CN213920592U

CN213920592U - Vehicle thermal management system and electric automobile

Info

Publication number: CN213920592U
Application number: CN202022094142.2U
Authority: CN
Inventors: 周晓晓; 吴春芬; 张经科; 何东财; 林放放
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2020-09-21
Filing date: 2020-09-21
Publication date: 2021-08-10
Anticipated expiration: 2030-09-21

Abstract

The invention relates to a vehicle thermal management system and an electric automobile, wherein the vehicle thermal management system comprises a first thermal management system, the first thermal management system comprises a compressor, a first heat exchanger and a battery pack, the battery pack comprises a battery module, a direct cooling device and a heating device, the direct cooling device comprises a plurality of cooling pipelines for guiding a refrigerant, and the plurality of cooling pipelines are laid on the surface of the battery module; the heating device is used for increasing the heating value of the battery module, the outlet of the compressor is communicated with the inlet of the first heat exchanger through the first branch, the outlet of the first heat exchanger is communicated with the inlet of the direct cooling device of the battery pack, the outlet of the direct cooling device of the battery pack is communicated with the inlet of the compressor, and the first heat exchanger is used for exchanging heat with the outside. In the present disclosure, the piping arrangement for cooling the battery pack can be simplified, and the cost can be reduced.

Description

Vehicle thermal management system and electric automobile

Technical Field

The disclosure relates to the field of electric automobiles, in particular to a vehicle thermal management system and an electric automobile.

Background

In order to ensure the driving range, the service life and the available power of electric vehicles and hybrid vehicles, in particular electric vehicles and hybrid vehicles, the power battery of the vehicle needs to be temperature-managed so that the power battery always operates at a suitable temperature. In the related art, a battery heat exchange circuit for heating a battery pack, a water pump for promoting circulation of a coolant, and a heat exchanger provided at the battery pack for heat exchange with the battery pack are provided. The battery is cooled by heat exchange between the coolant in the heat exchanger at the battery pack and the refrigerant in the air conditioning system. The battery heat exchange loop with the additional design cools the battery pack, the pipeline arrangement is complex, the number of parts is large, and the cost is high.

SUMMERY OF THE UTILITY MODEL

The purpose of this disclosure is to provide a vehicle thermal management system, can simplify the pipeline arrangement of cooling to the battery package, reduce cost.

In order to achieve the above object, a first aspect of the present disclosure provides a vehicle thermal management system, including a first thermal management system including a compressor, a first heat exchanger, and a battery pack, the battery pack including a battery module, a direct cooling device, and a heating device, the direct cooling device including a plurality of cooling lines for guiding a refrigerant, the plurality of cooling lines being laid on a surface of the battery module; the heating device is used to increase the amount of heat generated from the battery module,

the outlet of the compressor is communicated with the inlet of the first heat exchanger through a first branch, the outlet of the first heat exchanger is communicated with the inlet of the direct cooling device of the battery pack, the outlet of the direct cooling device of the battery pack is communicated with the inlet of the compressor, and the first heat exchanger is used for exchanging heat with the outside.

Optionally, the battery pack further includes a heating device for increasing the heat productivity of the battery module, the heating device includes a controller and a first motor electric control circuit, the first motor electric control circuit is electrically connected to the battery pack, the controller is electrically connected to the first motor electric control circuit, and the controller is configured to control the first motor electric control circuit to charge and discharge the battery pack for multiple times when operating in a first control mode, so as to heat the battery pack.

Optionally, the battery pack further comprises a heating device for increasing the heat productivity of the battery module, wherein the heating device comprises an electrothermal film, and the electrothermal film covers the battery module and is used for providing heat for the battery module.

Optionally, the first thermal management system further comprises an internal condenser disposed on the first branch, the outlet of the first heat exchanger further communicating with the inlet of the compressor via a second bypass branch.

Optionally, an outlet of the first branch is communicated with an inlet of the first heat exchanger via an expansion switch valve, and when the expansion switch valve is used as a switch valve, a through flow passage inside the expansion switch valve is communicated, and when the expansion switch valve is used as an expansion valve, a throttling flow passage inside the expansion switch valve is communicated.

Optionally, the vehicle thermal management system further includes a second thermal management system, where the second thermal management system includes a second heat exchanger and a high-pressure system cooling branch flowing through a high-pressure system, a water pump is connected in series to the high-pressure system cooling branch, an inlet of the high-pressure system cooling branch is communicated with a coolant outlet of the second heat exchanger, and an outlet of the high-pressure system cooling branch is communicated with a coolant inlet of the second heat exchanger;

the outlet of the internal condenser is also in communication with the refrigerant inlet of the second heat exchanger, optionally via a third throttling branch, the refrigerant outlet of the second heat exchanger being in communication with the outlet of the compressor.

Optionally, the second thermal management system further comprises a reversing valve and a radiator, and the outlet of the high-pressure system cooling branch is selectively communicated with the radiator or the cooling liquid inlet of the second heat exchanger through the reversing valve.

Optionally, the second thermal management system further includes a reversing valve and a radiator, the coolant outlet of the second heat exchanger is communicated with the inlet of the water pump, the outlet of the water pump is selectively communicated with the inlet of the high-pressure system cooling branch or directly communicated with the inlet of the high-pressure system cooling branch through the reversing valve via the radiator, and the outlet of the high-pressure system cooling branch is communicated with the coolant inlet of the second heat exchanger.

Optionally, the third throttling branch is provided with a third electronic expansion valve, and the second bypass branch is provided with a second switch valve.

Optionally, the outlet of the internal condenser is further communicated with the inlet of the direct cooling device of the battery pack through a first through-flow branch and a second throttling branch, a first switch valve is arranged on the first through-flow branch, and a second electronic expansion valve is arranged on the second throttling branch.

Optionally, the vehicle thermal management system further includes a second thermal management system, where the second thermal management system includes a second heat exchanger and a high-pressure system cooling branch flowing through a high-pressure system, a water pump is disposed on the high-pressure system cooling branch, an inlet of the high-pressure system cooling branch is communicated with a coolant outlet of the second heat exchanger, and an outlet of the high-pressure system cooling branch is communicated with a coolant inlet of the second heat exchanger;

the outlet of the condenser in the vehicle is also communicated with the refrigerant inlet of the second heat exchanger through the first switch valve and a third throttling branch, the refrigerant outlet of the second heat exchanger is communicated with the outlet of the compressor, and a third electronic expansion valve is arranged on the third throttling branch.

the outlet of the first heat exchanger is also communicated with the refrigerant inlet of the second heat exchanger through a third throttling branch, the refrigerant outlet of the second heat exchanger is communicated with the outlet of the compressor, and the third throttling branch is provided with a third electronic expansion valve.

