Thermal management system of vehicle and vehicle

Abstract

The application discloses a heat management system of a vehicle and the vehicle, and the heat management system comprises a first heat exchanger, a compressor, a first air conditioner heat exchanger, a second air conditioner heat exchanger and a radiator. The first heat exchanger comprises a first heat exchange flow channel and a second heat exchange flow channel. The compressor comprises a compressor inlet and a compressor outlet. The first air conditioner heat exchanger comprises a first interface and a second interface. The compressor inlet is communicated with the first heat exchange flow channel or the first interface, the compressor outlet is communicated with the first heat exchange flow channel or the first interface, and the second interface is selectively communicated with the first heat exchange flow channel. The second air conditioner heat exchanger comprises a third interface and a fourth interface. The radiator comprises a radiator inlet and a radiator outlet. The third interface is communicated with the second heat exchange flow channel or the radiator outlet, the fourth interface is communicated with the radiator inlet or the second heat exchange flow channel, and the radiator inlet is also selectively communicated with the second heat exchange flow channel. Thus, the heat management system has the advantages of simple structure, high working efficiency, reduced quality of the heat management system, multiple working modes and improved user experience.

Description

Technical Field

[0001] This invention relates to the field of thermal management systems, and more particularly to a thermal management system for a vehicle and a vehicle having the thermal management system thereon. Background Technology

[0002] In related technologies, existing automotive thermal management systems have complex structures, limited operating modes, and poor efficiency, resulting in a poor user experience. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of this invention is to provide a vehicle thermal management system that simplifies the structure of the thermal management system, improves its efficiency, reduces its weight, and achieves the effects of multiple operating modes.

[0004] The present invention further proposes a vehicle.

[0005] The vehicle thermal management system according to the present invention includes:

[0006] The first heat exchanger has a first heat exchange channel and a second heat exchange channel that exchange heat with each other.

[0007] The compressor has a compressor inlet and a compressor outlet;

[0008] The first air conditioning heat exchanger has a first interface and a second interface connected together. The compressor inlet is selectively connected to the first heat exchange interface or the first interface of the first heat exchange channel. The compressor outlet is selectively connected to the first heat exchange interface or the first interface. The second interface is selectively connected to the second heat exchange interface of the first heat exchange channel.

[0009] The heat exchange flow path includes a second air conditioning heat exchanger, a radiator, and a drive pump.

[0010] The second air conditioning heat exchanger has a connected third interface and a fourth interface, the radiator has a radiator inlet and a radiator outlet, the third interface is selectively connected to the third heat exchange interface of the second heat exchange channel or the radiator outlet, the fourth interface is selectively connected to the radiator inlet or the fourth heat exchange interface of the second heat exchange channel, the radiator inlet is also selectively connected to the third heat exchange interface, and the drive pump is used to drive the heat exchange medium to flow in the heat exchange channel.

[0011] The vehicle thermal management system according to the present invention simplifies the structure of the thermal management system, thereby improving the working efficiency of the thermal management system and reducing its weight. Furthermore, the thermal management system can have multiple operating modes, thereby enhancing the user experience.

[0012] In some examples of the present invention, the vehicle thermal management system further includes: a first control valve having a first valve interface, a second valve interface, a third valve interface, and a fourth valve interface, wherein the first valve interface is selectively connected to either the second valve interface or the third valve interface, the fourth valve interface is selectively connected to either the second valve interface or the third valve interface, the first valve interface is connected to the first interface, the second valve interface is connected to the compressor outlet, the third valve interface is connected to the compressor inlet, and the fourth valve interface is connected to the first heat exchange interface.

[0013] In some examples of the present invention, the vehicle thermal management system further includes a gas-liquid separator connected between the third valve port and the compressor inlet.

[0014] In some examples of the present invention, the vehicle thermal management system further includes: a first expansion valve connected between the second heat exchange interface and the second interface to connect or disconnect the second heat exchange interface and the second interface.

[0015] In some examples of the present invention, the first valve interface is adapted to communicate with the heat exchange system of the battery pack, and the second heat exchange interface is selectively communicated with the heat exchange system.

[0016] In some examples of the present invention, the vehicle thermal management system further includes a second expansion valve connected between the second heat exchange interface and the heat exchange system.

[0017] In some examples of the present invention, the drive pump has a drive pump inlet and a drive pump outlet, the drive pump inlet being connected to the fourth interface, and the drive pump outlet being selectively connected to the radiator inlet or the fourth heat exchange interface.

[0018] In some examples of the present invention, the heat exchange path further includes:

[0019] A second control valve has a fifth valve interface, a sixth valve interface, a seventh valve interface, and an eighth valve interface, wherein the seventh valve interface is selectively connected to either the fifth valve interface or the eighth valve interface, and the eighth valve interface is also selectively connected to the sixth valve interface.

[0020] A third control valve has a ninth valve interface, a tenth valve interface, an eleventh valve interface, and a twelfth valve interface. The ninth valve interface is selectively connected to the tenth valve interface or the eleventh valve interface. The tenth valve interface is also selectively connected to the twelfth valve interface. The eleventh valve interface is also selectively connected to the twelfth valve interface.

[0021] Specifically, the fifth valve interface is connected to the ninth valve interface, the sixth valve interface is connected to the fourth heat exchange interface, the seventh valve interface is connected to the radiator inlet, the eighth valve interface is connected to the drive pump outlet, the tenth valve interface is connected to the third heat exchange interface, the eleventh valve interface is selectively connected to the radiator outlet, and the twelfth valve interface is connected to the third interface.

