to the compressor 110 through the return air port 112 to realize the circulation of the refrigerant.

[0114] In some embodiments, as shown in Figures 1 and 5, when the first end of the third heat exchange branch 123 is connected to the bypass flow path 130, the second end of the third heat exchange branch 123 is connected to the return air port 112 of the compressor 110. At this time, the refrigerant discharged from the compressor 110 is cooled and directly enters the third heat exchange branch 123 through the bypass flow path 130 to cool the battery, and then flows to the compressor 110 through the return air port 112 to realize the circulation of the refrigerant.

[0115] In some embodiments, when the ambient temperature is greater than 15°C, that is, when the battery pack is charged at room temperature, as shown in Figure 5, the first switch valve 141 is controlled to be closed and the second switch valve 142 is opened, so as to control the first end of the third heat exchange branch 123 to be connected to the bypass flow path 130; when the ambient temperature is less than 5°C, that is, when the battery pack is charged at low temperature, due to the low ambient temperature, as shown in Figure 6, the first switch valve 141 is controlled to be opened and the second switch valve 142 is closed, so as to control the first end of the third heat exchange branch 123 to be connected to the second end of the second heat exchange branch 122. At this time, heat exchange between the refrigerant and the coolant can be achieved, thereby changing the temperature of the refrigerant.

[0116] In some embodiments, as shown in Figures 1 and 2, the first end of the third heat exchange branch 123 is connected to the second end of the second heat exchange branch 122 or the bypass flow path 130 via a first one-way valve 192. The first one-way valve 192 is used to control the refrigerant flowing through the second end of the second heat exchange branch 122 or the refrigerant flowing through the bypass flow path 130 to flow in one direction to the third heat exchange branch 123. In other words, the first one-way valve 192 is used to transport the refrigerant to the third heat exchange branch 123. In this way, when the second end of the third heat exchange branch 123 is connected to the exhaust port 111, the refrigerant in the third heat exchange branch 123 is prevented from flowing directly to the second end of the second heat exchange branch 122 or the bypass flow path 130.

[0117] In some embodiments, as shown in Figures 1 and 2, the first end of the third heat exchange branch 123 is further connected to the first end of the second heat exchange branch 122 via a second one-way valve 191. The second one-way valve 191 is used to control the one-way flow of the refrigerant in the third heat exchange branch 123 to the second heat exchange branch 122. In other words, the second one-way valve 191 and the first one-way valve 192 have opposite flow directions. The second one-way valve 191 is used to discharge the refrigerant in the third heat exchange branch 123 and prevent the refrigerant flowing to the first end of the second heat exchange branch 122 from directly flowing into the third heat exchange branch 123 when the second end of the third heat exchange branch 123 is connected to the return air port 112, thereby reducing the difficulty of controlling the flow direction of the refrigerant in the third heat exchange branch 123.

[0118] At the same time, by setting the first end of the third heat exchange branch 123 to be connected to the first end of the second heat exchange branch 122 through the second one-way valve 191, it is also convenient to guide the refrigerant in the third heat exchange branch 123 into the second heat exchange branch 122, so as to realize heat exchange between the refrigerant and the coolant by utilizing the second heat exchange branch 122, change the temperature of the refrigerant, and enable the thermal management system 1000 to have the functions of battery pack heating and battery pack cooling at the same time, so as to enrich the functions of the thermal management system 1000.

[0119] In some embodiments, as shown in Figures 1 and 2, the second end of the third heat exchange branch 123 is connected to the exhaust port 111 via a first electronic expansion valve 151, and the second end of the third heat exchange branch 123 is connected to the return port 112 via a second electronic expansion valve 152. This facilitates control over the switching between the second end of the third heat exchange branch 123 and the exhaust port 111 and the return port 112, reducing the difficulty of controlling the flow of refrigerant within the third heat exchange branch 123. This enables the thermal management system 1000 to simultaneously perform both battery pack heating and battery pack cooling functions, thereby enriching the functionality of the thermal management system 1000.

[0120] In some examples, when the first electronic expansion valve 151 is turned on, the second end of the third heat exchange branch 123 is connected to the exhaust port 111, and the first end of the third heat exchange branch 123 transports the refrigerant in the third heat exchange branch 123 to the first end of the second heat exchange branch 122 in one direction through the second one-way valve 191, so as to facilitate heat exchange between the refrigerant and the coolant. At this time, the battery pack can be heated (as shown in Figure 9); when the second electronic expansion valve 152 is turned on, the second end of the third heat exchange branch 123 is connected to the return air port 112, and the first end of the third heat exchange branch 123 transports the refrigerant in the second end of the second heat exchange branch 122 or the bypass flow path 130 to the third heat exchange branch 123 in one direction through the first one-way valve 192. At this time, the battery pack can be cooled (as shown in Figures 5 and 6) to ensure the working performance of the battery pack.

[0121] At the same time, by setting the first electronic expansion valve 151 and the second electronic expansion valve 152, compared with setting the solenoid valve, the noise generated by the thermal management system 1000 during operation can be reduced, and the response speed of the first electronic expansion valve 151 and the second electronic expansion valve 152 can be improved to avoid serious lag in the thermal management system 1000 during system mode switching, thereby improving the thermal comfort of the cabin, and also realizing throttling and reducing the pressure of the refrigerant flowing through it, so as to achieve accurate adjustment of the output of the refrigerant, thereby making the thermal management system 1000 more energy-efficient and lowering energy consumption, thereby ensuring the working performance of the thermal management system 1000.

[0122] In some examples, through the above settings, when the vehicle 2000 is driving in winter, the thermal management system 1000 can be controlled to run the cabin heating and battery pack heating modes simultaneously to improve the comfort of the cabin and improve the working performance of the battery pack.

[0123] Among them, in some embodiments, when the coolant temperature in the coolant subsystem 200 is greater than 5°C, that is, there is waste heat in the coolant subsystem 200, as shown in Figure 10, the first switch valve 141 can be controlled to open and the second switch valve 142 can be controlled to close. At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and divided into two paths. One path enters the vehicle condenser 1211, and the refrigerant with a higher temperature in the vehicle condenser 1211 performs heat exchange with the cold air in the cabin to achieve the effect of heating the cabin; the other path enters the heat exchange plate 1231 through the first electronic expansion valve 151. At this time, the refrigerant with a higher temperature in the heat exchange plate 1231 performs heat exchange with the battery pack to achieve the purpose of heating the battery pack. In which, because the first switch valve 141 is opened and the second switch valve 142 is closed, the refrigerant derived from the in-vehicle condenser 1211 can flow to the heat exchanger 300 through the first switch valve 141. At the same time, the refrigerant after heat exchange with the battery pack in the heat exchange plate 1231 is throttled, depressurized and cooled through the third electronic expansion valve 153, and then enters the heat exchanger 300 through the second one-way valve 191 (the specific setting position of the third electronic expansion valve 153 can be found in the description below and Figure 10), realizing heat exchange between the refrigerant and the coolant, changing the temperature of the refrigerant, and then the refrigerant enters the gas-liquid separator 195 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin heating and battery pack heating cycle.