Optionally, the first thermal management system further includes an in-vehicle evaporator, an outlet of the first heat exchanger is further communicated with an inlet of the in-vehicle evaporator via a fourth throttling branch, an outlet of the in-vehicle evaporator is communicated with an inlet of the compressor via a one-way valve, and a fourth electronic expansion valve is arranged on the fourth throttling branch.

Optionally, the first thermal management system further comprises a heater configured to heat air for heating the vehicle interior.

The technical scheme can at least achieve the following technical effects:

because the direct cooling device is arranged on the battery pack, the battery pack is cooled by the heat exchange between the refrigerant and the battery pack completed by the direct cooling device, so that an additional heat exchanger and a pipeline communicated with the additional heat exchanger and used for cooling the battery pack are not required to be arranged on the battery pack, the pipeline arrangement for cooling the battery pack is simplified, and the cost is reduced. Because the direct cooling device is integrated inside the battery pack, the refrigerant of the air conditioning system directly evaporates and absorbs heat in the direct cooling device, the heat transfer link is less, the heat loss is less, meanwhile, because the direct cooling device has good thermal contact with the battery module, the heat exchange efficiency is high, the direct cooling device is not influenced by the external environment, the battery pack can work within a proper temperature range no matter in a high-temperature or low-temperature environment, the charging and discharging efficiency of the battery pack is improved, the cruising ability is improved, the service life of the battery pack is prolonged, and the safety of the battery pack is ensured.

According to another aspect of the present disclosure, there is provided an electric vehicle including the vehicle thermal management system of any one of the above.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings, the flow path of the refrigerant or cooling liquid is shown by the dashed arrows:

FIG. 1 is a schematic illustration of a circulation loop of a vehicle thermal management system according to an embodiment of the present disclosure;

FIG. 2 is a schematic view of a recirculation loop of a second thermal management system according to another embodiment of the present disclosure;

FIG. 3 is a schematic diagram of a circulation loop of a second thermal management system in a high pressure system waste heat utilization mode according to an embodiment of the present disclosure;

FIG. 4 is a schematic diagram of a recirculation loop of an embodiment of the present disclosure with a second thermal management system in a high pressure system heat rejection mode;

FIG. 5 is a schematic illustration of a circulation loop of a vehicle thermal management system according to another embodiment of the present disclosure;

FIG. 6 is a schematic illustration of a circulation loop of a vehicle thermal management system according to another embodiment of the present disclosure;

FIG. 7 is a schematic diagram of a circulation loop of a vehicle thermal management system in a battery pack cooling mode according to an embodiment of the present disclosure;

FIG. 8 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating-ambient energy mode according to an embodiment of the present disclosure;

FIG. 9 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating-high pressure system waste heat utilization mode according to an embodiment of the present disclosure;

FIG. 10 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating-high pressure system waste heat utilization + ambient energy mode according to an embodiment of the present disclosure;

FIG. 11 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating-battery pack waste heat mode according to an embodiment of the present disclosure;

FIG. 12 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating-battery pack waste heat + ambient energy mode according to an embodiment of the present disclosure;

FIG. 13 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating-battery pack waste heat + high pressure system waste heat utilization mode according to an embodiment of the present disclosure;

FIG. 14 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment cooling mode according to an embodiment of the present disclosure;

FIG. 15 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment cooling + battery cooling mode according to an embodiment of the present disclosure;

FIG. 16 is a cross-sectional schematic view of an expansion switch valve of a vehicle thermal management system according to an embodiment of the present disclosure;

fig. 17 is a control schematic diagram of a heating device of a battery pack of a vehicle thermal management system according to an embodiment of the present disclosure.

Description of the reference numerals

100-a vehicle thermal management system; 10-a first thermal management system; 11-a compressor; 12-a battery pack; 13-internal condenser; 14-a first heat exchanger; 15-a heater; 17-an in-vehicle evaporator; 20-a second thermal management system; 21-a second heat exchanger; 22-high pressure system cooling branch; 23-a water pump; 24-a diverter valve; 25-a heat sink; 26-a fan; 62-a second electronic expansion valve; 63-a third electronic expansion valve; 64-a fourth electronic expansion valve; 65-expansion switch valve; 66-a one-way valve; 71-a first on-off valve; 72-a second on-off valve; 80-a first branch; 81-a first through-flow branch; 82-a second flow branch; 94-a fourth throttle leg; 92-a second throttling branch; 93-a third throttling leg; 500-a valve body; 501-inlet; 502-outlet; 503-a first spool; 504-a second valve core; 511-a first valve housing; 512-a second valve housing; 521-a first electromagnetic drive; 522-a second electromagnetic drive; 101-a first motor electrical control circuit; 102-second motor electrical control circuit.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise stated, directional terms such as "upstream and downstream" are used with respect to the flow direction of the refrigerant, specifically, downstream toward the flow direction of the refrigerant and upstream away from the flow direction of the refrigerant, and "inner and outer" refer to inner and outer of the respective component profiles.

In the present disclosure, the electric vehicle may include a pure electric vehicle, a hybrid vehicle, and a fuel cell vehicle. FIG. 1 is a schematic structural diagram of a vehicle thermal management system 100 according to one embodiment of the present disclosure. As shown in fig. 1, the system may include: an HVAC (Heating Ventilation and Air Conditioning) assembly and a damper mechanism (not shown) including a duct that can be used to conduct Air to the interior evaporator 17 and the interior condenser 13.

In order to simplify the piping for cooling the battery pack 12, in one embodiment of the present disclosure, as shown in fig. 1, a vehicle thermal management system 100 includes a first thermal management system 10, the first thermal management system 10 includes a compressor 11, a first heat exchanger 14, and the battery pack 12, the battery pack 12 includes a battery module, a direct cooling device including a plurality of cooling pipes for guiding a refrigerant, and a heating device, the plurality of cooling pipes are laid on a surface of the battery module;

the outlet of the compressor 11 is communicated with the inlet of the first heat exchanger 14 via the first branch 80, the outlet of the first heat exchanger 14 is communicated with the inlet of the direct cooling device of the battery pack 12 via the second throttling branch 92, and the outlet of the direct cooling device of the battery pack 12 is communicated with the inlet of the compressor 11. The first heat exchanger 14 is used for heat exchange with the outside.

The direct cooling device is configured to transfer heat from the battery module to the refrigerant when cooling the battery. It should be noted that, in the present disclosure, the battery pack 12 may include a battery pack 12 case and a plurality of battery modules disposed in the battery pack 12 case, and the direct cooling device is disposed in the battery pack 12 case and closely attached to the plurality of battery modules. Like this, the refrigerant flows through the direct cooling device, and the direct cooling device is closely laminated with a plurality of battery modules for the refrigerant can with the direct heat transfer of battery module, improve heat exchange efficiency.