[0022] In some examples of the present invention, the heat exchange flow path further includes: a three-way valve having a first three-way valve interface, a second three-way valve interface and a third three-way valve interface, wherein the first three-way valve interface is connected to the radiator outlet, the second three-way valve interface is connected to the eleventh valve interface, and the third three-way valve interface is connected to the fourth heat exchange interface.

[0023] In some examples of the present invention, the heat exchange flow path further includes a liquid replenishment device for replenishing liquid into the heat exchange flow path.

[0024] In some examples of the present invention, the heat exchange medium in the heat exchange path is adapted to flow through the motor module of the vehicle to exchange heat with the motor module.

[0025] According to the present invention, the vehicle includes the aforementioned vehicle thermal management system.

[0026] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0027] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0028] Figure 1 This is a schematic diagram of the thermal management system structure according to an embodiment of the present invention;

[0029] Figure 2 This is a schematic diagram of the structure of the temperature-controlled air duct mode A according to an embodiment of the present invention;

[0030] Figure 3 This is a schematic diagram of the temperature-controlled air duct mode B according to an embodiment of the present invention;

[0031] Figure 4 This is a schematic diagram of the thermal management system in the crew cabin cooling mode according to an embodiment of the present invention;

[0032] Figure 5 This is a schematic diagram of the operation of the thermal management system in the crew cabin heating mode according to an embodiment of the present invention;

[0033] Figure 6 This is a schematic diagram of the operation of the thermal management system according to an embodiment of the present invention in the crew cabin and battery cooling mode;

[0034] Figure 7 This is a schematic diagram of the operation of the thermal management system according to an embodiment of the present invention, in the crew cabin and battery heating mode.

[0035] Figure 8 This is a schematic diagram of the operation of the thermal management system for the second mode of refrigerating the crew cabin according to an embodiment of the present invention;

[0036] Figure 9 This is a schematic diagram of the operation of the thermal management system according to an embodiment of the present invention, which is a second mode of refrigeration for the crew cabin and battery.

[0037] Figure label:

[0038] Thermal Management System 1000;

[0039] Compressor 1; Compressor inlet 1a; Compressor outlet 1b;

[0040] First control valve 2; First valve interface 2a; Second valve interface 2b; Third valve interface 2c; Fourth valve interface 2d;

[0041] Gas-liquid separator 3;

[0042] First air conditioning heat exchanger 4; First interface 4a; Second interface 4b;

[0043] Heat exchange system 5;

[0044] First expansion valve 6;

[0045] Second expansion valve 7;

[0046] First heat exchanger 8; First heat exchange port 8a; Second heat exchange port 8b; Third heat exchange port 8c; Fourth heat exchange port 8d;

[0047] Second air conditioning heat exchanger 9; Third interface 9a; Fourth interface 9b;

[0048] Third control valve 10; Ninth valve interface 10a; Tenth valve interface 10b; Eleventh valve interface 10c; Twelfth valve interface 10d;

[0049] Motor module 11;

[0050] Second control valve 12; Fifth valve interface 12a; Sixth valve interface 12b; Seventh valve interface 12c; Eighth valve interface 12d;

[0051] Radiator 13; Radiator inlet 13a; Radiator outlet 13b;

[0052] Drive pump 14; Drive pump inlet 14a; Drive pump outlet 14b;

[0053] Liquid replenishment device 15;

[0054] Three-way valve 16; First three-way valve interface 16a; Second three-way valve interface 16b; Third three-way valve interface 16c;

[0055] Heat exchange path 17;

[0056] Temperature control device 500; air duct body 50; first air duct wall 51; second air duct wall 52; ventilation space 53;

[0057] First air duct 501; Second air duct 502; Third air duct 503; Fourth air duct 504;

[0058] Rotary damper 54; First flow channel 505; First fan 55; Second fan 56;

[0059] First mode damper 57; Second mode damper 58; Third mode damper 59. Detailed Implementation

[0060] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0061] The following is for reference. Figures 1-9 A thermal management system 1000 according to an embodiment of the present invention is described. The thermal management system 1000 can be applied to a vehicle, but this application is not limited thereto. The thermal management system 1000 can be applied to other equipment that requires the thermal management system 1000. This application uses the application of the thermal management system 1000 to a vehicle as an example for description.

[0062] like Figure 1As shown, the thermal management system 1000 according to an embodiment of the present invention includes: a first heat exchanger 8, a compressor 1, a first air conditioning heat exchanger 4, and a heat exchange flow path 17. The first heat exchanger 8 has a first heat exchange flow path and a second heat exchange flow path that exchange heat with each other. The compressor 1 has a compressor inlet 1a and a compressor outlet 1b. The first air conditioning heat exchanger 4 has a first interface 4a and a second interface 4b that are connected. The compressor inlet 1a is selectively connected to the first heat exchange interface 8a or the first interface 4a of the first heat exchange flow path, the compressor outlet 1b is selectively connected to the first heat exchange interface 8a or the first interface 4a, and the second interface 4b is selectively connected to the second heat exchange interface 8b of the first heat exchange flow path.