[0124] In other embodiments, when the coolant temperature in the coolant subsystem 200 is less than 0°C and the ambient temperature is less than -15°C, that is, there is no residual heat in the coolant subsystem 200 and the ambient temperature is too low, as shown in FIG11 , the heating element 1212 is turned on and the gear is adjusted according to the strategy to meet the cabin heating demand, and at the same time, the first switch valve 141 and the second switch valve 142 are controlled to be closed. At this time, the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant flows out from the exhaust port 111 of the compressor 110 and enters the heat exchange plate 12 through the first electronic expansion valve 151. 31. The refrigerant with a higher temperature in the heat exchange plate 1231 exchanges heat with the battery pack to achieve the purpose of heating the battery pack. The refrigerant then enters the heat exchanger 300 through the second one-way valve 191. At this time, the coolant in the coolant subsystem 200 circulates to achieve heat exchange between the refrigerant and the coolant, changing the temperature of the refrigerant. The refrigerant then enters the gas-liquid separator 195 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing another cycle of cabin heating and battery pack heating.

[0125] In some other embodiments, when the coolant temperature in the coolant subsystem 200 is less than 0°C but the ambient temperature is greater than -10°C, that is, there is no residual heat in the coolant subsystem 200 but the ambient temperature is low, as shown in Figure 12, the first switch valve 141 is controlled to open and the second switch valve 142 is closed. At this time, the flow path of the refrigerant is consistent with the flow path of the refrigerant when the coolant temperature in the coolant subsystem 200 is greater than 5°C. The difference is that the temperature of the coolant in the coolant subsystem 200 can be increased with the help of other structures, for example: the coolant temperature is heated by the electric heater 210 or the motor stall method described below, thereby increasing the temperature of the coolant in the coolant subsystem 200 to improve the heat exchange effect between the refrigerant and the coolant.

[0126] In summary, the thermal management system 1000 has three operating modes when operating in cabin heating and battery pack heating modes simultaneously.

[0127] Through the above settings, when the thermal management system 1000 needs to run the cabin heating and battery pack heating modes at the same time, it can first determine the coolant temperature in the coolant subsystem 200. If the coolant temperature in the coolant subsystem 200 is greater than 5°C, as shown in Figure 10, the first switch valve 141 is controlled to open and the second switch valve 142 is closed; if the coolant temperature in the coolant subsystem 200 is less than 0°C and the ambient temperature is less than -15°C, as shown in Figure 11, the heating element 1212 is turned on, and the first switch valve 141 and the second switch valve 142 are controlled to be closed; if the coolant temperature in the coolant subsystem 200 is less than 0°C but the ambient temperature is greater than -10 ℃, as shown in Figure 12, control the first switch valve 141 to open and the second switch valve 142 to close; if 0℃≤the coolant temperature in the coolant subsystem 200≤5℃, judge the operating mode of the previous state of the thermal management system 1000 (which of the three operating modes mentioned above is it). If the operating mode of the previous state of the thermal management system 1000 is one of the three operating modes, the thermal management system 1000 operates according to the operating mode of the previous state. If the operating mode of the previous state of the thermal management system 1000 is not one of the three operating modes, it operates according to the operating mode when the coolant temperature in the coolant subsystem 200 is less than 0℃.

[0128] In addition, when the coolant temperature in the coolant subsystem 200 is less than 0°C, the thermal management system 1000 operates in the cabin heating and battery pack heating modes at the same time. It also has two operating modes, namely, the coolant temperature in the coolant subsystem 200 is less than 0°C and the ambient temperature is less than -15°C, and the coolant temperature in the coolant subsystem 200 is less than 0°C but the ambient temperature is greater than -10°C. Therefore, when it is determined to operate in the operating mode when the coolant temperature in the coolant subsystem 200 is less than 0°C, it is also necessary to determine the ambient temperature. If -15°C < ambient temperature < -10°C, first determine the operating mode of the previous state of the thermal management system 1000 (is it The thermal management system 1000 operates in the operating mode of the previous state. If the operating mode of the thermal management system 1000 in the previous state is not one of the two operating modes, the thermal management system 1000 operates in the operating mode of the previous state. If the operating mode of the thermal management system 1000 in the previous state is not one of the two operating modes, the thermal management system 1000 operates in the operating mode of the previous state. If the operating mode of the thermal management system 1000 in the previous state is not one of the two operating modes, the thermal management system 1000 operates in the operating mode of the coolant temperature in the coolant subsystem 200 is less than 0°C and the ambient temperature is less than -15°C.

[0129] In some embodiments, as shown in FIG1 and FIG2, the thermal management system 1000 further includes a third electronic expansion valve 153 and a fourth electronic expansion valve 154. The third electronic expansion valve 153 is provided at the first end of the third heat exchange branch 123 and is located between the heat exchange plate 1231 and the first one-way valve 192 and the second one-way valve 191, so that the first end of the third heat exchange branch 123 is connected to the first one-way valve 192 and the second one-way valve 191 through the third electronic expansion valve 153 to realize convection through the third heat exchange branch 123. 23, the refrigerant at the first end is throttled and reduced in pressure, and the fourth electronic expansion valve 154 is arranged between the second end of the second heat exchange branch 122 and the gas-liquid separator 195, that is, the second end of the second heat exchange branch 122 is connected to the return air port 112 through the fourth electronic expansion valve 154, so as to achieve throttling and reducing the pressure of the refrigerant flowing to the gas-liquid separator 195, thereby achieving accurate adjustment of the output of the refrigerant, making the thermal management system 1000 more energy-efficient and lowering energy consumption, and ensuring the working performance of the thermal management system 1000.

[0130] In some embodiments, as shown in Figures 1 and 2, the refrigerant subsystem 100 further includes a reservoir 160. The reservoir 160 is configured to store and release refrigerant, and is connected between the first heat exchange branch 121 and the second heat exchange branch 122. This allows a portion of the refrigerant discharged through the first heat exchange branch 121 to be stored within the reservoir 160, thereby avoiding the use of the heat exchange plate 1231 to store excess refrigerant. This, to a certain extent, prevents the battery pack from experiencing excessive temperature differences and the battery cells within the battery pack from being susceptible to over-temperature and current limiting. This ensures the battery pack's temperature, thereby improving its operating performance and safety, while also ensuring the operational stability of the thermal management system 1000.

[0131] In some embodiments, as shown in Figures 1 and 2, the refrigerant subsystem 100 also includes an external condenser 170 and a fourth heat exchange branch 124. The external condenser 170 is connected to the exhaust port 111. The fourth heat exchange branch 124 is used to adjust the temperature in the vehicle cabin. The fourth heat exchange branch 124 is respectively connected to the external condenser 170 and the return air port 112. In this way, the high-temperature and high-pressure refrigerant discharged from the compressor 110 can flow into the external condenser 170 to release heat to the outside of the vehicle cabin through the external condenser 170, thereby reducing the temperature of the refrigerant and forming the refrigerant into a medium-temperature and medium-pressure liquid refrigerant. At the same time, because the fourth heat exchange branch 124 is respectively connected to the external condenser 170 and the return air port 112, the refrigerant discharged through the external condenser 170 can enter the fourth heat exchange branch 124. The fourth heat exchange branch 124 is used to adjust the temperature in the vehicle cabin to achieve the effect of cooling the cabin, improve the comfort in the cabin, and enrich the functions of the thermal management system 1000 of the vehicle 2000.

