Vehicle thermal management system, vehicle thermal management method, and vehicle

Abstract

The present application provides a vehicle thermal management system, a vehicle thermal management method, and a vehicle. The system includes: a compressor; an off-cabin heat exchange branch, an in-cabin heat exchange branch, and a battery heat exchange branch; wherein the on / off and throttling degree of the three heat exchange branches are individually controlled; the first ends of the three branches are respectively connected to the compressor exhaust port, and the three branches have a common second end; a first return branch, which is connected to the off-cabin heat exchange branch; a second return branch, which is connected to the in-cabin heat exchange branch; and a third return branch, which is connected to the battery heat exchange branch; wherein the on / off of the three return branches are individually controlled; and the second ends of the three branches are respectively connected to the compressor intake port; and wherein the vehicle thermal management system uses carbon dioxide refrigerant. The vehicle thermal management system can provide effective heating in extremely low temperature conditions and has multiple operating modes, with a wide range of applications.

Description

Technical Field

[0001] The present application relates to the field of vehicle thermal management, and more specifically, to a thermal management system and thermal management method for electric vehicles. Background Art

[0002] As vehicle development matures, the industry is shifting towards optimizing vehicles from multiple R&D perspectives, aiming to further enhance performance, comfort, or environmental friendliness. One such R&D direction is electric vehicles.

[0003] Unlike traditional fuel vehicles, electric vehicles do not have engine waste heat as a heating source. Therefore, electric vehicles currently generally use electric heaters PTC for cabin heating and battery heating in winter. On the one hand, its efficiency is low, and on the other hand, it will also affect the cruising range of electric vehicles.

[0004] In addition to PTC heaters, some pure electric vehicles are also beginning to utilize heat pump systems using R134a / R1234yf as a refrigerant for cabin heating. Based on the reverse Carnot principle, heat pump systems maintain a heating efficiency consistently above 1. This significantly reduces heating energy consumption compared to PTC heaters, thereby increasing the winter range of pure electric vehicles. However, due to the inherent limitations of the R134a / R1234yf heat pump system's circulation characteristics, as ambient temperatures drop, the heat pump system struggles to extract ambient heat for application to the cabin or battery, resulting in a gradual decrease in heating capacity. Generally speaking, temperatures below -10°C are insufficient to meet heating requirements alone. Therefore, even pure electric vehicles equipped with heat pump systems still require PTC heaters to supplement heating capacity in low-temperature conditions. This ultimately complicates the system design and increases costs. Furthermore, due to the limitations of the heat pump cycle capacity of R134a / R1234yf, such heat pump systems struggle to simultaneously heat the battery and cabin in winter.

[0005] Heat pump systems using carbon dioxide as a refrigerant can provide sufficient heating even at ambient temperatures above -30°C due to their cycle characteristics, effectively expanding the heat pump system's operating temperature range. Research in this field is focusing on how to apply this type of carbon dioxide refrigerant circulation circuit in automotive thermal management systems. Summary of the Invention

[0006] In view of this, the present application provides a vehicle thermal management system, a vehicle thermal management method and a vehicle, which can solve or at least alleviate one or more of the above-mentioned and other problems existing in the prior art, or can provide an alternative technical solution for the prior art.

[0007] To achieve at least one purpose of the present application, according to one aspect of the present application, a vehicle thermal management system is provided, which includes: a compressor; an off-cabin heat exchange branch, on which an off-cabin heat exchanger is provided; an in-cabin heat exchange branch, on which a first in-cabin heat exchanger is provided; a battery heat exchange branch, on which a battery heat exchanger is provided; wherein the on-off and throttling degree of the off-cabin heat exchange branch, the in-cabin heat exchange branch and the battery heat exchange branch are respectively controlled; the first ends of the three are respectively connected to the exhaust port of the compressor, and the three have a common second end; a first return branch, the first end of which is connected between the off-cabin heat exchanger and the The first end of the off-cabin heat exchange branch is connected to the off-cabin heat exchange branch; the second return branch, the first end of which is connected to the in-cabin heat exchange branch between the first in-cabin heat exchanger and the first end of the in-cabin heat exchange branch; the third return branch, the first end of which is connected to the battery heat exchange branch between the battery heat exchanger and the first end of the battery heat exchange branch; wherein the on-off of the first return branch, the second return branch and the third return branch are respectively controlled; and the second ends are respectively connected to the intake port of the compressor; and wherein the vehicle thermal management system uses carbon dioxide refrigerant.

[0008] In addition to one or more of the above features, or as an alternative, in another embodiment, the off-cabin heat exchange branch includes a first valve for controlling the on-off and throttling degree, and the first valve is arranged between the off-cabin heat exchanger and the common second end; and / or the in-cabin heat exchange branch includes a second valve for controlling the on-off and throttling degree, and the second valve is arranged between the first in-cabin heat exchanger and the common second end; and / or the battery heat exchange branch includes a third valve for controlling the on-off and throttling degree, and the third valve is arranged between the battery heat exchanger and the common second end.

[0009] In addition to one or more of the above features, or as an alternative, in another embodiment, the in-cabin heat exchange branch also includes a second in-cabin heat exchanger, which is arranged between the first in-cabin heat exchanger and the first end of the in-cabin heat exchange branch; wherein the first end of the second return branch is connected to the in-cabin heat exchange branch between the first in-cabin heat exchanger and the second in-cabin heat exchanger.

[0010] In addition to one or more of the above features, or as an alternative, in another embodiment, the cabin heat exchange branch also includes a fourth valve and / or a fifth valve for controlling the on-off and throttling degree; wherein the fourth valve is arranged between the first cabin heat exchanger and the second cabin heat exchanger, and the fifth valve is arranged between the second cabin heat exchanger and the first end of the cabin heat exchange branch.

[0011] In addition to one or more of the above features, or as an alternative, in another embodiment, the off-cabin heat exchange branch also includes a sixth valve for controlling on and off, which is arranged between the first off-cabin heat exchanger and the first end of the off-cabin heat exchange branch; wherein the first end of the first return branch is connected to the off-cabin heat exchange branch between the off-cabin heat exchanger and the sixth valve.

[0012] In addition to one or more of the above features, or as an alternative, in another embodiment, the battery heat exchange branch also includes a seventh valve for controlling on and off, which is arranged between the battery heat exchanger and the first end of the battery heat exchange branch; wherein the first end of the third return branch is connected to the battery heat exchange branch between the battery heat exchanger and the seventh valve.