In order to prevent damage to the compressor 11, the thermal management system 100 of the vehicle in the present disclosure further includes a gas-liquid separator, an outlet of the gas-liquid separator is communicated with an inlet of the compressor 11, and all branches required to be communicated with an inlet of the compressor 11 need to pass through the gas-liquid separator before entering the compressor 11. In this way, the refrigerant can first pass through the gas-liquid separator for gas-liquid separation, and the separated gas flows back to the compressor 11, so as to prevent the liquid refrigerant from entering the compressor 11 and damaging the compressor 11, thereby prolonging the service life of the compressor 11 and improving the efficiency of the whole heat pump air conditioning system.

With the above technical solution, when cooling of the battery pack 12 is required, referring to fig. 7, the first thermal management system 10 is in a battery pack 12 cooling mode, as shown in fig. 7, a circulation loop of the refrigerant is as follows: compressor 11-first branch 80-first heat exchanger 14-second throttle branch 92-direct cooling device of battery pack 12-gas-liquid separator-compressor 11. The specific process is that the electric compressor 11 starts to work to compress the refrigerant, the high-temperature and high-pressure gaseous refrigerant flows out of the compressor 11, the high-temperature and high-pressure gaseous refrigerant flows into the first heat exchanger 14 to release a large amount of heat, the medium-temperature and high-pressure refrigerant after heat exchange is throttled and reduced in pressure by the second throttling branch 92 to form low-temperature and low-pressure liquid, the low-temperature and low-pressure liquid enters the direct cooling device of the battery pack 12 to absorb heat of the battery pack 12, and the high-temperature and low-pressure refrigerant after heat absorption returns to the compressor 11 through the gas-liquid separator to enter the next cycle.

Because the battery pack 12 is provided with the direct cooling device, the battery pack 12 is cooled by the direct cooling device through heat exchange between the refrigerant and the battery pack 12, so that an additional heat exchanger and a pipeline communicated with the additional heat exchanger and used for cooling the battery pack 12 are not required to be arranged on the battery pack 12, the pipeline arrangement for cooling the battery pack 12 is simplified, and the cost is reduced. Because the direct cooling device is integrated inside the battery pack 12, the refrigerant of the air conditioning system directly evaporates and absorbs heat in the direct cooling device, the heat transfer link is less, the heat loss is less, meanwhile, because the direct cooling device has good thermal contact with the battery module, the heat exchange efficiency is high, the direct cooling device is not influenced by the external environment, the battery pack 12 can work in a proper temperature range no matter in a high-temperature or low-temperature environment, the charging and discharging efficiency of the battery pack 12 is improved, the endurance capacity is improved, the service life of the battery pack 12 is prolonged, and the safety of the battery pack 12 is ensured.

In order to facilitate heating of the battery pack 12 and simplify the arrangement of the heating pipeline of the battery pack 12, in an embodiment of the present disclosure, as shown in fig. 17, the battery pack 12 further includes a heating device (not shown) for increasing the heating value of the battery module, the heating device is also called a self-heating device of the battery, the self-heating device includes a controller and a first motor electric control circuit 101, the first motor electric control circuit 101 is electrically connected to the battery pack 12, the controller is electrically connected to the first motor electric control circuit 101, and when the controller is configured to operate in a first control mode, the first motor electric control circuit 101 is controlled to charge and discharge the battery pack 12 for multiple times, so as to heat the battery pack 12.

In another embodiment, as shown in fig. 17, the self-heating apparatus further comprises a second motor electric control circuit 102. The first motor electric control circuit 101 and the second motor electric control circuit 102 are electrically connected to the battery pack 12, respectively, and the controller is electrically connected to the first motor electric control circuit 101 and the second motor electric control circuit 102, respectively, and configured to control the second motor electric control circuit 102 to output torque.

The self-heating device of the embodiment comprises a first motor electric control circuit 101, a second motor electric control circuit 102, a first energy storage module and a controller, when the controller is configured to operate in a first control mode, the controller controls a first motor inverter in the first motor electric control circuit 101 to enable the battery pack 12, the first motor inverter and a first motor winding to form a first battery pack heating circuit, heats the internal resistance of the battery pack 12 through the first battery pack heating circuit, controls a second motor inverter in the second motor electric control circuit 102 to enable the second motor electric control circuit 102 to output power, realizes the cooperative operation of the heating of the battery pack 12 and the driving of the motor, and avoids the excessive loss of the motor winding and the motor inverter in the motor driving circuit due to the heating through the first motor electric control circuit 101 and the driving through the second motor electric control circuit 102, the service life of the device in the circuit is prolonged.

As another embodiment for heating the battery pack 12, the battery pack 12 may include a heating device (not shown) for increasing the heat generation amount of the battery module, and the heating device includes an electrothermal film covering the battery module to provide heat to the battery module. The electrothermal film can be, for example, a semi-transparent polyester film which can generate heat after being electrified, and is made of conductive special printing ink and metal current carrying strips which are processed and hot-pressed between insulating polyester films. The electric heating film is used as a heating body during working, heat is sent into a space in a radiation mode, and a heated object obtains heat, so that the temperature is increased.

Through set up heating device on battery package 12, through the direct cooling device that heating device stack foretell circulation has the refrigerant, can show the effect that increases the heating to battery package 12, promoted battery rate of rise. Meanwhile, since a large amount of heat is generated in the high voltage system when the battery pack 12 is heated by the heating device, the energy utilization rate can be improved by the waste heat utilization of the high voltage system.

In order to achieve heating of the passenger compartment of the vehicle, in one embodiment of the present disclosure, as shown in fig. 1, the first thermal management system 10 further includes an internal condenser 13, and the internal condenser 13 is disposed on the first branch 80. The outlet of the first heat exchanger 14 also communicates with the inlet of the compressor 11 via a second bypass 82. The outlet of the first branch passage 80 communicates with the inlet of the first heat exchanger 14 via the expansion switching valve 65, and the through-flow passage inside the expansion switching valve 65 is opened when the expansion switching valve is used as a switching valve, and the throttle passage inside the expansion switching valve 65 is opened when the expansion switching valve is used as an expansion valve.

When the first heat exchanger 14 is used for cooling the battery pack 12 or the passenger compartment below, the expansion switch valve 65 is used as a switch valve, and the through-flow passage inside is opened; when the first heat exchanger 14 is used for heating the passenger compartment, the throttling flow channel inside the first heat exchanger is communicated, and throttling and pressure reduction are carried out on the refrigerant. When the refrigerant flowing out of the internal condenser 13 is not required to flow into the first heat exchanger 14, the expansion switching valve 65 is closed.