[0132] In some embodiments, as shown in Figures 1 and 2, a sixth electronic expansion valve 155 is provided upstream of the external condenser 170 to achieve the setting of the sixth electronic expansion valve 155 between the external condenser 170 and the exhaust port 111. The sixth electronic expansion valve 155 is used to control the on-off connection between the external condenser 170 and the exhaust port 111, thereby facilitating the control of the flow direction of the refrigerant discharged through the exhaust port 111 to achieve mode switching of the thermal management system 1000. At the same time, it can also achieve throttling and pressure reduction of the refrigerant flowing to the external condenser 170 to achieve accurate adjustment of the output of the refrigerant.

[0133] Optionally, as shown in Figures 1 and 2, the fourth heat exchange branch 124 is provided with an in-vehicle evaporator 1241 and a seventh electronic expansion valve 156. The in-vehicle evaporator 1241 is used to adjust the temperature in the vehicle cabin to achieve heat exchange with the vehicle cabin, thereby adjusting the temperature in the vehicle cabin. The seventh electronic expansion valve 156 is arranged upstream of the in-vehicle evaporator 1241 to achieve the seventh electronic expansion valve 156 at the inlet end of the in-vehicle evaporator 1241, thereby controlling the on-off of the in-vehicle evaporator 1241 and the external condenser 170, thereby facilitating the control of the flow direction of the refrigerant discharged through the external condenser 170, so as to realize the mode switching of the thermal management system 1000.

[0134] At the same time, by setting the seventh electronic expansion valve 156 upstream of the in-vehicle evaporator 1241, the refrigerant flowing to the in-vehicle evaporator 1241 can also be throttled and depressurized, so as to accurately adjust the output of the refrigerant, thereby making the thermal management system 1000 more energy-efficient and lowering energy consumption, thereby ensuring the working performance of the thermal management system 1000.

[0135] Through the above settings, in some examples, when it is necessary to lower the temperature of the air in the cabin, the cabin cooling mode of the thermal management system 1000 of the vehicle 2000 is operated, as shown in Figure 13, the sixth electronic expansion valve 155 and the seventh electronic expansion valve 156 are controlled to be turned on, the first switch valve 141 is closed, and the second switch valve 142 is opened. At this time, the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and flows into the external condenser 170 to achieve heat release to the outside of the cabin through the external condenser 170, thereby lowering the temperature of the refrigerant, so that the refrigerant forms a medium-temperature and medium-pressure liquid. The refrigerant, because the first switch valve 141 is closed and the second switch valve 142 is opened, the refrigerant discharged from the external condenser 170 can be throttled, depressurized and cooled through the second switch valve 142 and the seventh electronic expansion valve 156 in turn and then flow to the evaporator 1241 inside the vehicle. The refrigerant with a lower temperature in the evaporator 1241 inside the vehicle exchanges heat with the air in the cabin to achieve the effect of cooling the cabin. Then the refrigerant in the evaporator 1241 inside the vehicle enters the gas-liquid separator 195 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin refrigeration cycle.

[0136] In addition, the above-mentioned setting can also enable the thermal management system 1000 of the vehicle 2000 to cool the cabin and the battery pack at the same time. As shown in Figure 14, the second electronic expansion valve 152, the third electronic expansion valve 153, the sixth electronic expansion valve 155 and the seventh electronic expansion valve 156 are controlled to be turned on, the first switch valve 141 is closed, and the second switch valve 142 is opened. At this time, the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and flows into the external condenser 170 to achieve heat release to the outside of the cabin through the external condenser 170, thereby reducing the temperature of the refrigerant and forming a medium-temperature and medium-pressure liquid refrigerant. Because the first switch valve 141 is closed, the second switch valve 142 is opened, and the third electronic expansion valve 153 and the seventh electronic expansion valve 156 are both turned on, at this time The refrigerant discharged from the external condenser 170 can be divided into two paths. One path flows to the heat exchange plate 1231 after being throttled, depressurized and cooled by the first one-way valve 192 and the third electronic expansion valve 153. At this time, the refrigerant with a lower temperature in the heat exchange plate 1231 exchanges heat with the battery pack, thereby achieving the purpose of cooling the battery pack. The other path flows to the internal evaporator 1241 after being throttled, depressurized and cooled by the seventh electronic expansion valve 156. At this time, the refrigerant with a lower temperature in the internal evaporator 1241 exchanges heat with the air in the cabin, thereby achieving the effect of cooling the cabin. Subsequently, the refrigerant in the internal evaporator 1241 and the refrigerant in the heat exchange plate 1231 respectively enter the gas-liquid separator 195 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin cooling and battery pack cooling cycle.

[0137] Optionally, as shown in Figures 1 and 2, the second electronic expansion valve 152 is arranged between the heat exchange plate 1231 and the in-vehicle evaporator 1241. When the thermal management system 1000 cools the vehicle cabin and the battery pack at the same time, the thermal management system 1000 can adjust and maintain two different evaporation temperatures on the battery pack side and the vehicle cabin side through the second electronic expansion valve 152.

[0138] In some embodiments, as shown in Figures 1 and 2 , the exterior condenser 170 and the first heat exchange branch 121 are connected in parallel. This allows the refrigerant discharged from the compressor 110 to directly enter the exterior condenser 170 for heat dissipation when the thermal management system 1000 of the vehicle 2000 is operating in cabin cooling mode. This avoids the refrigerant having to pass through the interior condenser 1211 of the first heat exchange branch 121 in cabin cooling mode. This prevents increased flow resistance in the thermal management system 1000 and prevents heat damage to the vehicle cabin, thereby ensuring the cabin cooling effect of the thermal management system 1000.

[0139] In some embodiments, as shown in Figures 1 and 2 , a third one-way valve 193 is provided at the outlet of the external condenser 170 to control the one-way outflow of refrigerant from the external condenser 170. In other words, the thermal management system 1000 further includes the third one-way valve 193, which is located downstream of the external condenser 170 and between the external condenser 170 and the first heat exchange branch 121. This prevents refrigerant discharged from the first heat exchange branch 121 from flowing into the external condenser 170, ensuring the circulation of the refrigerant and also ensuring a sufficient refrigerant supply during operation of the thermal management system 1000.

[0140] In some embodiments, as shown in Figures 1 and 2, the liquid reservoir 160 is connected downstream of the external condenser 170 so that part of the refrigerant discharged through the external condenser 170 can be stored in the liquid reservoir 160. In this way, when the thermal management system 1000 of the vehicle 2000 operates in cabin cooling, cabin heating or cabin cooling and heating conditions, the liquid reservoir 160 can be used to store refrigerant, thereby avoiding the use of the heat exchange plate 1231 to store excess refrigerant to a certain extent, thereby avoiding the phenomenon of excessive temperature difference in the battery pack and the battery cells in the battery pack being prone to over-temperature and current limiting, ensuring the temperature of the battery pack, thereby improving the working performance of the battery pack and improving the safety of the battery pack.