[0013] In addition to one or more of the above features, or as an alternative, in another embodiment, the vehicle thermal management system also includes: a heat recovery heat exchanger, the high-pressure part of the heat recovery heat exchanger is arranged on the off-cabin heat exchange branch and is located between the first off-cabin heat exchanger and the common second end; and the low-pressure part of the heat recovery heat exchanger is arranged near the intake port of the compressor.

[0014] In addition to one or more of the above features, or as an alternative, in another embodiment, the vehicle thermal management system further includes: a gas-liquid separator, which is arranged near the intake port of the compressor.

[0015] In addition to one or more of the above features, or as an alternative, in another embodiment, the off-cabin heat exchanger and the first in-cabin heat exchanger are configured as refrigerant-air heat exchangers; and / or the battery heat exchanger is configured as a refrigerant-coolant heat exchanger, wherein the coolant circulates between the battery heat exchanger and the vehicle battery.

[0016] To achieve at least one purpose of the present application, according to another aspect of the present application, a vehicle thermal management method is also provided, which is used for the vehicle thermal management system as described above, and the vehicle thermal management method includes: an extremely low temperature cabin heating mode, connecting and throttling the cabin heat exchange branch and the battery heat exchange branch, and connecting the third return branch; wherein, a part of the refrigerant flows out of the compressor, flows through the first cabin heat exchanger after throttling, flows through the battery heat exchanger after throttling, and flows into the compressor; another part of the refrigerant flows out of the compressor, merges with the part of the refrigerant flowing through the battery heat exchanger after throttling, and flows into the compressor; and wherein, when the ambient temperature is lower than -30°C, it is determined to be an extremely low temperature operating condition.

[0017] In order to achieve at least one purpose of the present application, according to another aspect of the present application, a vehicle thermal management method is also provided, which is used for the vehicle thermal management system as described above, and the vehicle thermal management method includes: an extremely low temperature battery heating mode, connecting and throttling the cabin heat exchange branch and the battery heat exchange branch, and connecting the second return branch; wherein, a part of the refrigerant flows out of the compressor, flows through the second cabin heat exchanger after throttling, and flows into the compressor; another part of the refrigerant flows out of the compressor, flows through the battery heat exchanger after throttling, flows through the first cabin heat exchanger after throttling, and merges with the part of the refrigerant flowing through the second cabin heat exchanger to flow into the compressor; and wherein, when the ambient temperature is lower than -30°C, it is determined to be an extremely low temperature operating condition.

[0018] In addition to one or more of the above features, or as an alternative, in another embodiment, the vehicle thermal management method also includes: a cabin dehumidification mode, connecting and throttling the cabin heat exchange branch and part of the cabin heat exchange branch, and connecting the first return branch; wherein the refrigerant flows out of the compressor, flows through the second cabin heat exchanger, flows through the first cabin heat exchanger after throttling, flows through the cabin heat exchanger after throttling, and flows into the compressor.

[0019] To achieve at least one purpose of the present application, according to another aspect of the present application, a vehicle thermal management method is further provided, which is used for the vehicle thermal management system as described above, and the vehicle thermal management method includes: in a cabin cooling mode, the off-cabin heat exchange branch and the second return branch are connected; part of the cabin heat exchange branch is connected and throttled; wherein the refrigerant flows out of the compressor, flows through the off-cabin heat exchanger, flows through the first cabin heat exchanger after throttling, and flows into the compressor; and / or in a battery cooling mode, the off-cabin heat exchange branch and the third return branch are connected; part of the battery heat exchange branch is connected and throttled; wherein the refrigerant flows out of the compressor, flows through the off-cabin heat exchanger, flows through the battery heat exchanger after throttling, and flows into the compressor; and / or in a cabin heating mode, the cabin heat exchange branch and the first return branch are connected; part of the off-cabin heat exchange branch is connected and throttled; wherein the refrigerant flows out of the compressor, flows through the first cabin heat exchanger, flows through the battery heat exchanger after throttling, and flows into the compressor. heat exchanger, flows through the off-cabin heat exchanger after throttling, and flows into the compressor; and / or battery heating mode, connects the battery heat exchange branch and the first return branch; connects and throttles part of the off-cabin heat exchange branch; wherein, the refrigerant flows out of the compressor, flows through the battery heat exchanger, flows through the off-cabin heat exchanger after throttling, and flows into the compressor; and / or battery heat recovery cabin heating mode, connects the cabin heat exchange branch and the first return branch; connects and throttles the battery heat exchange branch; wherein, the refrigerant flows out of the compressor, flows through the first cabin heat exchanger, flows through the battery heat exchanger after throttling, and flows into the compressor; and / or cabin heat recovery heating battery mode, connects the cabin heat exchange branch and the third return branch; connects and throttles part of the battery heat exchange branch; wherein, the refrigerant flows out of the compressor, flows through the first cabin heat exchanger, flows through the battery heat exchanger after throttling, and flows into the compressor.

[0020] In addition to one or more of the above features, or as an alternative, in another embodiment, the vehicle thermal management method further includes: operating a cabin cooling mode and a battery cooling mode simultaneously, wherein the refrigerant flows out of the compressor and flows through the off-cabin heat exchanger; a portion of the refrigerant flows through the first cabin heat exchanger after throttling and flows into the compressor; another portion of the refrigerant flows through the battery heat exchanger after throttling and flows into the compressor; and / or operating a cabin heating mode and a battery heat recovery heating cabin mode simultaneously, wherein the refrigerant flows out of the compressor machine, flows through the first cabin heat exchanger; a part of the refrigerant flows through the cabin heat exchanger after throttling and flows into the compressor; another part of the refrigerant flows through the battery heat exchanger after throttling and flows into the compressor; and / or the cabin heating mode and the battery heating mode are operated simultaneously, wherein the refrigerant flows out of the compressor; a part of the refrigerant flows through the first cabin heat exchanger; another part of the refrigerant flows through the battery heat exchanger; the part of the refrigerant and the other part of the refrigerant are combined and flow through the cabin heat exchanger after throttling and flow into the compressor.

[0021] To achieve at least one purpose of the present application, according to another aspect of the present application, a vehicle is provided, comprising: the vehicle thermal management system as described above; or the vehicle thermal management method as described above.

[0022] The vehicle thermal management system of this application, through piping design, achieves the use of a single system architecture to simultaneously meet the cooling and heating needs of the vehicle cabin and battery over a wide range of ambient temperatures. In particular, in extremely low-temperature operating conditions, the system's heating capacity can be decoupled from the ambient temperature by switching and controlling the refrigerant circuit mode, effectively improving the system's heating capacity and efficiency, while avoiding the use of PTC heaters and simplifying the thermal management system's structure. Furthermore, in some modes, it can simultaneously utilize ambient air heat and waste heat from the vehicle's electronic components, including the battery, for heating. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 Schematic diagram of a vehicle thermal management system according to an embodiment of the present invention.