By providing internal condenser 13, vehicle thermal management system 100 can also implement a passenger compartment heating mode, wherein first thermal management system 10 is in passenger compartment heating mode-ambient energy mode, as shown in FIG. 8, wherein the refrigerant cycle is as follows: the compressor 11, the internal condenser 13, the throttling channel of the expansion switch valve 65, the first heat exchanger 14, the second through branch 82, the gas-liquid separator and the compressor 11. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 enters the in-vehicle condenser 13, is condensed to release heat to heat gas blown out of the passenger compartment, is condensed into low-temperature and high-pressure refrigerant, is throttled and depressurized by the expansion switch valve 65 to form low-temperature and low-pressure refrigerant, enters the first heat exchanger 14 to absorb heat in the external environment, becomes high-temperature and low-pressure refrigerant, and finally returns to the compressor 11 through the gas-liquid separator, so that the function of heating the passenger compartment is realized.

When the passenger compartment does not require heating, such as the above-described heating mode of the battery pack 12 or the following passenger compartment cooling mode, the air is controlled by the damper mechanism not to pass through the internal condenser 13, and since no air passes through, no heat exchange is performed in the internal condenser 13, and the internal condenser 13 is used only as a flow passage.

As shown in fig. 16, the above-mentioned expansion switching valve 65 may include a valve body 500 in which an inlet, an outlet, and an internal flow passage communicating between the inlet and the outlet are formed, the internal flow passage being mounted with a first valve spool 503 and a second valve spool 504, the first valve spool 503 directly communicating or disconnecting the inlet 501 and the outlet 502, and the second valve spool 504 communicating or disconnecting the inlet 501 and the outlet 502 via a choke 505.

The "direct communication" realized by the first valve core 503 means that the coolant entering from the inlet 501 of the valve body 500 can directly flow to the outlet 502 of the valve body 500 through the internal flow passage without being affected by the coolant passing through the first valve core 503, and the "disconnection communication" realized by the first valve core means that the coolant entering from the inlet 501 of the valve body 500 cannot pass through the first valve core and cannot flow to the outlet 502 of the valve body 500 through the internal flow passage. The "communication through the orifice" realized by the second valve spool means that the coolant entering from the inlet 501 of the valve body 500 can flow to the outlet 502 of the valve body 500 through the orifice after passing through the second valve spool and throttling, and the "disconnection" realized by the second valve spool means that the coolant entering from the inlet 501 of the valve body 500 cannot flow to the outlet 502 of the valve body 500 through the orifice 505 without passing through the second valve spool.

In this way, the expansion switching valve 65 of the present disclosure can allow the coolant entering from the inlet 501 to achieve at least three states by controlling the first spool and the second spool. I.e., 1) an off state; 2) a direct communication state across the first spool 503; and 3) throttle communication across the second spool 504.

After the high-temperature and high-pressure liquid refrigerant is throttled by the throttle 505, the refrigerant can become low-temperature and low-pressure atomized hydraulic refrigerant, conditions can be created for the evaporation of the refrigerant, namely the cross-sectional area of the throttle 505 is smaller than that of the outlet 504, and the opening degree of the throttle 505 can be adjusted by controlling the second valve core, so that the flow rate of the refrigerant flowing through the throttle 505 is controlled, the insufficient refrigeration caused by too little refrigerant is prevented, and the liquid impact phenomenon of the compressor 11 caused by too much refrigerant is prevented. That is, the cooperation of the second spool 504 and the valve body 500 may make the expansion switching valve 65 function as an expansion valve.

Thus, the first valve core 503 and the second valve core 504 are installed on the internal flow channel of the same valve body 500 to realize the on-off control and/or throttling control functions of the inlet 501 and the outlet 502, the structure is simple, the production and the installation are easy, and when the expansion switch valve 65 provided by the disclosure is applied to a thermal management system, because the expansion switch valve 65 integrates a switch valve and an expansion valve, compared with the prior art, at least two branches connected in parallel (a through-flow branch and a throttling branch) need to be arranged, only one branch flowing through the expansion switch valve 65 needs to be arranged, the pipeline connection is simplified, the oil return of the thermal management system is facilitated, the refrigerant charge of the whole thermal management system can be reduced, and the cost is reduced.

As an exemplary internal mounting structure of the valve body 500, as shown in fig. 16, the valve body 500 includes a valve seat forming an internal flow passage and a first valve housing 511 and a second valve housing 512 mounted on the valve seat, a first electromagnetic driving portion 521 for driving a first valve core 503 is mounted in the first valve housing 511, a second electromagnetic driving portion 522 for driving a second valve core 504 is mounted in the second valve housing 512, the first valve core 503 extends from the first valve housing 511 to the internal flow passage in the valve seat 510, and the second valve core 504 extends from the second valve housing 512 to the internal flow passage in the valve seat 510.

Wherein, the position of the first valve core 503 can be conveniently controlled by controlling the on/off of the first electromagnetic driving part 521, such as an electromagnetic coil, so as to control the direct connection or disconnection of the inlet 501 and the outlet 502; the position of the second spool 504 can be conveniently controlled by controlling the energization and de-energization of the second electromagnetic drive 522, e.g., a solenoid, to control whether the inlet 501 and outlet 502 are in communication with the orifice 505. In other words, the electronic expansion valve and the solenoid valve having the common inlet 501 and the common outlet 502 are installed in parallel in the valve body 500, so that the automatic control of the opening and closing and/or the throttling of the expansion switch valve 65 can be realized, and the pipeline trend can be simplified.

As an alternative embodiment of the expansion switching valve 65, an expansion valve may be provided in the first branch 80, and a switching valve may be provided in parallel to the expansion valve. When the throttling of the refrigerant is not needed, the expansion valve is closed, and the switch valve is opened, so that the refrigerant directly flows through the branch where the switch valve is located; when it is desired to throttle the refrigerant, the expansion valve is opened and the on-off valve is closed, so that the refrigerant flows through the first branch passage 80 in which the expansion valve is located.

In order to increase the energy utilization rate of the entire vehicle and improve the driving mileage, in an implementation manner of the first embodiment of the disclosure, as shown in fig. 1, the vehicle thermal management system 100 further includes a second thermal management system 20, the second thermal management system 20 includes a second heat exchanger 21 and a high-pressure system cooling branch 22 flowing through the high-pressure system, a water pump 23 is connected in series on the high-pressure system cooling branch 22, an inlet of the high-pressure system cooling branch 22 is communicated with a cooling liquid outlet of the second heat exchanger 21, and an outlet of the high-pressure system cooling branch 22 is communicated with a cooling liquid inlet of the second heat exchanger 21.

The outlet of the first branch 80 is also in communication with the refrigerant inlet of the second heat exchanger 21, optionally via a third throttling branch 93, the refrigerant outlet of the second heat exchanger 21 being in communication with the outlet of the compressor 11.