[0063] The heat exchange flow path 17 has a second air conditioning heat exchanger 9, a radiator 13 and a drive pump 14. The second air conditioning heat exchanger 9 has a third interface 9a and a fourth interface 9b that are connected. The radiator 13 has a radiator inlet 13a and a radiator outlet 13b. The third interface 9a is selectively connected to the third heat exchange interface 8c of the second heat exchange flow path or the radiator outlet 13b. The fourth interface 9b is selectively connected to the radiator inlet 13a or the fourth heat exchange interface 8d of the second heat exchange flow path. The radiator inlet 13a is also selectively connected to the third heat exchange interface 8c. The drive pump 14 is used to drive the heat exchange medium to flow in the heat exchange flow path 17.

[0064] Specifically, the first heat exchanger 8 can be configured as a chilled water heat exchanger. The chilled water heat exchanger has a first heat exchange channel and a second heat exchange channel that exchange heat with each other but are not connected, so that the heat exchange medium in the first heat exchange channel and the heat exchange medium in the second heat exchange channel exchange heat with each other. The heat exchange medium in the first heat exchange channel can be a chilled medium, and the heat exchange medium in the second heat exchange channel can be a coolant.

[0065] like Figure 4 and Figure 5 As shown, the first air conditioning heat exchanger 4 is adapted to be connected to the first heat exchange channel so that when the heat exchange medium (refrigerant) flows through the first air conditioning heat exchanger 4, the heat exchange medium (refrigerant) exchanges heat with the air. The heat exchange medium (refrigerant) can release heat to the air or absorb heat from the air. Alternatively, when the temperature of the heat exchange medium (refrigerant) flowing through the first air conditioning heat exchanger 4 is higher than the air temperature, the heat exchange medium (refrigerant) flowing through the first air conditioning heat exchanger 4 transfers heat to the air, achieving the effect of heat release by the heat exchange medium (refrigerant), thereby lowering the temperature of the heat exchange medium (refrigerant) and raising the temperature of the air. Or, when the temperature of the heat exchange medium (refrigerant) flowing through the first air conditioning heat exchanger 4 is lower than the air temperature, the air can transfer heat to the heat exchange medium (refrigerant) flowing through the first air conditioning heat exchanger 4, achieving the effect of heat absorption by the heat exchange medium (refrigerant), thereby raising the temperature of the heat exchange medium (refrigerant) and lowering the temperature of the air.

[0066] like Figure 4 and Figure 5 As shown, the second air conditioning heat exchanger 9 is adapted to be connected to the second heat exchange channel. When the heat exchange medium (coolant) flows through the second air conditioning heat exchanger 9, the heat exchange medium (coolant) exchanges heat with the air. The heat exchange medium (coolant) can release heat to the air, or the heat exchange medium (coolant) can absorb heat from the air. Alternatively, when the temperature of the heat exchange medium (coolant) flowing through the second air conditioning heat exchanger 9 is higher than the air temperature, the heat exchange medium (coolant) flowing through the second air conditioning heat exchanger 9 transfers heat to the air, achieving the effect of heat release by the heat exchange medium (coolant), thereby lowering the temperature of the heat exchange medium (coolant) and raising the temperature of the air. Or, when the temperature of the heat exchange medium (coolant) flowing through the second air conditioning heat exchanger 9 is lower than the air temperature, the air transfers heat to the heat exchange medium (coolant) flowing through the second air conditioning heat exchanger 9, achieving the effect of heat absorption by the heat exchange medium (coolant), thereby raising the temperature of the heat exchange medium (coolant) and lowering the temperature of the air.

[0067] like Figure 4 and Figure 5 As shown, the radiator 13 is adapted to communicate with the second heat exchange channel so that when the heat exchange medium (coolant) flows through the radiator 13, the heat exchange medium (coolant) can release heat to the air or absorb heat from the air, achieving the effect of heat exchange between the heat exchange medium (coolant) flowing through the radiator 13 and the air. Alternatively, when the temperature of the heat exchange medium (coolant) flowing through the radiator 13 is higher than the air temperature, the heat exchange medium (coolant) flowing through the radiator 13 transfers heat to the air, achieving the effect of heat release by the heat exchange medium (coolant), thereby lowering the temperature of the heat exchange medium (coolant); or, when the temperature of the heat exchange medium (coolant) flowing through the radiator 13 is lower than the air temperature, the air transfers heat to the heat exchange medium (coolant) flowing through the radiator 13, achieving the effect of heat absorption by the heat exchange medium (coolant), thereby raising the temperature of the heat exchange medium (coolant).

[0068] like Figure 4 and Figure 5 As shown, compressor 1 is adapted to be connected to the first heat exchange channel. Compressor 1 is used to compress the heat exchange medium (refrigerant). The heat exchange medium (refrigerant) flows into compressor 1 from compressor inlet 1a and flows out of compressor 1 from compressor outlet 1b after being compressed by compressor 1, so that the heat exchange medium (refrigerant) flows between compressor 1 and the first heat exchange channel, so that the heat exchange medium (refrigerant) can flow into the first air conditioning heat exchanger 4 for heat exchange.

[0069] like Figure 4 and Figure 5As shown, the drive pump 14 can be configured as a water pump. The drive pump 14 is adapted to communicate with the second heat exchange channel. The drive pump 14 is used to drive the heat exchange medium (coolant) to flow, so that the heat exchange medium (coolant) flows between the drive pump 14 and the second heat exchange channel, so that the heat exchange medium (refrigerant) can flow into the second air conditioning heat exchanger 9 and the radiator 13 for heat exchange.