[0024] Figure 2 3 is a system schematic diagram of an embodiment of the vehicle thermal management system of the present application, wherein the system is in an extremely low temperature cabin heating mode.

[0025] Figure 3 3 is a system schematic diagram of an embodiment of the vehicle thermal management system of the present application, wherein the system is in an extremely low temperature battery heating mode.

[0026] Figure 41 is a system diagram of an embodiment of the vehicle thermal management system of the present application, wherein the system is in a mode for simultaneously cooling the cabin and the battery.

[0027] Figure 5 1 is a system diagram of an embodiment of a vehicle thermal management system of the present application, wherein the system is in a battery heat recovery cabin heating mode.

[0028] Figure 6 1 is a system diagram of an embodiment of a vehicle thermal management system of the present application, wherein the system is in a mode for simultaneously heating the cabin and the battery.

[0029] Figure 7 is a system schematic diagram of an embodiment of the vehicle thermal management system of the present application, wherein the system is in cabin heating / dehumidification mode.

[0030] Figure 8 1 is a system diagram of an embodiment of a vehicle thermal management system of the present application, wherein the system is in a cabin heat recovery and heating battery mode. DETAILED DESCRIPTION

[0031] The present application will be described in detail below with reference to the exemplary embodiments shown in the accompanying drawings. However, it should be understood that the present application can be implemented in a variety of different forms and should not be construed as being limited to the embodiments described herein. These embodiments are provided herein to make the disclosure of the present application more complete and detailed and to fully convey the concepts of the present application to those skilled in the art.

[0032] In addition, for any single technical feature described or implied in the embodiments mentioned in this document, or any single technical feature shown or implied in the accompanying drawings, this application still allows for continued arbitrary combination or deletion between these technical features (or their equivalents) without any technical obstacles, thereby obtaining more other embodiments of the present application that may not be directly mentioned in this document.

[0033] Furthermore, the feature "nth valve" described herein is intended to provide two types of valves for different flow control functions in a pipeline system, regardless of their product form. Those skilled in the art can obtain corresponding valves capable of performing the aforementioned functions within the technical field; only a few are listed in this application for illustrative purposes. For example, one type of valves of interest in this system is intended to simultaneously achieve both pipeline on / off control and adjustment of the pipeline's cross-sectional area (i.e., throttling), such as the first, second, third, fourth, fifth, and seventh valves described in the embodiments below. Specifically, established electronic expansion valves can be used as these valves. For another example, another type of valves of interest in this system is intended to achieve pipeline on / off control, such as the sixth, eighth, ninth, and tenth valves described in the embodiments below. Specifically, established solenoid valves can be used as these valves. In this case, the solenoid valves can be either models that conduct when powered on and disconnect when powered off, or models that disconnect when powered off and conduct when powered off. Of course, an electronic expansion valve can also be used as any of the aforementioned valve components, but this will correspondingly increase the cost.

[0034] The following will be combined Figure 1 This section describes an embodiment of the vehicle thermal management system of the present application. Starting from compressor 11, the vehicle thermal management system can be roughly divided into six flow paths, including an off-cabin heat exchange branch, an on-cabin heat exchange branch, a battery heat exchange branch, a first return branch, a second return branch, and a third return branch. Different heat exchangers are provided on each heat exchange branch to provide heat exchange at the corresponding location, while the return branch is used to guide the refrigerant that has completed heat exchange back to compressor 11 to start a new cycle.

[0035] Specifically, an off-cabin heat exchanger 1 is provided on the off-cabin heat exchange branch, a first on-cabin heat exchanger 7 is provided on the on-cabin heat exchange branch, and a battery heat exchanger 18 is provided on the battery heat exchange branch. The first ends 21, 31, and 41 of these three heat exchange branches are respectively connected to the exhaust port ( Figure 1 The three heat exchange branches have a common second end 22, 32, 42.

[0036] Accordingly, to meet the basic heat exchange principles of a heat pump system, the offboard heat exchange branch, the onboard heat exchange branch, and the battery heat exchange branch must all have throttling capabilities. Furthermore, to enable switching between different operating modes—that is, utilizing one or more different locations as heat sinks or heat sinks—the offboard heat exchange branch, the onboard heat exchange branch, and the battery heat exchange branch must all have on / off functionality. This will be further described later in conjunction with the specific valve configuration and operating mode implementation.

[0037] On the other hand, to achieve the drainage function of each return branch, it can also be connected to the corresponding heat exchange branch. Specifically, the first end 51 of the first return branch can be connected to the off-cabin heat exchange branch between the off-cabin heat exchanger 1 and the first end 21 of the off-cabin heat exchange branch, and its second end 52 can be connected to the air intake of the compressor 11; the first end 61 of the second return branch can be connected to the on-cabin heat exchange branch between the first on-cabin heat exchanger 7 and the first end 31 of the on-cabin heat exchange branch, and its second end 62 can be connected to the air intake of the compressor 11; the first end 71 of the third return branch can also be connected to the battery heat exchange branch between the battery heat exchanger 18 and the first end 41 of the battery heat exchange branch, and its second end 72 can be connected to the air intake of the compressor 11. Accordingly, to achieve switching between different working modes, the first return branch, the second return branch, and the third return branch should all have on-off functions.

[0038] After that, carbon dioxide refrigerant is injected into the closed vehicle thermal management system to provide a refrigerant foundation with corresponding capabilities for low-temperature heating.

[0039] With this arrangement, the vehicle thermal management system in the aforementioned embodiment, through piping design, achieves the ability to simultaneously meet the cooling and heating needs of the vehicle cabin and battery over a wide range of ambient temperatures using a single system architecture. In particular, in extremely low-temperature operating conditions, the refrigerant circuit's mode switching and control can decouple the system's heating capacity from the ambient temperature, effectively improving the system's heating capacity and efficiency while avoiding the need for PTC heaters and simplifying the thermal management system's architecture. Furthermore, in some modes, it can simultaneously utilize ambient air heat and waste heat from the vehicle's electronic components, including the battery, for heating.

[0040] The following will introduce the corresponding changes in the structural layout of the vehicle thermal management system through exemplary descriptions, so as to further improve its working efficiency, reliability or for other improvement considerations.