The high-voltage system comprises a motor, a motor controller and a charging and distributing device which work under high voltage. These devices generate a large amount of heat during operation due to their operation at high voltages. The cooling liquid exchanges heat with the components in the high-pressure system when flowing through the high-pressure system, and then returns to the second heat exchanger 21 to exchange heat with the refrigerant, so that heat in the high-pressure system can be transferred to the refrigerant.

The second heat exchanger 21 has four inlets and outlets, which are respectively a refrigerant inlet and a refrigerant outlet for the circulation of a refrigerant, and a coolant inlet and a coolant outlet for the circulation of a coolant.

When the second thermal management system 20 is used only for heating the passenger compartment, and the system is in the passenger compartment heating-high pressure system waste heat utilization mode, as shown in fig. 3 and 9, the circulation loop of the refrigerant is as follows: the compressor 11, the internal condenser 13, the third throttling branch 93, the refrigerant inlet of the second heat exchanger 21, the refrigerant outlet of the second heat exchanger 21, the gas-liquid separator and the compressor 11. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 enters the in-vehicle condenser 13, is condensed to release heat to heat gas blown out of the passenger compartment, is condensed into low-temperature and high-pressure refrigerant, is throttled and depressurized by the third throttling branch 93 to form low-temperature and low-pressure refrigerant, enters the second heat exchanger 21 to absorb heat in the cooling liquid in the second thermal management system 20 to form high-temperature and low-pressure refrigerant, and finally returns to the compressor 11 through the gas-liquid separator, so that the function of heating the passenger compartment is realized. At this time, in order to provide heat to the refrigerant, the second thermal management system 20 is in a high-pressure system waste heat utilization mode, as shown in fig. 3, a circulation loop of the cooling liquid is: the water pump 23, the high-pressure system cooling branch 22, the following reversing valve 24 (the port b is communicated with the port c), the cooling liquid inlet of the second heat exchanger 21, the cooling liquid outlet of the second heat exchanger 21 and the water pump 23.

In addition, in order to improve the heating effect for the passenger compartment, the first heat exchanger 14 and the second heat exchanger 21 may be used simultaneously to heat the passenger compartment. At the moment, the heat management system is in a mode of heating the passenger compartment, namely waste heat of a high-pressure system and external energy, and a circulation loop of the refrigerant is as follows: as shown in fig. 10, the compressor 11, the internal condenser 13, the third throttling branch 93, the second heat exchanger 21 (and the expansion switch valve 65, the first heat exchanger 14), the gas-liquid separator, and the compressor 11. At the moment, the refrigerant can absorb heat discharged by the high-pressure system and can also absorb heat from the external environment, and the heat of the refrigerant and the heat of the high-pressure system are superposed, so that the heating effect on the passenger compartment is improved.

A water pump 23 connected in series with the high-pressure system cooling branch 22 provides circulating power for the entire second thermal management system 20. When the cooling branch 22 of the high-pressure system flows through the high-pressure system, heat exchange can be carried out with the high-pressure system, heat in the high-pressure system is absorbed, cooling liquid absorbing heat of the high-pressure system can exchange heat with refrigerant flowing through the second heat exchanger 21 when flowing through the second heat exchanger 21, and therefore the heat absorbed from the high-pressure system is transferred to the refrigerant, the heat can be used for heating a passenger compartment bag, waste heat of the high-pressure system is effectively utilized, the heat can be utilized for heating the passenger compartment while devices in the high-pressure system are cooled, the energy utilization rate is improved, the first heat exchanger 14 in the first heat management is not needed to be additionally utilized for heating the passenger compartment, energy of the whole vehicle is saved, and driving mileage can be improved.

Alternatively, the second heat exchanger 21 is a plate heat exchanger, which is a high efficiency heat exchanger formed by stacking a series of corrugated metal sheets. Thin rectangular channels are formed between the various plates through which heat is exchanged. The plate heat exchanger has the characteristics of high heat exchange efficiency, small heat loss, compact and light structure, small occupied area, wide application, long service life and the like. Under the condition of the same pressure loss, the heat transfer coefficient of the heat exchanger is 3-5 times higher than that of the tubular heat exchanger, the occupied area of the heat exchanger is one third of that of the tubular heat exchanger, and the heat recovery rate can reach more than 90 percent, so that the heat exchanger does not occupy excessive space on a vehicle.

In order to dissipate heat from the high-pressure system, in one embodiment of the present disclosure, as shown in fig. 1, the second thermal management system 20 further includes a reversing valve 24 and a radiator 25, and the outlet of the high-pressure system cooling branch 22 is selectively communicated with the radiator 25 or the coolant inlet of the second heat exchanger 21 via the reversing valve 24. The heat sink 25 is mainly used for heat dissipation of the motor.

When heat is not required to be supplied to the refrigerant, the cooling liquid flowing out of the high-pressure system cooling branch 22 of the high-pressure system flows into the radiator 25, the heat of the cooling liquid is dissipated through the radiator 25, and the cooled cooling liquid returns to the high-pressure system cooling branch 22 to cool the high-pressure system. At this time, as shown in fig. 4, the second thermal management system 20 is in the high-pressure system heat dissipation mode, and the circulation loop of the cooling fluid is: the water pump 23, the high-pressure system cooling branch 22, the reversing valve 24 (the port a is communicated with the port c), the radiator 25 and the water pump 23.

Alternatively, the diverter valve 24 is a three-way valve having three ports, a, b and c, respectively. It is understood that the reversing valve 24 may also be a multi-way reversing valve 24 in other embodiments, as long as the coolant flowing from the water pump 23 can be selectively communicated with the radiator 25 or the second heat exchanger 21.

When heat exchange with the refrigerant through the second heat exchanger 21 is required, the port b is communicated with the port c, and when heat exchange with the refrigerant through the second heat exchanger 21 is not required, the port a is communicated with the port c, and the coolant in the second thermal management system 20 is radiated through the radiator 25, so that the high-pressure system is radiated.

It should be noted that, hereinafter, when it is necessary to exchange heat with the refrigerant by using the second heat exchanger 21, for example, when it is necessary to transfer heat absorbed from the high-pressure system to the refrigerant by using the second heat exchanger 21, for example, various passenger compartment heating modes, the second heat pipe system is in the high-pressure system waste heat utilization mode. Under other modes, the second heat pipe system can be in a high-pressure system heat dissipation mode according to actual needs to cool the high-pressure system.

In another embodiment of the present disclosure, as an alternative to the second thermal management system 20, as shown in fig. 2, the second thermal management system 20 further includes a reversing valve 24 and a radiator 25, a coolant outlet of the second heat exchanger 21 is communicated with an inlet of the water pump 23, an outlet of the water pump 23 is selectively communicated with an inlet of the high-pressure system cooling branch 22 through the radiator 25 or directly communicated with an inlet of the high-pressure system cooling branch 22, and an outlet of the high-pressure system cooling branch 22 is communicated with a coolant inlet of the second heat exchanger 21.