[0070] Furthermore, such as Figure 2 and Figure 3 As shown, the thermal management system 1000 may further include a temperature control device 500, which includes a duct body 50, a first duct wall 51, and a second duct wall 52. The duct body 50 defines a ventilation space 53. The first duct wall 51 and the second duct wall 52 are disposed within the ventilation space 53, such that the first duct wall 51 defines a first duct 501 and a second duct 502 within the ventilation space 53, and the second duct wall 52 defines a third duct 503 and a fourth duct 504 within the ventilation space 53.

[0071] Furthermore, such as Figure 2 and Figure 3 As shown, the temperature control device 500 may further include a rotatable rotary damper 54, one end of which is rotatably connected to the first air duct wall 51, and the other end of which is selectively connected to the second air duct wall 52 or the air duct body 50. Figure 2 As shown, when the other end of the rotary damper 54 is connected to the second duct wall 52, that is, when the rotary damper 54 is opened to point A, as shown... Figure 3 As shown, when the other end of the rotating damper 54 is connected to the air duct body 50, that is, when the rotating damper 54 is opened to point B, it should be noted that in the following description, when the rotating damper 54 is opened to point A, it is the temperature control air duct A mode, and when the rotating damper 54 is opened to point B, it is the temperature control air duct B mode.

[0072] Furthermore, such as Figure 2 As shown, in temperature-controlled air duct mode A, the first air duct 501 and the third air duct 503 are connected, the second air duct 502 and the fourth air duct 504 are connected, the first air duct 501 and the third air duct 503 are connected to form the first flow channel 505, the second air duct 502 and the fourth air duct 504 are connected to form the second flow channel, and the first flow channel 505 and the second flow channel are not connected. Figure 3 As shown, in temperature-controlled air duct mode B, the rotating damper 54 blocks the second air duct 502, and the first air duct 501, the third air duct 503 and the fourth air duct 504 are connected.

[0073] Furthermore, such as Figure 2 and Figure 3As shown, the temperature control device 500 may further include a first fan 55 and a second fan 56. The first fan 55 is disposed in the first air duct 501, and the second fan 56 is disposed in the second air duct 502. When the first fan 55 and the second fan 56 are working, both the first fan 55 and the second fan 56 can drive airflow in the ventilation space 53. For example, the first fan 55 can drive air outside the temperature control device 500 to flow from the first air duct 501 into the ventilation space 53.

[0074] Furthermore, such as Figure 2 and Figure 3 As shown, the temperature control device 500 may further include a first mode damper 57, a second mode damper 58, and a third mode damper 59. The first mode damper 57 is located in the first air duct 501 and can be selectively opened or closed to selectively connect the first air duct 501 to the outside of the temperature control device 500. The second mode damper 58 is located in the third air duct 503 and can be selectively opened or closed to selectively connect the second mode damper 58 to the outside of the temperature control device 500. The third mode damper 59 is located in the fourth air duct 504 and can be selectively opened or closed to selectively connect the third mode damper 59 to the outside of the temperature control device 500. It should be noted that the first mode damper 57, the second mode damper 58, and the third mode damper 59 each have three connection modes, including: internal circulation mode, external circulation mode, and closed mode.

[0075] In the internal circulation mode, the first mode damper 57, the second mode damper 58, and the third mode damper 59 are in the open state. The first mode damper 57, the second mode damper 58, and the third mode damper 59 are suitable for communicating with the interior of the vehicle passenger compartment, so as to achieve the effect of communicating the ventilation space 53 with the vehicle passenger compartment. This allows the air in the vehicle passenger compartment to flow into the ventilation space 53 along the first air duct 501, the third air duct 503, and the fourth air duct 504, respectively, or the air in the ventilation space 53 to flow into the vehicle passenger compartment along the first air duct 501, the third air duct 503, and the fourth air duct 504, respectively.

[0076] In external circulation mode, the first mode damper 57, the second mode damper 58, and the third mode damper 59 are in the open state. The first mode damper 57, the second mode damper 58, and the third mode damper 59 are suitable for communicating with the environment, so that the ventilation space 53 can communicate with the environment, allowing air in the environment to flow into the ventilation space 53 along the first air duct 501, the third air duct 503, and the fourth air duct 504 respectively, or air in the ventilation space 53 can flow into the environment through the first air duct 501, the third air duct 503, and the fourth air duct 504 respectively.

[0077] In the closed mode, the first mode damper 57, the second mode damper 58, and the third mode damper 59 are closed. Air in the vehicle passenger compartment and the environment cannot flow into the ventilation space 53 from the first air duct 501, the third air duct 503, and the fourth air duct 504, or air in the ventilation space 53 cannot flow into the vehicle passenger compartment and the environment from the first mode damper 57, the second mode damper 58, and the third mode damper 59.

[0078] Furthermore, the second air duct 502 is normally open and is connected to the vehicle passenger compartment, so that air in the vehicle passenger compartment can flow into the ventilation space 53 along the second air duct 502, or air in the ventilation space 53 can flow into the vehicle passenger compartment along the second air duct 502.

[0079] Furthermore, the first air conditioning heat exchanger 4 is disposed in the fourth air duct 504 so that the air flowing through the fourth air duct 504 comes into contact with the first air conditioning heat exchanger 4, thereby achieving the effect of heat exchange between the first air conditioning heat exchanger 4 and the air. The second air conditioning heat exchanger 9 is disposed in the first air duct 501, and the second air conditioning heat exchanger 9 is spaced apart from the first mode damper 57. The first fan 55 is disposed between the second air conditioning heat exchanger 9 and the first mode damper 57 so that the first fan 55 can drive air to flow through the second air conditioning heat exchanger 9, thereby achieving the effect of heat exchange between the second air conditioning heat exchanger 9 and the air.