[0041] For example, in order to realize the above-mentioned control of the on-off and throttling degree of each heat exchange branch, valves can be set on the corresponding branches. Figure 1 Several examples of corresponding valve location settings are provided. For example, the off-board heat exchange branch includes a first valve 5 for controlling on / off and throttling, and this first valve 5 is located between the off-board heat exchanger 1 and the common second end 22. Another example is the on-board heat exchange branch, which includes a second valve 6 for controlling on / off and throttling, and this second valve 6 is located between the first on-board heat exchanger 7 and the common second end 32. Another example is the battery heat exchange branch, which includes a third valve 8 for controlling on / off and throttling, and this third valve 8 is located between the battery heat exchanger 18 and the common second end 42.

[0042] In another example, to improve cabin heat exchange efficiency and enable switching between more operating modes (e.g., ultra-low-temperature battery heating mode), the cabin heat exchange branch further includes a second cabin heat exchanger 3, which is disposed between the first cabin heat exchanger 7 and the first end 31 of the cabin heat exchange branch. In this case, the first end 61 of the corresponding second return branch is connected to the cabin heat exchange branch between the first cabin heat exchanger 7 and the second cabin heat exchanger 3.

[0043] Furthermore, the cabin heat exchange branch also includes a fourth valve 15 and a fifth valve 2 for controlling on / off and throttling. The fourth valve 15 is located between the first cabin heat exchanger 7 and the second cabin heat exchanger 3, and the fifth valve 2 is located between the second cabin heat exchanger 3 and the first end 31 of the cabin heat exchange branch. The provision of these valves enables either the first cabin heat exchanger 7 or the second cabin heat exchanger 3 to be opened individually or simultaneously, and also enables either the first cabin heat exchanger 7 or the second cabin heat exchanger 3 to be throttled individually or simultaneously.

[0044] For another example, the offboard heat exchange branch may also include a sixth valve 10 for on / off control, located between the first offboard heat exchanger 1 and the first end 21 of the offboard heat exchange branch. In this case, the first end 51 of the corresponding first return branch connects to the offboard heat exchange branch between the offboard heat exchanger 1 and the sixth valve 10. This valve arrangement enables on / off control of a portion of the offboard heat exchange branch.

[0045] For example, the battery heat exchange branch also includes a seventh valve 14 for controlling on / off and throttling. This valve is disposed between the battery heat exchanger 18 and the first end 41 of the battery heat exchange branch. The first end 71 of the third return branch connects to the battery heat exchange branch between the battery heat exchanger 18 and the seventh valve 14. The provision of this valve enables on / off control of a portion of the battery heat exchange branch and also implements throttling for the flow path within the branch.

[0046] Similarly, to achieve the on-off control of each return branch as described above, valves may be provided on the corresponding branches. For example, an eighth valve 9 may be provided on the first return branch, a ninth valve 16 may be provided on the second return branch, and a tenth valve 17 may be provided on the third return branch.

[0047] In addition, some additional components may be added to the vehicle thermal management system in order to improve the system's heat exchange efficiency or system stability.

[0048] For example, the vehicle thermal management system can be equipped with a heat recovery heat exchanger, with the high-pressure portion 4 of the heat recovery heat exchanger positioned on the off-board heat exchange branch, between the first off-board heat exchanger 1 and the common second end 22. Furthermore, the low-pressure portion 12 of the heat recovery heat exchanger is positioned near the intake port of the compressor 11. This allows heat exchange in cooling mode between the medium-temperature, high-refrigerant flowing through the off-board heat exchanger 1 in the off-board heat exchange branch and the low-temperature, low-pressure refrigerant flowing through the intake port of the compressor 11, effectively recovering some heat energy and improving cooling capacity and efficiency.

[0049] For another example, the vehicle thermal management system can be equipped with a gas-liquid separator 13, which is arranged close to the air intake of the compressor 11. This can achieve gas-liquid separation to prevent liquid refrigerant from entering the compressor and causing liquid hammer and surge.

[0050] As another example, as a suitable heat exchanger selection method, the outboard heat exchanger 1 and the first inboard heat exchanger 7 can be configured as a refrigerant-to-air heat exchanger, and the battery heat exchanger 18 can be configured as a refrigerant-to-coolant heat exchanger, while simultaneously allowing coolant to circulate between the battery heat exchanger 18 and the vehicle's battery and / or motor and / or electronic components. In this case, if the battery heat exchanger 18 is not desired to perform its heat exchange function, the coolant circulation can be additionally disconnected. Since coolant no longer flows between the battery heat exchanger 18 and the vehicle's battery, motor, and electronic components, the battery heat exchanger 18's heat exchange function can be deactivated.

[0051] The following will be combined with the attached Figures 2 to 8 Several automotive thermal management methods are described below. For the sake of brevity, the following description of automotive thermal management methods is based on the preferred embodiment of the illustrated automotive thermal management system, with solid lines representing open flow paths and dashed lines representing disconnected flow paths. However, it should be understood that the present invention is applicable to any of the aforementioned thermal management system embodiments or any combination thereof.

[0052] See also Figure 2 , which shows a vehicle thermal management method including an extremely low temperature cabin heating mode, in which an ambient temperature below -30°C is determined to be an extremely low temperature operating condition. At this time, the conventional heating mode of the vehicle thermal management system will not be able to effectively obtain heat from the ambient air, and the lower the temperature, the greater the heat load demand of the cabin. Therefore, the control system can execute the extremely low temperature cabin heating mode to meet the cabin heating demand at this time. Specifically, the cabin heat exchange branch and the battery heat exchange branch can be connected and throttled, and the third return branch can be connected. Accordingly, the second valve 6 and the fourth valve 15 are fully opened to the conducting state, the fifth valve 2, the third valve 8 and the seventh valve 14 are partially opened to the throttling state, the first valve 5, the eighth valve 9, the sixth valve 10 and the ninth valve 16 are closed, and the tenth valve 17 is opened.