[0141] In some embodiments, as shown in Figures 1 and 2, the thermal management system 1000 also includes a fifth electronic expansion valve 157, which is arranged upstream of the in-vehicle condenser 1211 to achieve the setting of the fifth electronic expansion valve 157 between the in-vehicle condenser 1211 and the exhaust port 111. The fifth electronic expansion valve 157 is used to control the on-off connection between the in-vehicle condenser 1211 and the exhaust port 111, thereby facilitating the control of the flow direction of the refrigerant discharged through the exhaust port 111 to achieve mode switching of the thermal management system 1000, and at the same time, it can also achieve throttling and pressure reduction of the refrigerant flowing to the in-vehicle condenser 1211 to achieve accurate adjustment of the refrigerant output.

[0142] In the description of this application, features defined as "first", "second", "third", "fourth", "fifth", "sixth", and "seventh" may explicitly or implicitly include one or more such features, and are used to distinguish and describe features, without any distinction in order or importance.

[0143] In summary, as shown in Figure 1, the first electronic expansion valve 151, the second electronic expansion valve 152, the third electronic expansion valve 153, the fourth electronic expansion valve 154, the sixth electronic expansion valve 155, the seventh electronic expansion valve 156 and the fifth electronic expansion valve 157 are all electronic expansion valves. While enabling the thermal management system 1000 to switch between multiple modes, it can also further avoid the refrigerant impacting the valve port during the switching process of the valve body and generating noise, thereby reducing the noise generated by the thermal management system 1000 during operation. At the same time, it can also improve the response speed of the first electronic expansion valve 151, the second electronic expansion valve 152, the third electronic expansion valve 153, the fourth electronic expansion valve 154, the sixth electronic expansion valve 155, the seventh electronic expansion valve 156 and the fifth electronic expansion valve 157 to avoid serious lag in the thermal management system 1000 during system mode switching and improve the thermal comfort of the cabin.

[0144] In addition, the above-mentioned setting can also make the thermal management system 1000 of the present application have the function of cabin dehumidification. As shown in Figure 15, the seventh electronic expansion valve 156 and the fifth electronic expansion valve 157 are controlled to be turned on, and the first electronic expansion valve 151, the second electronic expansion valve 152, the third electronic expansion valve 153, the fourth electronic expansion valve 154 and the sixth electronic expansion valve 155 are turned off; the first switch valve 141 is closed, and the second switch valve 142 is opened. At this time, the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant flows from the exhaust port 111 of the compressor 110 into the condenser 1211 in the vehicle. The refrigerant with a higher temperature in the condenser 1211 in the vehicle is cooled by the compressor 110. The air undergoes heat exchange, and finally the refrigerant enters the liquid reservoir 160. Since the first switch valve 141 is closed and the second switch valve 142 is opened, the refrigerant flowing through the liquid reservoir 160 can be throttled, depressurized and cooled through the second switch valve 142 and the seventh electronic expansion valve 156 in turn, and then flows to the evaporator 1241 in the vehicle. The refrigerant with a lower temperature in the evaporator 1241 in the vehicle undergoes heat exchange with the air in the cabin, thereby achieving the effect of dehumidifying the cabin. Subsequently, the refrigerant in the evaporator 1241 in the vehicle enters the gas-liquid separator 195 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin dehumidification cycle.

[0145] In some embodiments, as shown in FIG1 , a pressure sensor 181 and a first temperature sensor 182 are provided at the exhaust port 111 of the compressor 110. The pressure sensor 181 is used to detect the pressure of the refrigerant discharged through the compressor 110, and the first temperature sensor 182 is used to detect the temperature of the refrigerant discharged through the compressor 110, so as to ensure the working performance of the refrigerant.

[0146] In some embodiments, as shown in FIG1 , a second temperature sensor 183 is provided downstream of the heat exchanger 300 to detect the temperature of the refrigerant after heat exchange with the coolant.

[0147] Optionally, as shown in Figure 1, a first temperature and pressure sensor 184 is provided downstream of the in-vehicle condenser 1211, a second temperature and pressure sensor 185 and a third temperature and pressure sensor 186 are provided at the opposite ends of the heat exchange plate 1231, and a fourth temperature and pressure sensor 187 is provided downstream of the in-vehicle evaporator 1241 to facilitate the detection of the temperature and pressure of the refrigerant flowing through it, thereby ensuring the working performance of the refrigerant.

[0148] In some embodiments, as shown in conjunction with FIG1 and FIG3 , the thermal management system 1000 of the vehicle 2000 further includes an electric heater 210 for heating the coolant subsystem 200. This allows the electric heater 210 to heat the coolant within the coolant subsystem 200 to increase the coolant temperature, thereby avoiding the need to generate heat from a stalled motor when the coolant within the coolant subsystem 200 has no residual heat, thereby ensuring the thermal efficiency of the coolant subsystem 200.

[0149] In some embodiments, the electric heater 210 is a PTC to heat the coolant subsystem 200 , thereby improving the temperature of the coolant and ensuring the working performance of the coolant.

[0150] In some embodiments, as shown in Figures 1 and 3 , the coolant subsystem 200 includes a heat exchanger 220 and a radiator 250. The heat exchanger 220 is adapted to exchange heat with the electronic control module, thereby changing the temperature of the electronic control module, improving its performance while also recovering heat from the module to effectively utilize waste heat and avoid heat waste. The radiator 250 is configured to dissipate heat from the coolant flowing through it, thereby lowering the coolant's temperature and dissipating heat from the electronic control module.

[0151] Optionally, as shown in FIG1 and FIG3 , a heat dissipation fan 260 is provided opposite to the radiator 250 , and the heat dissipation fan 260 runs to accelerate the heat dissipation efficiency of the radiator 250 , thereby improving the working performance of the thermal management system 1000 .

[0152] In some examples, as shown in FIG3 , the coolant subsystem 200 further includes a reversing valve 240 , which is used to control the on / off of the heat exchange element 220 and the radiator 250 , thereby controlling the flow direction of the coolant.

[0153] It should be noted that when the reversing valve 240 controls the heat exchanger 220 and the radiator 250 to be disconnected, the coolant circulates between the heat exchanger 220 and the heat exchanger 300 to collect the heat generated by the electronic control module during operation, thereby facilitating the use of the heat exchanger 300 to increase the refrigerant temperature and achieve the purpose of heating the vehicle cabin and the battery; when the reversing valve 240 controls the heat exchanger 220 and the radiator 250 to be connected, the coolant circulates between the heat exchanger 220, the heat exchanger 300 and the radiator 250 to dissipate heat for the electronic control module and reduce the coolant temperature, thereby facilitating the use of the heat exchanger 300 to dissipate heat for the battery.

[0154] In some embodiments, as shown in FIG3 , a water pump 230 is provided on the coolant subsystem 200 . The water pump 230 is used to drive the coolant to flow, thereby facilitating the use of the coolant to change the refrigerant temperature and to use the coolant to dissipate heat from the electronic control module.

[0155] Optionally, as shown in FIG3 , the coolant subsystem 200 is further provided with a water temperature sensor 188 , which is used to detect the temperature of the coolant so as to accurately determine the temperature of the coolant subsystem 200 .

[0156] In some embodiments, the thermal management system 1000 also includes a controller (not shown in the figure), which is electrically connected to the first switch valve 141, the second switch valve 142, the first electronic expansion valve 151, the second electronic expansion valve 152, the third electronic expansion valve 153, the fourth electronic expansion valve 154, the sixth electronic expansion valve 155, the seventh electronic expansion valve 156, the fifth electronic expansion valve 157 and the reversing valve 240, respectively, so that the thermal management system 1000 can switch between multiple modes, improve the cabin comfort and ensure the working performance of the battery pack.