[0080] Please combine Figure 1 and Figure 2 as well as Figure 3 As shown, according to the thermal management system 1000 of this application, by selectively connecting multiple devices in the thermal management system 1000 and cooperating with the first air conditioning heat exchanger 4, the second air conditioning heat exchanger 9 and the temperature control device 500, the thermal management system 1000 can have multiple working modes, including: occupant cabin cooling mode and occupant cabin heating mode.

[0081] Crew cabin cooling mode: such as Figure 2 As shown, when the thermal management system 1000 is in passenger cabin cooling mode, the temperature control device 500 is in temperature control duct A mode, the first mode damper 57 and the second mode damper 58 are in closed mode, the third mode damper 59 can be in internal circulation mode or external circulation mode, the first fan 55 is off, and the second fan 56 is on. Therefore, when the thermal management system 1000 is in passenger cabin cooling mode, the first flow channel 505 is in a closed state, preventing air from flowing into or out of the first flow channel 505. This prevents the second air conditioning heat exchanger 9, located in the first air duct 501, from exchanging heat with the air. In other words, when the thermal management system 1000 is in passenger cabin cooling mode, the heat exchange medium (coolant) only flows through the second air conditioning heat exchanger 9, and the heat exchange medium (coolant) flowing through the second air conditioning heat exchanger 9 does not exchange heat with the air.

[0082] When the second flow channel is in a connected state and the second fan 56 is operating, the second fan 56 drives air to flow into the second flow channel through the third mode damper 59, thereby driving air to flow into the vehicle's passenger compartment along the second air duct 502. Furthermore, when the air flows into the second flow channel through the third mode damper 59, it comes into contact with the first air conditioning heat exchanger 4 located in the fourth air duct 504, achieving heat exchange between the air and the heat exchange medium (refrigerant) flowing through the first air conditioning heat exchanger 4. It should be noted that the third mode damper 59 can be selected as either an internal or external circulation mode according to user needs.

[0083] like Figure 4 As shown, when the thermal management system 1000 is in passenger cabin cooling mode, the compressor outlet 1b is connected to the first heat exchange interface 8a, achieving the effect of connecting the compressor 1 to the first heat exchanger 8. The second heat exchange interface 8b is connected to the second interface 4b, achieving the effect of connecting the first heat exchanger 8 to the first air conditioning heat exchanger 4. Furthermore, the first interface 4a is connected to the compressor inlet 1a, achieving the effect of connecting the first air conditioning heat exchanger 4 to the compressor 1. Thus, when the thermal management system 1000 is in passenger cabin cooling mode, the compressor 1, the first heat exchange channel of the first heat exchanger 8, and the first air conditioning heat exchanger 4 are sequentially connected to form a closed-loop first refrigeration flow path, so that the heat exchange medium (refrigerant) flows along the first refrigeration flow path, thereby achieving the effect of the heat exchange medium (refrigerant) flowing through the first air conditioning heat exchanger 4 and exchanging heat with the air.

[0084] Furthermore, such as Figure 4 As shown, when the thermal management system 1000 is in passenger cabin cooling mode, the third heat exchange interface 8c is connected to the third interface 9a, achieving the effect of connecting the first heat exchanger 8 and the second air conditioning heat exchanger 9. The fourth interface 9b is connected to the radiator inlet 13a, achieving the effect of connecting the second air conditioning heat exchanger 9 and the radiator 13. Furthermore, the radiator outlet 13b is connected to the fourth heat exchange interface 8d, achieving the effect of connecting the radiator 13 and the first heat exchanger 8. Thus, when the thermal management system 1000 is in passenger cabin cooling mode, in the heat exchange flow path 17, the second heat exchange channel of the first heat exchanger 8, the second air conditioning heat exchanger 9, and the radiator 13 are sequentially connected to form a closed-loop second refrigeration flow path, so that the heat exchange medium (coolant) flows along the second refrigeration flow path, allowing the heat exchange medium (coolant) to exchange heat with the air when flowing through the second air conditioning heat exchanger 9.

[0085] Furthermore, in the first refrigeration flow path, the heat exchange medium (refrigerant) is compressed from the compressor 1 to ensure that the heat exchange medium (refrigerant) flowing out of the compressor 1 from the compressor outlet 1b is at a high temperature. Along the first refrigeration flow path, the heat exchange medium (refrigerant) flows from the first heat exchange interface 8a into the first heat exchange channel, so that the heat exchange medium (refrigerant) in the first heat exchange channel exchanges heat with the heat exchange medium (coolant) in the second heat exchange channel. This allows the heat of the heat exchange medium (refrigerant) in the first heat exchange channel to be transferred to the heat exchange medium (coolant) in the second heat exchange channel, causing the heat exchange medium (refrigerant) in the first heat exchange channel to release heat and the heat exchange medium (coolant) in the second heat exchange channel to absorb heat. This achieves the effect of lowering the temperature of the heat exchange medium (refrigerant) in the first heat exchange channel and raising the temperature of the heat exchange medium (coolant) in the second heat exchange channel.