[0053] A portion of the high-temperature, high-pressure refrigerant flowing out of the compressor 11's exhaust port is throttled by the fifth valve 2 before entering the second cabin heat exchanger 3 for heat exchange with the cabin air. It then enters the fully-open fourth valve 15 and enters the first cabin heat exchanger 7 for further heat exchange with the cabin air. At this point, both the first and second cabin heat exchangers 7 and 3 function as gas coolers. The refrigerant at the outlet of the first cabin heat exchanger 7 passes through the fully-open second valve 6 and is throttled by the third valve 8 to form a low-temperature, low-pressure two-phase refrigerant. It then passes through the battery heat exchanger 18, which is currently inactive and does not exchange heat with the coolant. Another portion of the high-temperature, high-pressure refrigerant flowing out of the compressor 11's exhaust port is throttled by the seventh valve 14 before mixing with the low-temperature, low-pressure two-phase refrigerant at the outlet of the battery heat exchanger 18 to form a saturated gas or a two-phase refrigerant with a dryness greater than 0.9. It then passes through the tenth valve 17, enters the gas-liquid separator 13, flows through the low-pressure portion 12 of the heat recovery heat exchanger, and enters the compressor 11. In this extreme low-temperature cabin heating mode, the vehicle thermal management system does not absorb heat from the ambient air or the vehicle's coolant. Instead, the system's heat source is compressor power consumption. Compressor power consumption depends on speed and high and low pressures. Therefore, in this mode, the openings of the fifth valve 2, the third valve 8, and the seventh valve 14 are combined to control the compressor's intake and exhaust pressures. Combined with compressor speed control, this allows for flexible cabin heating output, independent of ambient temperature.

[0054] See instead Figure 3 , which shows a vehicle thermal management method including an extremely low temperature battery heating mode, in which an ambient temperature below -30°C is determined to be an extremely low temperature operating condition. Similarly, the conventional battery heating mode of the vehicle thermal management system at this time will not be able to effectively obtain heat from the ambient air, and the lower the temperature, the greater the heat load demand for heating the battery during fast charging. Therefore, the battery heating demand at this time can be met by executing the extremely low temperature battery heating mode through the control system. Specifically, the cabin heat exchange branch and the battery heat exchange branch can be connected and throttled, and the second return branch can be connected. Accordingly, the third valve 8 and the fourth valve 15 are fully opened to a conducting state, the fifth valve 2, the second valve 6 and the seventh valve 14 are partially opened to a throttling state, the first valve 5, the eighth valve 9, the sixth valve 10 and the tenth valve 17 are closed, and the ninth valve 16 is opened.

[0055] A portion of the high-temperature, high-pressure refrigerant flowing out of the compressor 11's exhaust port is throttled by the seventh valve 14 before entering the battery heat exchanger 18 to heat the battery coolant. It then passes through the fully open third valve 8 and is throttled by the second valve 6 to a low-temperature, low-pressure two-phase state before entering the first internal heat exchanger 7. At this time, no air is flowing on the air side of the first internal heat exchanger 7, so no heat exchange occurs in the evaporator. Another portion of the high-temperature, high-pressure refrigerant flowing out of the compressor 11's exhaust port is throttled by the fifth valve 2 before passing through the second internal heat exchanger 3 and the fully open fourth valve 15. It then mixes with the low-temperature, low-pressure two-phase refrigerant at the outlet of the first internal heat exchanger 7 to form a saturated gas or a two-phase refrigerant with a dryness greater than 0.9. It then passes through the ninth valve 16 and enters the gas-liquid separator 13, flows through the low-pressure portion 12 of the heat recovery heat exchanger, and flows into the compressor 11. In this extremely low-temperature battery heating mode, the vehicle thermal management system does not absorb heat from the environment; the system heat source is the power consumed by the compressor. The power consumption of the compressor depends on the speed and high and low pressures. Therefore, in this mode, the opening combination of the fifth valve 2, the second valve 6 and the seventh valve 14 can be used to control the different suction and exhaust pressures of the compressor, and combined with the speed control of the compressor, the target heating amount of the battery heating can be flexibly obtained regardless of the ambient temperature.

[0056] See also Figure 4 The vehicle thermal management method illustrated includes simultaneous cabin cooling and battery cooling modes. In this case, when both the cabin and the battery require cooling, the external heat exchange branch, the second return branch, and the third return branch are connected. Simultaneously, portions of the internal heat exchange branch and the battery heat exchange branch are connected and throttled. Accordingly, the fifth valve 2, seventh valve 14, fourth valve 15, and eighth valve 9 are closed, the first valve 5 is fully opened, the second valve 6 and third valve 8 are partially opened, and the sixth valve 10, ninth valve 16, and tenth valve 17 are open.

[0057] In this cabin cooling mode, the flow path for high-temperature, high-pressure refrigerant flowing out of compressor 11's exhaust port passes through sixth valve 10 to dissipate heat in external heat exchanger 1. It then enters the high-pressure portion 4 of the heat recovery heat exchanger for further heat exchange. It then passes through the fully open first valve 5, throttles and reduces its pressure in second valve 6, and enters the first internal heat exchanger 7. The low-temperature, low-pressure refrigerant exchanges heat with cabin air in first internal heat exchanger 7, then passes through ninth valve 16 to enter gas-liquid separator 13. It then exchanges heat in the low-pressure portion 12 of the heat recovery heat exchanger before reentering compressor 11.

[0058] Meanwhile, the flow path for providing battery cooling mode is as follows: high-temperature, high-pressure refrigerant flowing out of the exhaust port of compressor 11 passes through sixth valve 10 to dissipate heat in offboard heat exchanger 1, then enters the high-pressure portion 4 of the heat recovery heat exchanger for further heat exchange. It then flows through the fully open first valve 5, throttles and reduces pressure in third valve 8, and enters battery heat exchanger 18. The low-temperature, low-pressure refrigerant exchanges heat with the coolant in battery heat exchanger 18, then passes through tenth valve 17 to enter gas-liquid separator 13, exchanges heat in the low-pressure portion 12 of the heat recovery heat exchanger, and reenters compressor 11.

[0059] In this mode, the cooling capacity of the cabin and battery can be controlled by adjusting the opening of the second valve 6 and the third valve 8. In addition, the cabin cooling mode can be realized by closing the third valve 8, or the battery cooling mode can be realized by closing the second valve 6.

[0060] Taking this as an example, it should be understood that, if there is no conflict in the execution of the various control modes described herein, these modes can be further combined to simultaneously execute more functions, or these modes can be split to selectively execute some functions. These modifications should all be included in the scope of protection of the present invention.

[0061] See also Figure 5 The vehicle thermal management method illustrated includes simultaneous operation of a cabin heating mode and a battery heat recovery heating mode. In this case, when the cabin requires heating and the batteries and / or motors and / or electronic components are in a state capable of providing heat recovery, the in-cabin heat exchange branch and the first return branch are connected, while the out-cabin heat exchange branch and the battery heat exchange branch are partially connected and throttled. Accordingly, the fifth valve 2, the second valve 6, and the fourth valve 15 are fully opened, while the seventh valve 14, the sixth valve 10, and the ninth valve 16 are closed. The first valve 5 and the third valve 8 are partially opened, throttled, and the eighth valve 9 and the tenth valve 17 are open.