[0157] The vehicle 2000 according to an embodiment of the present application will be described below with reference to the accompanying drawings.

[0158] As shown in FIG. 16 , a vehicle 2000 according to an embodiment of the present application includes: a thermal management system 1000 .

[0159] The thermal management system 1000 is the aforementioned thermal management system 1000 , and the specific structure of the thermal management system 1000 is not described in detail here.

[0160] As can be seen from the above structure, the vehicle 2000 of the embodiment of the present application can effectively improve the comfort of the vehicle 2000 and thus enhance the user experience by adopting the aforementioned thermal management system 1000.

[0161] It should be noted that the vehicle 2000 of the present application can be a pure electric vehicle or a hybrid vehicle.

[0162] The following description and drawings illustrate various embodiments of a thermal management system 1000 for a vehicle 2000 of the present application.

[0163] Example 1

[0164] When the cabin heating mode of the thermal management system 1000 of the operating vehicle 2000 is as shown in FIG4 , the fourth electronic expansion valve 154 and the fifth electronic expansion valve 157 are controlled to be turned on, and the first electronic expansion valve 151, the second electronic expansion valve 152, the third electronic expansion valve 153, the sixth electronic expansion valve 155 and the seventh electronic expansion valve 156 are turned off; the first switch valve 141 is opened, and the second switch valve 142 is closed.

[0165] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant flows into the vehicle condenser 1211 from the exhaust port 111 of the compressor 110. The refrigerant with a higher temperature in the vehicle condenser 1211 exchanges heat with the cold air in the vehicle cabin to achieve the effect of heating the vehicle cabin. The heated refrigerant enters the liquid reservoir 160. Because the first switch valve 141 is open and the second switch valve 142 is closed, the first switch valve 141 is used as an electronic expansion valve to achieve the function of throttling, reducing pressure and cooling, so that the refrigerant flowing through the liquid reservoir 160 passes through the first switch valve After throttling, reducing pressure and cooling, 141 flows to the heat exchanger 300. At this time, the coolant in the coolant subsystem 200 can circulate between the water pump 230, the heat exchanger 300 and the heat exchange element 220, and can also circulate between the water pump 230, the heat exchanger 300, the radiator 250 and the heat exchange element 220 to achieve heat exchange between the refrigerant and the coolant and change the temperature of the refrigerant. The refrigerant then enters the gas-liquid separator 195 for gas-liquid separation. After gas-liquid separation, the gaseous refrigerant flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin heating cycle.

[0166] Example 2

[0167] When the thermal management system 1000 of the operating vehicle 2000 operates in the first cooling mode of the battery pack, as shown in FIG5 , the second electronic expansion valve 152 , the third electronic expansion valve 153 and the sixth electronic expansion valve 155 are controlled to be turned on, and the first electronic expansion valve 151 , the fourth electronic expansion valve 154 , the seventh electronic expansion valve 156 and the fifth electronic expansion valve 157 are turned off; the first switch valve 141 is closed, and the second switch valve 142 is opened.

[0168] At this time, the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and flows into the external condenser 170 to release heat to the outside of the cabin through the external condenser 170 to reduce the temperature of the refrigerant, so that the refrigerant is formed into a medium-temperature and medium-pressure liquid refrigerant. The refrigerant can enter the liquid reservoir 160. Because the first switch valve 141 is closed and the second switch valve 142 is opened, the refrigerant flowing through the liquid reservoir 160 can pass through the second switch valve 142 and the first one-way valve 143 in sequence. The valve 192 and the third electronic expansion valve 153 throttle and reduce the pressure and temperature before flowing to the heat exchange plate 1231. At this time, the refrigerant with a lower temperature in the heat exchange plate 1231 exchanges heat with the battery pack, thereby achieving the purpose of cooling the battery pack. Subsequently, the refrigerant in the heat exchange plate 1231 passes through the second electronic expansion valve 152 and enters the gas-liquid separator 195 for gas-liquid separation. After gas-liquid separation, the gaseous refrigerant flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the first cooling cycle of the battery pack.

[0169] Example 3

[0170] When the thermal management system 1000 of the operating vehicle 2000 operates in the second cooling mode of the battery pack, as shown in FIG6 , the second electronic expansion valve 152 , the third electronic expansion valve 153 and the fifth electronic expansion valve 157 are controlled to be turned on, and the first electronic expansion valve 151 , the fourth electronic expansion valve 154 , the sixth electronic expansion valve 155 and the seventh electronic expansion valve 156 are disconnected; the first switch valve 141 is opened, and the second switch valve 142 is closed.

[0171] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant flows from the exhaust port 111 of the compressor 110 to the in-vehicle condenser 1211 and does not condense when passing through the in-vehicle condenser 1211, and then enters the liquid reservoir 160. Because the first switch valve 141 is open and the second switch valve 142 is closed, the first switch valve 141 is used as a solenoid valve to realize the connection and disconnection between the liquid reservoir 160 and the heat exchanger 300. In this way, the refrigerant flowing through the liquid reservoir 160 can flow to the heat exchanger 300 through the first switch valve 141. At this time, the coolant in the coolant subsystem 200 can circulate between the water pump 230, the heat exchanger 300 and the heat exchange element 220 to realize heat exchange between the refrigerant and the coolant, change the temperature of the refrigerant, and store the heat of the refrigerant in the water circuit. Of course, if the temperature of the electronic control module is high or the temperature of the coolant is high enough, the coolant in the coolant subsystem 200 can also circulate between the water pump 230, the heat exchanger 300 and the heat exchange element 220. The refrigerant circulates between the heat exchanger 1231 and the radiator 250 to dissipate the heat of the coolant through the radiator 250 and the cooling fan 260. The refrigerant after heat exchange with the coolant can then pass through the first one-way valve 192 and the third electronic expansion valve 153 in sequence to throttle, reduce pressure and cool the battery pack, and then flow to the heat exchange plate 1231. At this time, the refrigerant with a lower temperature in the heat exchange plate 1231 exchanges heat with the hot core of the battery pack to achieve the purpose of cooling the battery pack. The refrigerant in the heat exchange plate 1231 then passes through the second electronic expansion valve 152 to enter the gas-liquid separator 195 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the second cooling cycle of the battery pack. This circulation mode is beneficial to the early heat storage of the vehicle 2000 at low ambient temperatures, and prepares a heat source in advance for the driving of the vehicle 2000 after charging. It can effectively maintain the battery pack outlet pressure control at low ambient temperatures to avoid lithium precipitation.

[0172] Example 4

[0173] When the thermal management system 1000 of the operating vehicle 2000 operates in cabin heating and battery pack cooling mode, as shown in FIG7 , the second electronic expansion valve 152 , the third electronic expansion valve 153 and the fifth electronic expansion valve 157 are controlled to be turned on, and the first electronic expansion valve 151 , the fourth electronic expansion valve 154 , the sixth electronic expansion valve 155 and the seventh electronic expansion valve 156 are controlled to be turned off; the first switch valve 141 is closed, and the second switch valve 142 is opened.