In this embodiment, when the second thermal management system 20 is in the high-pressure system waste heat utilization mode, as shown in fig. 2, the circulation loop of the cooling liquid is: the cooling liquid flowing out of the high-pressure system cooling branch 22 of the high-pressure system, the second heat exchanger 21, the water pump 23, the reversing valve 24(a and c are communicated), and the high-pressure system cooling branch 22.

When the second thermal management system 20 in this embodiment is in the high-pressure system cooling mode, as shown in fig. 2, the circulation loop of the cooling fluid is: the cooling liquid flowing out of the high-pressure system cooling branch 22 of the high-pressure system, namely the first heat exchanger 14, the water pump 23, the radiator 25, the reversing valve 24(a and b are communicated), and the high-pressure system cooling branch 22. The heat of the coolant in the tubes of the second thermal management system 20 is dissipated to the air by the heat sink 25 and the coolant also exchanges heat with the refrigerant in the first heat exchanger 14, further reducing the temperature of the coolant.

In order to increase the heat dissipation of the heat sink 25 and improve the heat dissipation effect, in an embodiment of the present disclosure, as shown in fig. 1, the second thermal management system 20 further includes a fan 26, and the fan 26 is disposed opposite to the heat sink 25 to dissipate the heat in the heat sink 25 into the air, so as to increase the heat dissipation of the heat sink 25.

In order to control the flow direction of the refrigerant according to the actual cooling and heating demand, in one embodiment of the present disclosure, as shown in fig. 1, the third throttle branch 93 is provided with a third electronic expansion valve 63, and the second bypass branch 82 is provided with a second on-off valve 72.

Through the combined control of the expansion switch valve 65, the second switch valve 72 and the third electronic expansion valve 63, when the expansion switch valve 65, the second switch valve 72 are opened and the third electronic expansion valve 63 is closed, a passenger compartment heating-external energy mode can be realized; when the expansion switch valve 65 and the second switch valve 72 are opened and the third electronic expansion valve 63 is opened, a mode of heating the passenger compartment, namely a mode of waste heat of a high-pressure system and external energy can be realized; when the expansion switch valve 65 is closed and the third electronic expansion valve 63 is opened, the passenger compartment heating-high pressure system waste heat mode can be realized.

In order to control the flow direction of the refrigerant according to the actual cooling and heating demand, in one embodiment of the present disclosure, as shown in fig. 1, the outlet of the interior condenser 13 is further communicated with the inlet of the direct cooling device of the battery pack 12 via a first through-flow branch 81 and a second throttling branch 92, the first through-flow branch 81 is provided with a first switching valve 71, and the second throttling branch 92 is provided with a second electronic expansion valve 62.

Through the technical scheme, the passenger compartment can be heated by utilizing the waste heat of the battery pack 12, and at the moment, the heat management system can realize that: a passenger cabin heating-battery pack 12 waste heat mode, a passenger cabin heating-battery pack 12 waste heat + external energy mode and a passenger cabin heating-battery pack 12 waste heat + high-voltage system waste heat utilization mode.

When in the passenger compartment heating-battery pack 12 waste heat mode, as shown in fig. 11, the flow paths of the refrigerant at this time are: compressor 11, internal condenser 13, first switch valve 71, second electronic expansion valve 62, direct cooling device of battery pack 12, gas-liquid separator and compressor 11. When the refrigerant flows into the battery pack 12, it absorbs heat from the battery pack 12, so that the temperature of the refrigerant rises, the temperature of the battery pack 12 drops, and then the refrigerant is compressed by the compressor 11, becomes a high-temperature and high-pressure refrigerant, and is supplied to the internal condenser 13, in which mode, a damper in the internal condenser 13 is opened to heat the passenger compartment. In the mode, the waste heat of the battery pack 12 is effectively utilized, the battery pack 12 can be cooled and the heat can be utilized for heating the passenger compartment, the energy utilization rate is improved, the first heat exchanger 14 does not need to be additionally utilized for heating the passenger compartment, the energy of the whole vehicle is saved, and the driving mileage can be improved.

When the heat of the battery pack 12 can meet the heating requirement of the passenger compartment, it is not necessary to use the first heat exchanger 14 or the second heat exchanger 21 to absorb the heat, and when the heat of the battery pack 12 is not enough to meet the heating requirement of the passenger compartment, the refrigerant also needs to absorb the heat of the high-pressure system through the second heat exchanger 21 or the heat of the external environment through the first heat exchanger 14.

When the passenger compartment heating mode, namely the mode of residual heat of the battery pack 12 and external energy, is set as shown in fig. 12, the flow paths of the refrigerant at this time are as follows: the system comprises a compressor 11, an internal condenser 13, an expansion switch valve 65, a first heat exchanger 14, a second switch valve 72, a gas-liquid separator, the compressor 11, the internal condenser 13, a first switch valve 71, a second electronic expansion valve 62, a direct cooling device of a battery pack 12, the gas-liquid separator and the compressor 11. At this time, the passenger compartment is heated by using the waste heat of the battery pack 12 and the heat of the external environment absorbed by the first heat exchanger 14.

When the passenger compartment heating mode, namely the waste heat of the battery pack 12 and the waste heat of the high-pressure system, is in the utilization mode, as shown in fig. 13, the flow paths of the refrigerant at this time are as follows: the compressor 11, the internal condenser 13, the first switch valve 71, the second electronic expansion valve 62, the direct cooling device of the battery pack 12, the gas-liquid separator and the compressor 11, the internal condenser 13, the third electronic expansion valve 63, the second heat exchanger 21, the gas-liquid separator and the compressor 11. At this time, the second thermal management system 20 is in a high-pressure system waste heat utilization mode.

In the present disclosure, there is no limitation on how the second thermal management system 20 is arranged, as an alternative to the first embodiment described above, in a second embodiment of the present disclosure, as shown in figure 5,

the vehicle thermal management system 100 further comprises a second thermal management system 20, the second thermal management system 20 comprises a second heat exchanger 21 and a high-pressure system cooling branch 22 flowing through the high-pressure system, a water pump 23 is arranged on the high-pressure system cooling branch 22, an inlet of the high-pressure system cooling branch 22 is communicated with a cooling liquid outlet of the second heat exchanger 21, and an outlet of the high-pressure system cooling branch 22 is communicated with a cooling liquid inlet of the second heat exchanger 21.

The outlet of the internal condenser 13 is also communicated with the refrigerant inlet of the second heat exchanger 21 via the first on-off valve 71 and the third throttling branch 93, the refrigerant outlet of the second heat exchanger 21 is communicated with the outlet of the compressor 11, and the third throttling branch 93 is provided with a third electronic expansion valve 63.