[0086] Furthermore, the heat exchange medium (refrigerant) after being heated in the first heat exchange channel flows out of the first heat exchanger 8 from the second heat exchange port 8b, and flows into the first air conditioning heat exchanger 4 from the second port 4b along the first refrigeration flow path. This achieves the effect of delivering the lower-temperature heat exchange medium (refrigerant) to the first air conditioning heat exchanger 4. When the heat exchange medium (refrigerant) flows through the first air conditioning heat exchanger 4, it absorbs heat from the air, so that the temperature of the heat exchange medium (refrigerant) flowing out of the first air conditioning heat exchanger 4 from the first port 4a is higher than the temperature of the heat exchange medium (refrigerant) flowing into the first air conditioning heat exchanger 4 from the second port 4b, thus achieving the effect of raising the temperature of the heat exchange medium (refrigerant) and lowering the air temperature. Furthermore, the heat exchange medium (refrigerant) after being heated in the first air conditioning heat exchanger 4 flows into the compressor 1 from the compressor inlet 1a, thus achieving the effect of circulating the heat exchange medium (refrigerant) along the first refrigeration flow path.

[0087] It should be noted that when the heat exchange medium (refrigerant) absorbs heat and evaporates, it can evaporate to form a gaseous state. The heat exchange medium (refrigerant) can completely evaporate from a liquid state to a liquid state, or it can only partially evaporate to form a gaseous state.

[0088] As described above, when the heat exchange medium (coolant) flows through the second heat exchange channel, the heat exchange medium (coolant) in the second heat exchange channel absorbs the heat from the heat exchange medium (refrigerant) in the first heat exchange channel, thereby raising the temperature of the heat exchange medium (coolant).

[0089] Furthermore, such as Figure 4 As shown, along the second refrigeration flow path, the heat exchange medium (coolant) flows into the second air conditioning heat exchanger 9 from the third interface 9a. Since the passenger compartment is in refrigeration mode at this time, the heat exchange medium (coolant) does not exchange heat with the air when flowing through the second air conditioning heat exchanger 9, so that the temperature remains unchanged or almost unchanged when flowing through the second air conditioning heat exchanger 9.

[0090] Furthermore, since the second air conditioning heat exchanger 9 is connected to the radiator 13, the heat exchange medium (coolant) flowing out of the second air conditioning heat exchanger 9 from the fourth interface 9b flows into the radiator 13 from the radiator inlet 13a. When the heat exchange medium (coolant) flows through the radiator 13, the heat exchange medium (coolant) with a higher temperature transfers heat to the air, achieving the effect of heat release by the heat exchange medium (coolant), thereby reducing the temperature of the heat exchange medium (coolant) flowing through the radiator 13. The heat exchange medium (coolant) with a lower temperature flows along the second refrigeration flow path to the first heat exchanger 8. The heat exchange medium (coolant) flows into the second heat exchange channel from the fourth heat exchange interface 8d, thereby achieving the effect of heat exchange between the second heat exchange channel and the first heat exchange channel.

[0091] In summary, when the thermal management system 1000 is in passenger compartment cooling mode, the heat exchange medium (refrigerant) absorbs heat as it flows through the first air conditioning heat exchanger 4, causing the air to flow into the fourth air duct 504 from the third mode damper 59, thereby reducing the air temperature. The cooled air then flows into the vehicle passenger compartment along the second air duct 502, achieving the effect of cooling the vehicle passenger compartment.

[0092] Crew cabin heating modes: such as Figure 2 As shown, when the thermal management system 1000 is in passenger cabin heating mode, the temperature control device 500 is in temperature control duct A mode, the first mode damper 57 and the second mode damper 58 are in closed mode, the third mode damper 59 can be in internal circulation mode or external circulation mode, the first fan 55 is off, and the second fan 56 is on. Therefore, when the thermal management system 1000 is in passenger cabin heating mode, the first flow channel 505 is closed, preventing air from flowing into or out of the temperature control device 500. This prevents the second air conditioning heat exchanger 9 located in the first air duct 501 from exchanging heat with the air. Alternatively, when the thermal management system 1000 is in passenger cabin cooling mode, the heat exchange medium (coolant) only flows through the second air conditioning heat exchanger 9, and the heat exchange medium (coolant) flowing through the second air conditioning heat exchanger 9 does not exchange heat with the air.

[0093] When the second flow channel is in a connected state and the second fan 56 is operating, the second fan 56 drives air to flow into the second flow channel through the third mode damper 59, achieving the effect of driving air to flow into the vehicle passenger compartment along the second air duct 502. Furthermore, when the air flows into the second flow channel through the third mode damper 59, the air comes into contact with the first air conditioning heat exchanger 4 located in the fourth air duct 504, achieving the effect of heat exchange between the air and the heat exchange medium (refrigerant) flowing through the first air conditioning heat exchanger 4. It should be noted that the third mode damper 59 can be selected as either an internal circulation mode or an external circulation mode according to the user's needs.