[0174] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and flows into the condenser 1211 in the vehicle. The refrigerant with a higher temperature in the condenser 1211 exchanges heat with the cold air in the cabin to achieve the effect of heating the cabin. The heated refrigerant enters the liquid reservoir 160. Because the first switch valve 141 is closed and the second switch valve 142 is opened, the refrigerant flowing through the liquid reservoir 160 can pass through the second switch valve 142, the first one-way valve 192 and the third electronic expansion valve 153 in sequence. After the flow is reduced in pressure and temperature, it flows to the heat exchange plate 1231. At this time, the refrigerant with a lower temperature in the heat exchange plate 1231 exchanges heat with the battery pack to achieve the purpose of cooling the battery pack. Then the refrigerant in the heat exchange plate 1231 enters the gas-liquid separator 195 through the second electronic expansion valve 152 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin heating and battery pack cooling cycle. This circulation mode can use the heat generated by the battery pack to meet the cabin heating needs and reasonably transport heat for recycling.

[0175] Example 5

[0176] In another operating mode of the cabin heating and battery pack cooling mode of the thermal management system 1000 of the operating vehicle 2000, as shown in Figure 8, the second electronic expansion valve 152, the third electronic expansion valve 153 and the fifth electronic expansion valve 157 are controlled to be turned on, and the first electronic expansion valve 151, the fourth electronic expansion valve 154, the sixth electronic expansion valve 155 and the seventh electronic expansion valve 156 are turned off; the first switch valve 141 is opened, and the second switch valve 142 is closed.

[0177] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and flows into the vehicle condenser 1211. The refrigerant with a higher temperature in the vehicle condenser 1211 exchanges heat with the cold air in the cabin to achieve the effect of heating the cabin. The heated refrigerant enters the liquid reservoir 160. Because the first switch valve 141 is open and the second switch valve 142 is closed, the first switch valve 141 is used as a solenoid valve to realize the connection and disconnection between the liquid reservoir 160 and the heat exchanger 300. In this way, the refrigerant flowing through the liquid reservoir 160 can flow to the heat exchanger 300 through the first switch valve 141. At this time, the coolant in the coolant subsystem 200 can be cooled in the water pump 230, the heat exchanger 300 and the heat exchange element 220. It circulates between the refrigerant and the battery pack, and can also circulate between the water pump 230, the heat exchanger 300, the radiator 250 and the heat exchange element 220 to realize heat exchange between the refrigerant and the coolant and change the temperature of the refrigerant. The refrigerant then passes through the first one-way valve 192 and the third electronic expansion valve 153 in sequence to throttle, reduce the pressure and cool the refrigerant and flow to the heat exchange plate 1231. At this time, the refrigerant with a lower temperature in the heat exchange plate 1231 exchanges heat with the battery pack to achieve the purpose of cooling the battery pack. The refrigerant in the heat exchange plate 1231 then passes through the second electronic expansion valve 152 into the gas-liquid separator 195 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin heating and battery pack cooling cycle.

[0178] It should be noted that when the load of the battery pack is not sufficient for cabin heating, the refrigerant flows along the flow path shown in Example 4 to achieve the rational use of the heat generated by the battery pack to meet the cabin heating needs and to rationally transport heat for recycling; when the load of the battery pack is sufficient for cabin heating, the refrigerant flows along the flow path shown in Example 5 to achieve heat exchange between the refrigerant and the coolant, change the temperature of the refrigerant, and facilitate the storage of the refrigerant's heat in the cooling liquid subsystem 200 to achieve the purpose of heat storage or dissipate the excess heat of the refrigerant through the cooling liquid subsystem 200 to ensure the heat exchange effect of the refrigerant.

[0179] Example 6

[0180] The battery pack heating mode of the thermal management system 1000 of the operating vehicle 2000 is shown in Figure 9. The first electronic expansion valve 151, the third electronic expansion valve 153 and the fourth electronic expansion valve 154 are controlled to be turned on, and the second electronic expansion valve 152, the sixth electronic expansion valve 155, the seventh electronic expansion valve 156 and the fifth electronic expansion valve 157 are turned off; the first switch valve 141 and the second switch valve 142 are closed.

[0181] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and enters the heat exchange plate 1231 through the first electronic expansion valve 151. At this time, the refrigerant with a higher temperature in the heat exchange plate 1231 exchanges heat with the battery pack to achieve the purpose of heating the battery pack. Then, the refrigerant is throttled, depressurized and cooled by the third electronic expansion valve 153, and then enters the heat exchanger 300 through the second one-way valve 191. At this time, the coolant in the coolant subsystem 200 is cooled. The liquid can circulate between the water pump 230, the heat exchanger 300 and the heat exchange element 220, and can also circulate between the water pump 230, the heat exchanger 300, the radiator 250 and the heat exchange element 220 to achieve heat exchange between the refrigerant and the coolant and change the temperature of the refrigerant. The refrigerant then enters the gas-liquid separator 195 through the fourth electronic expansion valve 154 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the battery pack heating cycle.

[0182] Example 7

[0183] When the cabin heating and battery pack heating modes of the thermal management system 1000 of the operating vehicle 2000 are in operation, as shown in FIG10 , the first electronic expansion valve 151 , the third electronic expansion valve 153 , the fourth electronic expansion valve 154 and the fifth electronic expansion valve 157 are controlled to be turned on, and the second electronic expansion valve 152 , the sixth electronic expansion valve 155 and the seventh electronic expansion valve 156 are turned off; the first switch valve 141 is opened, and the second switch valve 142 is closed.

[0184] At this time, the refrigerant is compressed by the compressor 110 into a high-temperature and high-pressure refrigerant, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and is divided into two paths. One path enters the in-vehicle condenser 1211, and the refrigerant with a higher temperature in the in-vehicle condenser 1211 performs heat exchange with the cold air in the cabin, thereby achieving the effect of heating the cabin; the other path enters the heat exchange plate 1231 through the first electronic expansion valve 151, and the refrigerant with a higher temperature in the heat exchange plate 1231 performs heat exchange with the battery pack, thereby achieving the purpose of heating the battery pack.

[0185] Among them, the refrigerant after heat exchange with the cabin in the vehicle condenser 1211 can enter the liquid reservoir 160. Because the first switch valve 141 is open and the second switch valve 142 is closed, the refrigerant flowing through the liquid reservoir 160 flows to the heat exchanger 300 through the first switch valve 141. The refrigerant after heat exchange with the battery pack in the heat exchange plate 1231 is throttled, depressurized and cooled by the third electronic expansion valve 153 and then enters the heat exchanger 300 through the second one-way valve 191. At this time, the coolant in the coolant subsystem 200 can be 230, the heat exchanger 300 and the heat exchange element 220, and can also circulate between the water pump 230, the heat exchanger 300, the radiator 250 and the heat exchange element 220 to achieve heat exchange between the refrigerant and the coolant and change the temperature of the refrigerant. The refrigerant then enters the gas-liquid separator 195 through the fourth electronic expansion valve 154 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin heating and battery pack heating cycle.