[0062] The high-temperature, high-pressure refrigerant flowing out of the exhaust port of compressor 11 passes through the fully-accessible fifth valve 2 and enters the second cabin heat exchanger 3, where it exchanges heat with the cabin air. It then enters the fully-accessible fourth valve 15 and enters the first cabin heat exchanger 7, where it further exchanges heat with the cabin air. At this point, both the first cabin heat exchanger 7 and the second cabin heat exchanger 3 function as gas coolers. The refrigerant at the outlet of the first cabin heat exchanger 7 passes through the fully-accessible second valve 6 and is split into two parts. One part, throttled by the first valve 5, becomes a low-temperature, low-pressure two-phase refrigerant. After passing through the high-pressure portion 4 of the heat recovery heat exchanger, it enters the off-cabin heat exchanger 1, where it absorbs heat from the ambient air. It then passes through the eighth valve 9, the gas-liquid separator 13, and the low-pressure portion 12 of the heat recovery heat exchanger before re-entering compressor 11. In this mode, the refrigerant enters the high-pressure part 4 of the heat recovery heat exchanger in a low-temperature and low-pressure two-phase state after being throttled at the first valve 5. Therefore, it will not exchange heat in the low-pressure part 12 of the heat recovery heat exchanger to prevent the compressor suction superheat from being too high and causing the exhaust temperature to be too high.

[0063] The remaining refrigerant flowing out of second valve 6 is throttled by third valve 8 before entering battery heat exchanger 18, where it absorbs heat from the coolant and evaporates. It then passes through tenth valve 17, gas-liquid separator 13, and the low-pressure portion 12 of the heat recovery heat exchanger before reentering compressor 11. In this mode, battery heat exchanger 18 can recover heat from the coolant, including the batteries, motors, and other electronic components.

[0064] In both cabin heating and battery heat recovery modes, the amount of heat absorbed by the air and coolant can be adjusted by adjusting the openings of first valve 5 and third valve 8. Alternatively, closing first valve 5 allows for a separate battery heat recovery cabin heating mode, while closing third valve 8 allows for a conventional heat pump cabin heating mode that absorbs heat solely from the ambient air.

[0065] In the aforementioned mode, connecting the first cabin heat exchanger 7 and the second cabin heat exchanger 3 in series can greatly increase the heat exchange area, give full play to the temperature glide characteristics of the carbon dioxide supercritical cycle, and improve the system heating amount and heating efficiency.

[0066] See also Figure 6 The vehicle thermal management method illustrated includes simultaneous cabin heating and battery heating modes. In this case, when both the cabin and battery require heating, the cabin heat exchange branch, the battery heat exchange branch, and the first return branch are connected; the external heat exchange branch is also connected and partially throttled. Accordingly, the fifth valve 2, the seventh valve 14, and the fourth valve 15 are fully opened, while the sixth valve 10, the ninth valve 16, and the tenth valve 17 are closed. The first valve 5, the second valve 6, and the third valve 8 are partially opened, throttled, and the eighth valve 9 is open.

[0067] A portion of the high-temperature, high-pressure refrigerant flowing out of the exhaust port of compressor 11 passes through the fully-open fifth valve 2 and enters the second cabin heat exchanger 3 to exchange heat with the cabin air. It then passes through the fully-open fourth valve 15 and enters the first cabin heat exchanger 7, where it further exchanges heat with the cabin air. In this mode, both the first cabin heat exchanger 7 and the second cabin heat exchanger 3 function as gas coolers. The refrigerant flowing out of the first cabin heat exchanger 7 passes through the fully-open second valve 6 and is throttled by the first valve 5 to become a low-temperature, low-pressure, two-phase refrigerant. After passing through the high-pressure portion 4 of the heat recovery heat exchanger, the refrigerant enters the off-cabin heat exchanger 1 to absorb heat from the ambient air. It then passes through the eighth valve 9, the gas-liquid separator 13, and the low-pressure portion 12 of the heat recovery heat exchanger before reentering the compressor 11. In this mode, the refrigerant enters the high-pressure portion 4 of the heat recovery heat exchanger as a low-temperature, low-pressure, two-phase refrigerant after being throttled by the first valve 5. Therefore, it does not exchange heat in the low-pressure portion 12 of the heat recovery heat exchanger, preventing excessive compressor suction superheat from causing excessively high discharge temperatures.

[0068] Another portion of the high-temperature, high-pressure refrigerant flowing out of the exhaust port of compressor 11 passes through the fully-open seventh valve 14 and enters the battery heat exchanger 18, heating the coolant. This heated coolant then circulates back into the battery for battery heating. The refrigerant flowing out of the battery heat exchanger 18 passes through the fully-open third valve 8 and is throttled by the first valve 5 to become a low-temperature, low-pressure, two-phase refrigerant. After flowing through the high-pressure section 4 of the heat recovery heat exchanger, it enters the offboard heat exchanger 1, absorbing heat from the ambient air. It then passes through the eighth valve 9, the gas-liquid separator 13, and the low-pressure section 12 of the heat recovery heat exchanger before reentering the compressor 11. In this mode, the refrigerant, likewise throttled by the first valve 5, enters the high-pressure section 4 of the heat recovery heat exchanger as a low-temperature, low-pressure, two-phase refrigerant. Therefore, it does not exchange heat in the low-pressure section 12 of the heat recovery heat exchanger, preventing excessive compressor suction superheat from causing excessively high discharge temperatures.

[0069] In the cabin heating mode and battery heating mode running simultaneously, the battery heating mode alone can be achieved by closing the second valve 6, or the cabin heating mode of a conventional heat pump that absorbs heat only from the ambient air can be achieved by closing the third valve 8.

[0070] See also Figure 7 The illustrated vehicle thermal management method includes a cabin dehumidification mode. In this case, when the cabin glass fogs up due to winter conditions, dehumidification is required. The in-cabin heat exchange branch and the first return branch are connected, while the out-cabin heat exchange branch is partially connected and throttled. Accordingly, the fifth valve 2 and the second valve 6 are fully opened, while the third, seventh, sixth, ninth, and tenth valves 17 are closed. The first and fourth valves 5 and 15 are partially opened, throttled, and the eighth valve 9 is open.