[0094] like Figure 5 As shown, when the thermal management system 1000 is in passenger compartment heating mode, the compressor outlet 1b is connected to the first interface 4a, achieving the effect of connecting the compressor 1 and the first air conditioning heat exchanger 4. The second interface 4b is connected to the second heat exchange interface 8b, achieving the effect of connecting the first air conditioning heat exchanger 4 and the first heat exchanger 8. Furthermore, the first heat exchange interface 8a is connected to the compressor inlet 1a, achieving the effect of connecting the first air conditioning heat exchanger 4 and the compressor 1. Thus, when the thermal management system 1000 is in passenger compartment heating mode, the first heat exchange channels of the compressor 1, the first air conditioning heat exchanger 4, and the first heat exchanger 8 are sequentially connected to form a closed-loop first heating flow path, so that the heat exchange medium (refrigerant) flows along the first heating flow path, allowing the heat exchange medium (refrigerant) to exchange heat with the air when flowing through the first air conditioning heat exchanger 4.

[0095] Furthermore, such as Figure 5 As shown, when the thermal management system 1000 is in passenger cabin heating mode, the third heat exchange interface 8c is connected to the radiator inlet 13a, achieving the effect of connecting the first heat exchanger 8 and the radiator 13. The radiator outlet 13b is connected to the third interface 9a, achieving the effect of connecting the radiator 13 and the second air conditioning heat exchanger 9. Furthermore, the fourth interface 9b is connected to the fourth heat exchange interface 8d, achieving the effect of connecting the second air conditioning heat exchanger 9 and the first heat exchanger 8. Thus, when the thermal management system 1000 is in passenger cabin heating mode, in the heat exchange flow path 17, the second heat exchange channel of the first heat exchanger 8, the radiator 13, and the second air conditioning heat exchanger 9 are sequentially connected to form a closed-loop second heating flow path, achieving the effect of heat exchange medium (coolant) exchanging heat with the air when flowing through the second air conditioning heat exchanger 9.

[0096] Furthermore, in the first heating flow path, the heat exchange medium (refrigerant) is compressed from the compressor 1 to make the heat exchange medium (refrigerant) flowing out of the compressor 1 from the compressor outlet 1b at a high temperature. The heat exchange medium (refrigerant) flows into the first air conditioning heat exchanger 4 from the first interface 4a, thereby achieving the effect of delivering the heat exchange medium (refrigerant) at a higher temperature to the first air conditioning heat exchanger 4. When the heat exchange medium (refrigerant) flows through the first air conditioning heat exchanger 4, the heat exchange medium (refrigerant) releases heat to the air, thereby achieving the effect of raising the air temperature and lowering the temperature of the heat exchange medium (refrigerant).

[0097] Furthermore, the heat exchange medium (refrigerant) after heat exchange in the first air conditioning heat exchanger 4 flows into the first heat exchange channel from the second heat exchange interface 8b, so that the heat exchange medium (refrigerant) in the first heat exchange channel exchanges heat with the heat exchange medium (coolant) in the second heat exchange channel. The heat exchange medium (refrigerant) in the first heat exchange channel absorbs heat from the heat exchange medium (coolant) in the second heat exchange channel. The heat exchange medium (refrigerant) in the first heat exchange channel absorbs heat, and the heat exchange medium (coolant) in the second heat exchange channel releases heat, thereby achieving the effect of raising the temperature of the heat exchange medium (refrigerant) in the first heat exchange channel and lowering the temperature of the heat exchange medium (coolant) in the second heat exchange channel.

[0098] As described above, when the heat exchange medium (coolant) flows through the second heat exchange channel, it releases heat to the heat exchange medium (refrigerant) in the first heat exchange channel, thereby reducing the temperature of the heat exchange medium (coolant). Further, along the second heating flow path, the heat exchange medium (coolant) flows into the radiator 13 from the radiator inlet 13a, so that when the heat exchange medium (coolant) flows through the radiator 13, the cooler heat exchange medium absorbs heat from the air, achieving the effect of heat absorption and thus raising the temperature of the heat exchange medium (coolant) flowing through the radiator 13. The cooler heat exchange medium flows along the second cooling flow path to the second air conditioning heat exchanger 9 and flows into the second air conditioning heat exchanger 9 from the third interface 9a. Since this is the passenger compartment heating mode, the heat exchange medium (coolant) does not exchange heat with the air when flowing through the second air conditioning heat exchanger 9, so that the temperature remains constant or almost constant when flowing through the second air conditioning heat exchanger 9.

[0099] Furthermore, since the second air conditioning heat exchanger 9 is connected to the first heat exchanger 8, the heat exchange medium (coolant) flowing out of the second air conditioning heat exchanger 9 from the fourth interface 9b flows into the second heat exchange channel from the fourth heat exchange interface 8d, thereby achieving the effect of heat exchange between the second heat exchange channel and the first heat exchange channel.

[0100] In summary, when the thermal management system 1000 is in passenger compartment heating mode, the heat exchange medium (refrigerant) releases heat when it flows through the first air conditioning heat exchanger 4, causing the air to flow into the fourth air duct 504 from the third mode damper 59, thus raising the air temperature. The heated air then flows into the vehicle passenger compartment along the second air duct 502, achieving the effect of heating the vehicle passenger compartment.

[0101] Therefore, according to the thermal management system 1000 of this application, by applying the heat of the heat exchange medium (refrigerant) flowing through the first air conditioning heat exchanger 4 to the vehicle passenger compartment, the vehicle passenger compartment is cooled or heated. This helps to simplify the structure of the thermal management system 1000, improve the cooling or heating effect of the vehicle passenger compartment, and also helps to reduce the weight of the thermal management system 1000 due to the simplified structure of the thermal management system 1000.