[0186] Example 8

[0187] In another operating mode of the cabin heating and battery pack heating modes of the thermal management system 1000 of the operating vehicle 2000, as shown in FIG11 , the first electronic expansion valve 151, the third electronic expansion valve 153 and the fourth electronic expansion valve 154 are controlled to be turned on, and the second electronic expansion valve 152, the sixth electronic expansion valve 155, the seventh electronic expansion valve 156 and the fifth electronic expansion valve 157 are controlled to be turned off; the first switch valve 141 and the second switch valve 142 are closed.

[0188] At this time, the heating element 1212 is turned on and the gear is adjusted according to the strategy to meet the cabin heating demand. The refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 110. The high-temperature and high-pressure refrigerant flows out from the exhaust port 111 of the compressor 110 and enters the heat exchange plate 1231 through the first electronic expansion valve 151. At this time, the refrigerant with a higher temperature in the heat exchange plate 1231 exchanges heat with the battery pack to achieve the purpose of heating the battery pack. Then the refrigerant is throttled, depressurized and cooled by the third electronic expansion valve 153, and then enters the heat exchanger 300 through the second one-way valve 191. At this time, the cooling liquid The coolant in the system 200 can circulate between the water pump 230, the heat exchanger 300 and the heat exchange element 220, and can also circulate between the water pump 230, the heat exchanger 300, the radiator 250 and the heat exchange element 220 to achieve heat exchange between the refrigerant and the coolant and change the temperature of the refrigerant. The refrigerant then enters the gas-liquid separator 195 through the fourth electronic expansion valve 154 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing another cycle of cabin heating and battery pack heating.

[0189] Example 9

[0190] In another operating mode of the cabin heating and battery pack heating modes of the thermal management system 1000 of the operating vehicle 2000, as shown in FIG12 , the first electronic expansion valve 151, the third electronic expansion valve 153, the fourth electronic expansion valve 154 and the fifth electronic expansion valve 157 are controlled to be turned on, and the second electronic expansion valve 152, the sixth electronic expansion valve 155 and the seventh electronic expansion valve 156 are turned off; the first switch valve 141 is opened, and the second switch valve 142 is closed.

[0191] At this time, the refrigerant is compressed by the compressor 110 into a high-temperature and high-pressure refrigerant, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and is divided into two paths. One path enters the in-vehicle condenser 1211, and the refrigerant with a higher temperature in the in-vehicle condenser 1211 performs heat exchange with the cold air in the cabin, thereby achieving the effect of heating the cabin; the other path enters the heat exchange plate 1231 through the first electronic expansion valve 151, and the refrigerant with a higher temperature in the heat exchange plate 1231 performs heat exchange with the battery pack, thereby achieving the purpose of heating the battery pack.

[0192] Among them, the refrigerant after exchanging heat with the cabin in the vehicle condenser 1211 can enter the liquid reservoir 160. Because the first switch valve 141 is open and the second switch valve 142 is closed, the refrigerant flowing through the liquid reservoir 160 flows to the heat exchanger 300 through the first switch valve 141. The refrigerant after exchanging heat with the battery pack in the heat exchange plate 1231 is throttled, depressurized and cooled by the third electronic expansion valve 153, and then enters the heat exchanger 300 through the second one-way valve 191. At this time, the coolant in the coolant subsystem 200 can be pumped at the water pump 23 0. The refrigerant circulates between the heat exchanger 300 and the heat exchange element 220, and can also circulate between the water pump 230, the heat exchanger 300, the radiator 250 and the heat exchange element 220 to achieve heat exchange between the refrigerant and the coolant and change the temperature of the refrigerant. The refrigerant then enters the gas-liquid separator 195 through the fourth electronic expansion valve 154 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing another cycle of cabin heating and battery pack heating.

[0193] In summary, the circulation path of the refrigerant in this embodiment is consistent with the circulation path of the refrigerant in Example 7. The difference is that in the coolant subsystem 200, the temperature of the coolant can be heated by using an electric heater 210 or a motor stall method to enhance the heat exchange effect between the refrigerant and the coolant.

[0194] Example 10

[0195] When the thermal management system 1000 of the operating vehicle 2000 is in cabin cooling mode, as shown in FIG13 , the sixth electronic expansion valve 155 and the seventh electronic expansion valve 156 are controlled to be turned on, and the first electronic expansion valve 151 , the second electronic expansion valve 152 , the third electronic expansion valve 153 , the fourth electronic expansion valve 154 and the fifth electronic expansion valve 157 are turned off; the first switch valve 141 is closed, and the second switch valve 142 is opened.

[0196] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and flows into the external condenser 170 to release heat to the outside of the cabin through the external condenser 170, thereby reducing the temperature of the refrigerant and forming a liquid refrigerant of medium temperature and medium pressure. The refrigerant can enter the liquid reservoir 160. Because the first switch valve 141 is closed and the second switch valve 142 is open, the refrigerant flowing through the liquid reservoir 160 can be throttled, depressurized and cooled by the second switch valve 142 and the seventh electronic expansion valve 156 in turn before flowing to the evaporator 1241 in the vehicle. At this time, the refrigerant with a lower temperature in the evaporator 1241 in the vehicle exchanges heat with the hot air in the cabin to achieve the effect of cooling the cabin. Subsequently, the refrigerant in the evaporator 1241 in the vehicle enters the gas-liquid separator 195 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin refrigeration cycle.

[0197] Example 11

[0198] When the cabin cooling and battery pack cooling modes of the thermal management system 1000 of the operating vehicle 2000 are in operation, as shown in FIG14 , the second electronic expansion valve 152 , the third electronic expansion valve 153 , the sixth electronic expansion valve 155 and the seventh electronic expansion valve 156 are controlled to be turned on, and the first electronic expansion valve 151 , the fourth electronic expansion valve 154 and the fifth electronic expansion valve 157 are turned off; the first switch valve 141 is closed, and the second switch valve 142 is opened.

[0199] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant is discharged from the exhaust port 111 of the compressor 110 and flows into the external condenser 170 to release heat to the outside of the cabin through the external condenser 170, thereby reducing the temperature of the refrigerant, so that the refrigerant is formed into a liquid refrigerant with medium temperature and medium pressure. The refrigerant can enter the liquid reservoir 160. Since the first switch valve 141 is closed, the second switch valve 142 is opened, and the third electronic expansion valve 153 and the seventh electronic expansion valve 156 are both turned on, the refrigerant discharged from the liquid reservoir 160 can be divided into two paths. One path is throttled, depressurized and cooled through the first one-way valve 192 and the third electronic expansion valve 153, and then flows to the heat exchange plate 1231. At this time, the refrigerant with a lower temperature in the heat exchange plate 1231 exchanges heat with the battery pack to achieve the purpose of cooling the battery pack. The other path flows to the evaporator 1241 in the vehicle after throttling, reducing pressure and cooling through the seventh electronic expansion valve 156. At this time, the refrigerant with a lower temperature in the vehicle evaporator 1241 exchanges heat with the hot air in the cabin to achieve the effect of cooling the cabin. Subsequently, the refrigerant in the vehicle evaporator 1241 and the refrigerant in the heat exchange plate 1231 respectively enter the gas-liquid separator 195 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin cooling and battery pack cooling cycle.