[0071] The high-temperature, high-pressure refrigerant flowing out of the exhaust port of compressor 11 passes through the fully-open fifth valve 2 and enters the second cabin heat exchanger 3, where it exchanges heat with the cabin air. It is then throttled and cooled by the fourth valve 15 before entering the first cabin heat exchanger 7 to dehumidify the cabin air. The refrigerant at the outlet of the first cabin heat exchanger 7 passes through the fully-open second valve 6 and, after throttling by the first valve 5, becomes a low-temperature, low-pressure two-phase refrigerant. After flowing through the high-pressure portion 4 of the heat recovery heat exchanger, it enters the off-cabin heat exchanger 1, where it absorbs heat from the ambient air. It then passes through the eighth valve 9, the gas-liquid separator 13, and the low-pressure portion 12 of the heat recovery heat exchanger before reentering the compressor 11. In this mode, the cabin air is first cooled and dehumidified by the first cabin heat exchanger 7, then heated by the second cabin heat exchanger 3 before entering the vehicle cabin, achieving dehumidification.

[0072] Last seen Figure 8 The vehicle thermal management method shown includes a cabin heat recovery battery heating mode. In this case, when the vehicle requires fast charging after driving and the cabin is unoccupied, the thermal management system can recover heat from the cabin to quickly heat the batteries due to the high cabin temperature. Specifically, the cabin heat exchange branch and the third return branch are connected, and part of the battery heat exchange branch is connected and throttled. Accordingly, the third valve 8 and the seventh valve 14 are fully opened to the conducting state, the second valve 6 is partially opened to the throttled state, the first valve 5, the fourth valve 15, the fifth valve 2, the sixth valve 10, the eighth valve 9, and the tenth valve 17 are closed, and the ninth valve 16 is opened.

[0073] High-temperature, high-pressure refrigerant flowing out of compressor 11's exhaust port passes through the fully-accessible seventh valve 14 and into battery heat exchanger 18, heating the battery coolant. It then flows through the fully-accessible third valve 8 and, after being throttled by second valve 6, becomes low-temperature, low-pressure, two-phase refrigerant and enters the first in-cabin heat exchanger 7. There, it absorbs heat from the warmer cabin air and evaporates. The refrigerant then passes through the ninth valve 16, the gas-liquid separator 13, and the low-pressure portion 12 of the heat recovery heat exchanger before reentering compressor 11. In this mode, since the cabin temperature is significantly higher than the ambient temperature, the system can utilize the cabin's thermal capacity to rapidly heat the batteries.

[0074] In addition, although not shown in the figures, a vehicle is also provided herein, which includes the vehicle thermal management system described in any of the foregoing embodiments or a combination thereof, or includes the vehicle thermal management method described in any of the foregoing embodiments or a combination thereof.

[0075] This arrangement of vehicle thermal management systems, vehicle thermal management methods, and vehicles employing both offer numerous significant technical benefits. These include simplifying the structure of pure electric vehicle air conditioning systems. Furthermore, the system is no longer limited to conventional flow switching methods provided by four-way valves. Instead, it utilizes a multi-valve design, enabling switching between multiple modes while simultaneously managing cabin and battery thermal management. For example, in cooling mode, the system can adjust the cooling capacity allocation based on the cooling needs of the cabin and battery. In cabin heating mode, it can absorb heat from both ambient air and coolant separately or simultaneously, tailored to varying environmental conditions. This allows for flexible heat distribution between the cabin and battery when both are heated simultaneously. Under certain conditions, the system can also rapidly heat the battery by absorbing excess heat from the cabin.

[0076] In addition, this solution also improves the heating performance of the air-conditioning heat pump in the thermal management system and widens the heating operating range: it can still reliably operate the heating mode and provide effective heat above -30 degrees; and after exiting the conventional heating mode below -30 degrees through the switching and control of the refrigerant cycle, it can still ensure sufficient heating requirements for the cabin and battery without the assistance of other heating systems, thereby realizing the decoupling of the system heating capacity from the ambient temperature.

[0077] Furthermore, this solution also improves the energy efficiency of the entire vehicle: by recycling waste heat from the cabin, drive system, battery system and other electronic components, the energy efficiency of the entire vehicle can be significantly improved.

[0078] The above examples primarily illustrate a vehicle thermal management system, a vehicle thermal management method, and a vehicle. Although only some embodiments of this application have been described, those skilled in the art will appreciate that this application may be implemented in many other forms without departing from its spirit and scope. Therefore, the examples and embodiments presented are to be considered illustrative rather than restrictive, and this application may encompass various modifications and substitutions without departing from the spirit and scope of this application.

Claims

1. A vehicle thermal management system, characterized in that: include: compressor; an off-board heat exchange branch, on which an off-board heat exchanger is arranged; an in-cabin heat exchange branch, on which a first in-cabin heat exchanger is arranged; A battery heat exchange branch, on which a battery heat exchanger is provided; The on / off and throttling degree of the off-cabin heat exchange branch, the on-cabin heat exchange branch, and the battery heat exchange branch are controlled respectively; the first ends of the three are respectively connected to the exhaust port of the compressor, and the three have a common second end; a first return branch, a first end of which is connected to the off-board heat exchange branch between the off-board heat exchanger and the first end of the off-board heat exchange branch; a second return branch, a first end of which is connected to the in-cabin heat exchange branch between the first in-cabin heat exchanger and the first end of the in-cabin heat exchange branch; a third return branch, a first end of which is connected to the battery heat exchange branch between the battery heat exchanger and the first end of the battery heat exchange branch; The on-off of the first return branch, the second return branch and the third return branch are respectively controlled; and the second ends are respectively connected to the suction port of the compressor; And wherein, the vehicle thermal management system uses carbon dioxide refrigerant, The cabin heat exchange branch further includes a second cabin heat exchanger, which is arranged between the first cabin heat exchanger and the first end of the cabin heat exchange branch; wherein the first end of the second return branch is connected to the cabin heat exchange branch between the first cabin heat exchanger and the second cabin heat exchanger, The cabin heat exchange branch also includes a fourth valve and / or a fifth valve for controlling the on-off and throttling degree; wherein the fourth valve is arranged between the first cabin heat exchanger and the second cabin heat exchanger, and the fifth valve is arranged between the second cabin heat exchanger and the first end of the cabin heat exchange branch.

2. The vehicle thermal management system according to claim 1, characterized in that: The off-board heat exchange branch includes a first valve for controlling on-off and throttling, wherein the first valve is arranged between the off-board heat exchanger and the common second end; and / or The cabin heat exchange branch includes a second valve for controlling on-off and throttling, the second valve being arranged between the first cabin heat exchanger and the common second end; and / or The battery heat exchange branch includes a third valve for controlling on-off and throttling, and the third valve is arranged between the battery heat exchanger and the common second end.