The second embodiment differs from the first embodiment in that the outlet of the interior condenser 13 in the second embodiment is communicated with the refrigerant inlet of the second heat exchanger 21 via the first switching valve 71 and the third throttling branch 93, whereas the outlet of the interior condenser 13 in the first embodiment is communicated with the refrigerant inlet of the second heat exchanger 21 directly via the third throttling branch 93, that is, the interior condenser 13 in the first embodiment can be communicated with the second heat exchanger 21 without passing through the first switching valve 71. That is, in the second embodiment, the first switching valve 71 may control whether or not the refrigerant flows through the second heat exchanger 21. Since the second embodiment is different from the first embodiment only in the position where the first on-off valve 71 is provided, and the flow direction of the refrigerant is the same in each mode in the second embodiment and the first embodiment, the description thereof is omitted, and the operation mode that can be realized by the first embodiment and the second embodiment can be realized similarly.

In a third embodiment of the present disclosure, the second thermal management system 20 is arranged at a different position from that in the first and second embodiments, and as shown in fig. 6, the first heat exchanger 14 can be connected in series with the second heat exchanger 21.

The vehicle thermal management system 100 further comprises a second thermal management system 20, the second thermal management system 20 comprises a second heat exchanger 21 and a high-pressure system cooling branch 22 flowing through the high-pressure system, a water pump 23 is arranged on the high-pressure system cooling branch 22, an inlet of the high-pressure system cooling branch 22 is communicated with a cooling liquid outlet of the second heat exchanger 21, and an outlet of the high-pressure system cooling branch 22 is communicated with a cooling liquid inlet of the second heat exchanger 21;

the outlet of the first heat exchanger 14 is also communicated with the refrigerant inlet of the second heat exchanger 21 via a third throttling branch 93, the refrigerant outlet of the second heat exchanger 21 is communicated with the outlet of the compressor 11, and the third throttling branch 93 is provided with a third electronic expansion valve 63.

In this embodiment, the difference from the above first and second embodiments is that in this embodiment, the first heat exchanger 14 can be connected in series with the second heat exchanger 21. In the third embodiment, at this time, the passenger compartment can be simultaneously heated by the first heat exchanger 14 and the second heat exchanger 21 connected in series. At this time, the flow paths of the refrigerant are: compressor 11, internal condenser 13, expansion switch valve 65, first heat exchanger 14, second heat exchanger 21, gas-liquid separator and compressor 11. At this time, the second thermal management system 20 is in a high-pressure system waste heat utilization mode. In this embodiment, the temperature of the coolant flowing through the high-pressure system is higher than the temperature of the external environment, so that the refrigerant after heat exchange in the first heat exchanger 14 can perform secondary heat exchange when flowing through the second heat exchanger 21, and therefore the heat exchange efficiency of the refrigerant is higher, more heat can be absorbed, and the temperature range in which the thermal management system can be used is wider.

Also, in this embodiment, the first heat exchanger 14 and the expansion switching valve 65 are also connected in parallel with the first switching valve 71. Thereby enabling: when the first switching valve 71 is opened and the expansion switching valve 65 is closed, only the second heat exchanger 21 of the heat exchangers is used for heating; when the expansion switching valve 65 is opened and the first switching valve 71 is closed, the first heat exchanger 14 and the second heat exchanger 21 are simultaneously used for heating. And whether or not to perform heat exchange using the second heat exchanger 21 can be selected by controlling the opening and closing of the third electronic expansion valve 63.

In order to cool the passenger compartment of the vehicle, in an embodiment of the present disclosure, as shown in fig. 1, the first thermal management system 10 further includes an interior evaporator 17, an outlet of the first heat exchanger 14 is further communicated with an inlet of the interior evaporator 17 via a fourth throttling branch 94, an outlet of the interior evaporator 17 is communicated with an inlet of the compressor 11 via a one-way valve 66, and a fourth electronic expansion valve 64 is disposed on the fourth throttling branch 94.

By providing the interior evaporator 17, the vehicle thermal management system 100 can also realize various passenger compartment cooling modes, and at this time, as shown in fig. 14, the first switching valve 71 is closed, the air is controlled by the damper mechanism to not pass through the interior condenser 13, the interior condenser 13 is used only as a flow passage, the high-temperature and high-pressure refrigerant flowing out from the outlet of the interior condenser 13 enters the first heat exchanger 14 through the through-flow branch of the expansion switching valve 65 to be subjected to heat exchange, the low-temperature and high-pressure refrigerant is reduced in pressure by throttling by the fourth electronic expansion valve 64 on the fourth throttling branch 94 to become a low-temperature and low-pressure refrigerant, and enters the interior evaporator 17 to be evaporated and absorb heat, thereby reducing the temperature of the passenger compartment of the vehicle. In the passenger compartment cooling mode, the first switching valve 71 is closed, the second switching valve 72 is closed, and the refrigerant circulation circuit is: compressor 11-internal condenser 13 (not performing heat exchange) -through flow channel of expansion switch valve 65-first heat exchanger 14-fourth electronic expansion valve 64-internal evaporator 17-one-way valve 66-gas-liquid separator-compressor 11.

In addition, the first thermal management system 10 is also capable of cooling both the passenger compartment and the battery pack 12. At this point, as shown in fig. 15, the first thermal management system 10 is in the passenger compartment cooling + battery pack 12 cooling mode. The circulation loop of the refrigerant is as follows: the compressor 11, the internal condenser 13 (without heat exchange), the through flow channel of the expansion switch valve 65, the first heat exchanger 14, the fourth electronic expansion valve 64, the internal evaporator 17, the one-way valve 66, the gas-liquid separator and the compressor 11; and a compressor 11, an internal condenser 13 (without heat exchange), a through flow passage of an expansion switch valve 65, a first heat exchanger 14, a second electronic expansion valve 62, a battery pack 12, a gas-liquid separator and the compressor 11.

To increase the heating effect on the passenger compartment, in one embodiment of the present disclosure, as shown in fig. 1, the first thermal management system 10 further includes a heater 15, the heater 15 being configured to heat air for heating the vehicle interior. The heater 15 is installed in the HVAC unit and heats air blown from the blower. The heater 15 may be an air heater 15 (APTC). When the heat released by the condenser 13 is not enough to heat the air to the required temperature, the heater 15 is turned on to heat the air by the heater 15, thereby meeting the heating requirement of the passenger compartment.