[0200] Example 12

[0201] When the cabin dehumidification mode of the thermal management system 1000 of the operating vehicle 2000 is as shown in FIG15 , the seventh electronic expansion valve 156 and the fifth electronic expansion valve 157 are controlled to be turned on, and the first electronic expansion valve 151, the second electronic expansion valve 152, the third electronic expansion valve 153, the fourth electronic expansion valve 154 and the sixth electronic expansion valve 155 are disconnected; the first switch valve 141 is closed, and the second switch valve 142 is opened.

[0202] At this time, the refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 110, and the high-temperature and high-pressure refrigerant flows into the in-vehicle condenser 1211 from the exhaust port 111 of the compressor 110. The refrigerant with a higher temperature in the in-vehicle condenser 1211 exchanges heat with the air in the cabin, and finally enters the liquid reservoir 160. Because the first switch valve 141 is closed and the second switch valve 142 is open, the refrigerant flowing through the liquid reservoir 160 can be throttled, depressurized and cooled through the second switch valve 142 and the seventh electronic expansion valve 156 in turn before flowing to the in-vehicle evaporator 1241. At this time, the refrigerant with a lower temperature in the in-vehicle evaporator 1241 exchanges heat with the air in the cabin, achieving the effect of dehumidifying the cabin. Subsequently, the refrigerant in the in-vehicle evaporator 1241 enters the gas-liquid separator 195 for gas-liquid separation. The gaseous refrigerant after gas-liquid separation flows to the return air port 112 and returns to the compressor 110 through the return air port 112, completing the cabin dehumidification cycle.

[0203] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0204] The thermal management system 1000 of the vehicle 2000 according to the embodiment of the present application and other components of the vehicle 2000 are well known to those skilled in the art and will not be described in detail here.

[0205] Throughout this specification, references to terms such as "embodiment" and "example" indicate that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0206] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, wherein: The thermal management system includes a refrigerant subsystem and a cooling liquid subsystem suitable for mutual heat exchange, and the refrigerant subsystem includes: A compressor having an exhaust port and an air return port; a first heat exchange branch, wherein a first end of the first heat exchange branch is connected to the exhaust port, and the first heat exchange branch is used to adjust the temperature in the vehicle cabin; a second heat exchange branch for exchanging heat with the coolant subsystem, wherein a first end of the second heat exchange branch is connected to a second end of the first heat exchange branch, and a second end of the second heat exchange branch is connected to the return air port; a bypass flow path, the bypass flow path being connected in parallel with the second heat exchange branch; A switching module is connected to the first heat exchange branch, the second heat exchange branch and the bypass flow path respectively to control the first heat exchange branch to be connected to the second heat exchange branch or the bypass flow path.

2. The thermal management system of a vehicle according to claim 1, wherein: The switching module includes a first switch valve and a second switch valve, the first switch valve is connected in series to the second heat exchange branch, and the second switch valve is connected in series to the bypass flow path.

3. The thermal management system of a vehicle according to claim 2, wherein: The first switch valve and the second switch valve are both electronic expansion valves.

4. The vehicle thermal management system according to any one of claims 1 to 3, wherein: The refrigerant subsystem further includes a third heat exchange branch, which is used to exchange heat with the battery pack. The third heat exchange branch is respectively connected to the second end of the second heat exchange branch and the return air port.

5. The thermal management system for a vehicle according to claim 4, wherein: The third heat exchange branch is provided with a heat exchange plate, and the heat exchange plate is used to exchange heat with the battery pack.

6. The thermal management system for a vehicle according to claim 4 or 5, wherein: The first end of the third heat exchange branch is switchably connected to the second end of the second heat exchange branch and the bypass flow path, and the second end of the third heat exchange branch is switchably connected to the exhaust port and the return air port.

7. The thermal management system for a vehicle according to claim 6, wherein: The second end of the third heat exchange branch is connected to the exhaust port through a first electronic expansion valve, and the second end of the third heat exchange branch is connected to the return air port through a second electronic expansion valve.

8. The thermal management system for a vehicle according to claim 6 or 7, wherein: The first end of the third heat exchange branch is connected to the second end of the second heat exchange branch or the bypass flow path through a first one-way valve, and the first one-way valve is used to control the refrigerant flowing through the second end of the second heat exchange branch or the refrigerant flowing through the bypass flow path to flow unidirectionally to the third heat exchange branch; The first end of the third heat exchange branch is also connected to the first end of the second heat exchange branch through a second one-way valve, and the second one-way valve is used to control the one-way flow of the refrigerant in the third heat exchange branch to the second heat exchange branch.

9. The thermal management system for a vehicle according to claim 8, wherein: The first end of the third heat exchange branch is connected to the first one-way valve and the second one-way valve through a third electronic expansion valve.

10. The thermal management system for a vehicle according to any one of claims 1 to 9, wherein: The second heat exchange branch includes a heat exchanger, which includes a first refrigerant flow path and a first coolant flow path. The first refrigerant flow path and the first coolant flow path exchange heat with each other. The first refrigerant flow path is part of the refrigerant subsystem, and the first coolant flow path is part of the coolant subsystem.

11. The thermal management system for a vehicle according to any one of claims 1 to 10, wherein: The second end of the second heat exchange branch is connected to the air return port through a fourth electronic expansion valve.

12. The thermal management system for a vehicle according to any one of claims 1 to 11, wherein: An in-vehicle condenser is provided on the first heat exchange branch, the in-vehicle condenser is connected to the exhaust port, and the in-vehicle condenser is used to adjust the temperature in the vehicle cabin.

13. The thermal management system of a vehicle according to claim 12, wherein: A fifth electronic expansion valve is provided between the in-vehicle condenser and the exhaust port.

14. The thermal management system for a vehicle according to any one of claims 1 to 13, wherein: A heating element is also included, and the heating element is used to adjust the temperature in the vehicle cabin.

15. The vehicle thermal management system according to any one of claims 1 to 14, wherein: The refrigerant subsystem further includes a liquid reservoir configured to store and release refrigerant, and the liquid reservoir is connected between the first heat exchange branch and the second heat exchange branch.

16. The thermal management system for a vehicle according to any one of claims 1 to 15, wherein: The refrigerant subsystem further includes: an external condenser connected to the exhaust port; A fourth heat exchange branch for regulating the temperature in the vehicle cabin, wherein the fourth heat exchange branch is connected to the external condenser and the return air port respectively.

17. The thermal management system of a vehicle according to claim 16, wherein: The exterior condenser and the first heat exchange branch are connected in parallel.

18. The thermal management system of a vehicle according to claim 17, wherein: The outlet end of the external condenser is provided with a third one-way valve for controlling the one-way outflow of the refrigerant in the external condenser.

19. The thermal management system for a vehicle according to any one of claims 16 to 18, wherein: The fourth heat exchange branch is provided with an in-vehicle evaporator, and the in-vehicle evaporator is used to adjust the temperature in the vehicle cabin.

20. The thermal management system of a vehicle according to claim 19, wherein: A sixth electronic expansion valve is provided between the external condenser and the exhaust port; and / or, A seventh electronic expansion valve is provided at the inlet end of the in-vehicle evaporator.

21. The thermal management system for a vehicle according to any one of claims 1 to 20, wherein: Also included is an electric heater for heating the coolant subsystem.

22. A vehicle, wherein A thermal management system for a vehicle comprising the method according to any one of claims 1-21.

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