3. The vehicle thermal management system according to claim 1, characterized in that: The off-cabin heat exchange branch also includes a sixth valve for controlling on and off, which is arranged between the off-cabin heat exchanger and the first end of the off-cabin heat exchange branch; wherein the first end of the first return branch is connected to the off-cabin heat exchange branch between the off-cabin heat exchanger and the sixth valve.

4. The vehicle thermal management system according to claim 1, characterized in that: The battery heat exchange branch also includes a seventh valve for controlling on and off, which is arranged between the battery heat exchanger and the first end of the battery heat exchange branch; wherein the first end of the third return branch is connected to the battery heat exchange branch between the battery heat exchanger and the seventh valve.

5. The vehicle thermal management system according to any one of claims 1 to 4, characterized in that: Also includes: A heat recovery heat exchanger, wherein the high-pressure portion of the heat recovery heat exchanger is arranged on the off-cabin heat exchange branch and is located between the off-cabin heat exchanger and the common second end; and the low-pressure portion of the heat recovery heat exchanger is arranged close to the intake port of the compressor.

6. The vehicle thermal management system according to any one of claims 1 to 4, characterized in that: Also includes: A gas-liquid separator is arranged close to the air intake of the compressor.

7. The vehicle thermal management system according to any one of claims 1 to 4, characterized in that: The offboard heat exchanger and the first onboard heat exchanger are configured as a refrigerant-air heat exchanger; and / or The battery heat exchanger is configured as a refrigerant-coolant heat exchanger, wherein the coolant circulates between the battery heat exchanger and the vehicle battery and / or the motor and / or the electronic components.

8. A vehicle thermal management method, used in the vehicle thermal management system according to any one of claims 1 to 7, characterized in that: include: In the extremely low temperature cabin heating mode, the cabin heat exchange branch and the battery heat exchange branch are turned on and throttled, and the third return branch is turned on; Part of the refrigerant flows out of the compressor, passes through the first cabin heat exchanger after being throttled, passes through the battery heat exchanger after being throttled, and flows into the compressor; another part of the refrigerant flows out of the compressor, merges with the part of the refrigerant that has passed through the battery heat exchanger after being throttled, and flows into the compressor; And among them, when the ambient temperature is lower than -30℃, it is determined to be an extremely low temperature operating condition.

9. A vehicle thermal management method, used in the vehicle thermal management system according to claim 1, characterized in that: include: In the extremely low temperature battery heating mode, the cabin heat exchange branch and the battery heat exchange branch are turned on and throttled, and the second return branch is turned on; Part of the refrigerant flows out of the compressor, passes through the second cabin heat exchanger after being throttled, and then flows into the compressor; another part of the refrigerant flows out of the compressor, passes through the battery heat exchanger after being throttled, passes through the first cabin heat exchanger after being throttled, and then merges with the part of the refrigerant that has passed through the second cabin heat exchanger and flows into the compressor; And among them, when the ambient temperature is lower than -30℃, it is determined to be an extremely low temperature operating condition.

10. The vehicle thermal management method according to claim 9, characterized in that: Also includes: In the cabin dehumidification mode, the cabin heat exchange branch and part of the cabin heat exchange branch are opened and throttled, and the first return branch is opened; The refrigerant flows out of the compressor, flows through the second in-cabin heat exchanger, flows through the first in-cabin heat exchanger after being throttled, flows through the out-cabin heat exchanger after being throttled, and flows into the compressor.

11. A vehicle thermal management method, used in the vehicle thermal management system according to any one of claims 1 to 7, characterized in that: include: In cabin cooling mode, the external heat exchange branch and the second return branch are connected; Conducting and throttling part of the cabin heat exchange branch; wherein the refrigerant flows out of the compressor, flows through the cabin heat exchanger, flows through the first cabin heat exchanger after being throttled, and flows into the compressor; and / or In the battery cooling mode, the off-board heat exchange branch and the third return branch are connected; a portion of the battery heat exchange branch is connected and throttled; wherein the refrigerant flows out of the compressor, flows through the off-board heat exchanger, flows through the battery heat exchanger after throttling, and flows into the compressor; and / or In the cabin heating mode, the cabin heat exchange branch and the first return branch are connected; the cabin heat exchange branch is connected and partially throttled; wherein the refrigerant flows out of the compressor, flows through the first cabin heat exchanger, flows through the cabin heat exchanger after throttling, and flows into the compressor; and / or In the battery heating mode, the battery heat exchange branch and the first return branch are connected; a portion of the off-board heat exchange branch is connected and throttled; wherein the refrigerant flows out of the compressor, flows through the battery heat exchanger, flows through the off-board heat exchanger after throttling, and flows into the compressor; and / or In the battery heat recovery cabin heating mode, the cabin heat exchange branch and the first return branch are connected; a portion of the battery heat exchange branch is connected and throttled; wherein the refrigerant flows out of the compressor, flows through the first cabin heat exchanger, flows through the battery heat exchanger after throttling, and flows into the compressor; and / or In the cabin heat recovery heating battery mode, the cabin heat exchange branch and the third return branch are connected; part of the battery heat exchange branch is connected and throttled; wherein, the refrigerant flows out of the compressor, flows through the first cabin heat exchanger, flows through the battery heat exchanger after throttling, and flows into the compressor.

12. The vehicle thermal management method according to claim 11, characterized in that: Also includes: operating the cabin cooling mode and the battery cooling mode simultaneously, wherein the refrigerant flows out of the compressor and through the off-cabin heat exchanger; a portion of the refrigerant is throttled and flows through the first on-cabin heat exchanger and into the compressor; another portion of the refrigerant is throttled and flows through the battery heat exchanger and into the compressor; and / or operating a cabin heating mode and a battery heat recovery cabin heating mode simultaneously, wherein the refrigerant flows out of the compressor and through the first in-cabin heat exchanger; a portion of the refrigerant is throttled and flows through the out-cabin heat exchanger and into the compressor; another portion of the refrigerant is throttled and flows through the battery heat exchanger and into the compressor; and / or The cabin heating mode and the battery heating mode are operated simultaneously, wherein the refrigerant flows out of the compressor; a portion of the refrigerant flows through the first cabin heat exchanger; another portion of the refrigerant flows through the battery heat exchanger; the portion of the refrigerant and the other portion of the refrigerant are combined and flow through the cabin heat exchanger after throttling and flow into the compressor.

13. A vehicle, characterized in that: A vehicle thermal management system comprising the vehicle thermal management system according to any one of claims 1 to 7; or Use the vehicle thermal management method according to any one of claims 8 to 12.

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