The present disclosure also provides an electric vehicle including the vehicle thermal management system 100 provided above. The electric vehicle can comprise a pure electric vehicle, a hybrid electric vehicle, a fuel cell vehicle and the like.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. A vehicle thermal management system comprising a first thermal management system (10), the first thermal management system (10) comprising a compressor (11), a first heat exchanger (14) and a battery pack (12), the battery pack (12) comprising a battery module, a direct cooling device and a heating device, the direct cooling device comprising a plurality of cooling lines for guiding a refrigerant, the plurality of cooling lines being laid on a surface of the battery module; the heating device is used to increase the amount of heat generated from the battery module,

the outlet of the compressor (11) is communicated with the inlet of the first heat exchanger (14) through a first branch (80), the outlet of the first heat exchanger (14) is communicated with the inlet of the direct cooling device of the battery pack (12), the outlet of the direct cooling device of the battery pack (12) is communicated with the inlet of the compressor (11), and the first heat exchanger (14) is used for exchanging heat with the outside.

2. The vehicle thermal management system of claim 1, wherein the battery pack further comprises a heating device for increasing the heating value of the battery module, the heating device comprising a controller and a first motor control circuit, the first motor control circuit being electrically connected to the battery pack (12), the controller being electrically connected to the first motor control circuit, the controller being configured to control the first motor control circuit to charge and discharge the battery pack (12) a plurality of times to achieve heating of the battery pack (12) when operating in a first control mode.

3. The vehicle thermal management system of claim 1, wherein the battery pack further comprises a heating device for increasing the heat generation of the battery module, the heating device comprising an electro-thermal film, the electro-thermal film covering the battery module for providing heat to the battery module.

4. The vehicle thermal management system of claim 1, characterized in that the first thermal management system (10) further comprises an internal condenser (13), the internal condenser (13) being arranged on the first branch (80), the outlet of the first heat exchanger (14) being in communication with the inlet of the compressor (11) also via a second bypass branch (82).

5. The vehicle thermal management system according to claim 4, characterized in that the outlet of the first branch (80) communicates with the inlet of the first heat exchanger (14) via an expansion switching valve (65), the through-flow passage inside of which is open when the expansion switching valve (65) is used as a switching valve, and the throttle passage inside of which is open when the expansion switching valve (65) is used as an expansion valve.

6. The vehicle thermal management system according to claim 4 or 5, characterized in that the vehicle thermal management system (100) further comprises a second thermal management system (20), the second thermal management system (20) comprises a second heat exchanger (21) and a high-pressure system cooling branch (22) flowing through a high-pressure system, a water pump (23) is connected in series on the high-pressure system cooling branch (22), an inlet of the high-pressure system cooling branch (22) is communicated with a cooling liquid outlet of the second heat exchanger (21), and an outlet of the high-pressure system cooling branch (22) is communicated with a cooling liquid inlet of the second heat exchanger (21);

the outlet of the internal condenser (13) is also in communication, optionally via a third throttling branch (93), with the refrigerant inlet of the second heat exchanger (21), the refrigerant outlet of the second heat exchanger (21) being in communication with the outlet of the compressor (11).

7. The vehicle thermal management system of claim 6, characterized in that the second thermal management system (20) further comprises a reversing valve (24) and a radiator (25), the outlet of the high-pressure system cooling branch (22) being in selective communication with the radiator (25) or the coolant inlet of the second heat exchanger (21) via the reversing valve (24).

8. The vehicle thermal management system according to claim 6, characterized in that the second thermal management system (20) further comprises a reversing valve (24) and a radiator (25), the coolant outlet of the second heat exchanger (21) communicates with the inlet of the water pump (23), the outlet of the water pump (23) communicates with the inlet of the high-pressure system cooling branch (22) or directly with the inlet of the high-pressure system cooling branch (22) through the reversing valve (24), optionally through the radiator (25), and the outlet of the high-pressure system cooling branch (22) communicates with the coolant inlet of the second heat exchanger (21).

9. The vehicle thermal management system according to claim 6, characterized in that the third throttling branch (93) is provided with a third electronic expansion valve (63) and the second flow through branch (82) is provided with a second on-off valve (72).

10. The vehicle thermal management system according to claim 6, wherein the outlet of the internal condenser (13) is further communicated with the inlet of the direct cooling device of the battery pack (12) via a first through-flow branch (81) and a second throttling branch (92), the first through-flow branch (81) is provided with a first on-off valve (71), and the second throttling branch (92) is provided with a second electronic expansion valve (62).

11. The vehicle thermal management system according to claim 10, characterized in that the vehicle thermal management system (100) further comprises a second thermal management system (20), the second thermal management system (20) comprises a second heat exchanger (21) and a high-pressure system cooling branch (22) flowing through a high-pressure system, a water pump (23) is arranged on the high-pressure system cooling branch (22), an inlet of the high-pressure system cooling branch (22) is communicated with a cooling liquid outlet of the second heat exchanger (21), and an outlet of the high-pressure system cooling branch (22) is communicated with a cooling liquid inlet of the second heat exchanger (21);

the outlet of the internal condenser (13) is also communicated with the refrigerant inlet of the second heat exchanger (21) through the first switch valve (71) and a third throttling branch (93), the refrigerant outlet of the second heat exchanger (21) is communicated with the outlet of the compressor (11), and a third electronic expansion valve (63) is arranged on the third throttling branch (93).

12. The vehicle thermal management system according to claim 8, characterized in that the vehicle thermal management system (100) further comprises a second thermal management system (20), the second thermal management system (20) comprises a second heat exchanger (21) and a high-pressure system cooling branch (22) flowing through a high-pressure system, a water pump (23) is arranged on the high-pressure system cooling branch (22), an inlet of the high-pressure system cooling branch (22) is communicated with a cooling liquid outlet of the second heat exchanger (21), and an outlet of the high-pressure system cooling branch (22) is communicated with a cooling liquid inlet of the second heat exchanger (21);

the outlet of the first heat exchanger (14) is communicated with the refrigerant inlet of the second heat exchanger (21) through a third throttling branch (93), the refrigerant outlet of the second heat exchanger (21) is communicated with the outlet of the compressor (11), and the third throttling branch (93) is provided with a third electronic expansion valve (63).

13. The vehicle thermal management system according to claim 1, characterized in that the first thermal management system (10) further comprises an in-vehicle evaporator (17), the outlet of the first heat exchanger (14) is further communicated with the inlet of the in-vehicle evaporator (17) via a fourth throttling branch (94), the outlet of the in-vehicle evaporator (17) is communicated with the inlet of the compressor (11) via a one-way valve (66), and a fourth electronic expansion valve (64) is arranged on the fourth throttling branch (94).

14. The vehicle thermal management system of claim 1, wherein the first thermal management system (10) further comprises a heater (15), the heater (15) being configured to heat air for heating the vehicle interior.

15. An electric vehicle, characterized in that it comprises a vehicle thermal management system (100) according to any one of claims 1-13.