[0102] In some embodiments of the present invention, such as Figure 1 As shown, the thermal management system 1000 may further include: a first control valve 2, which may be configured as a four-way valve. The first control valve 2 has a first valve port 2a, a second valve port 2b, a third valve port 2c, and a fourth valve port 2d. The first valve port 2a is selectively connected to either the second valve port 2b or the third valve port 2c, and the fourth valve port 2d is selectively connected to either the second valve port 2b or the third valve port 2c. The first valve port 2a is connected to the first port 4a, the second valve port 2b is connected to the compressor outlet 1b, the third valve port 2c is connected to the compressor inlet 1a, and the fourth valve port 2d is connected to the first heat exchange port 8a.

[0103] Furthermore, such as Figure 4 As shown, when the thermal management system 1000 is in the passenger compartment cooling mode, the first valve interface 2a is connected to the third valve interface 2c, and the second valve interface 2b is connected to the fourth valve interface 2d. This allows the heat exchange medium (refrigerant) to flow from the compressor outlet 1b out of the compressor 1, while flowing from the second valve interface 2b into the first control valve 2 and out of the first control valve 2 from the fourth valve interface 2d. This allows the heat exchange medium (refrigerant) flowing out of the compressor 1 to flow along the first refrigeration flow path to the first heat exchanger 8, so that the heat exchange medium (refrigerant) can exchange heat through the first heat exchanger 8, and after heat exchange through the first heat exchanger 8, the heat exchange medium (refrigerant) can flow along the first refrigeration flow path to the first air conditioning heat exchanger 4 for heat exchange.

[0104] Furthermore, the heat exchange medium (refrigerant) after heat exchange in the first air conditioning heat exchanger 4 flows into the first control valve 2 from the first valve port 2a. Through the first control valve 2, the heat exchange medium (refrigerant) flows from the third valve port 2c to the compressor inlet 1a, thereby achieving the effect of the heat exchange medium (refrigerant) flowing along the first refrigeration flow path, and thus achieving the effect of the refrigeration mode of the thermal management system 1000.

[0105] Furthermore, such as Figure 5As shown, when the thermal management system 1000 is in passenger compartment heating mode, the first valve port 2a is connected to the second valve port 2b, and the third valve port 2c is connected to the fourth valve port 2d. This allows the heat exchange medium (refrigerant) to flow from the compressor outlet 1b out of the compressor 1 and then through the first control valve 2, flow from the first valve port 2a along the second refrigeration flow path to the first air conditioning heat exchanger 4. As the heat exchange medium (refrigerant) flows through the first air conditioning heat exchanger 4, it undergoes heat exchange. After heat exchange in the first air conditioning heat exchanger 4, the heat exchange medium (refrigerant) flows along the second refrigeration flow path to the first heat exchanger 8. The heat exchange medium (refrigerant) flows from the second heat exchange port 8b into the first heat exchange channel, where it undergoes heat exchange.

[0106] Furthermore, the heat exchange medium (refrigerant) after heat exchange in the first heat exchanger 8 flows along the second refrigeration flow path to the first control valve 2. The heat exchange medium (refrigerant) flows into the first control valve 2 from the fourth valve port 2d and flows out of the first control valve 2 from the third valve port 2c, so that the heat exchange medium (refrigerant) flowing out of the first control valve 2 flows along the second refrigeration flow path to the compressor 1, so that the heat exchange medium (refrigerant) flows into the compressor 1 from the compressor inlet 1a, thereby achieving the effect of the heat exchange medium (refrigerant) flowing along the first heating flow path, and thus realizing the heating mode of the thermal management system 1000.

[0107] Therefore, by setting a first control valve 2 in the thermal management system 1000 and changing the connection method between the first control valve 2 having a first valve interface 2a, a second valve interface 2b, a third valve interface 2c and a fourth valve interface 2d, the thermal management system 1000 can achieve the effect of having multiple working modes, and the structure of the thermal management system 1000 is simplified, which is conducive to reducing the quality of the thermal management system.

[0108] In some embodiments of the present invention, such as Figure 1 As shown, the thermal management system 1000 may further include a gas-liquid separator 3, which is connected between the third valve port 2c and the compressor inlet 1a. Furthermore, since the heat exchange medium (refrigerant) can evaporate to form a gaseous state during the heat absorption process, or it can completely evaporate from a liquid state to a liquid state, or only partially evaporate to form a gaseous state, the gas-liquid separator 3 is used to separate the gaseous and liquid heat exchange medium (refrigerant). By connecting the gas-liquid separator 3 to the third valve port 2c and the compressor inlet 1a, the gaseous heat exchange medium (refrigerant) can flow from the compressor inlet 1a into the compressor 1 for compression, while the liquid heat exchange medium (refrigerant) is stored within the gas-liquid separator 3, thereby ensuring the operational stability of the compressor 1.

[0109] Furthermore, when the liquid heat exchange medium (refrigerant) stored in the gas-liquid separator 3 is heated again, the heat exchange medium (refrigerant) can change from liquid to gas. After the heat exchange medium (refrigerant) changes from liquid to gas, it can flow from the compressor inlet 1a into the compressor 1 for compression processing.

[0110] In some embodiments of the present invention, such as Figure 1 As shown, the thermal management system 1000 may further include: a first expansion valve 6, which is connected between the second heat exchange port 8b and the second port 4b to connect or disconnect the second heat exchange port 8b and the second port 4b. Further, the first expansion valve 6 may be configured as an electronic expansion valve, the opening of which can be infinitely adjusted to achieve the effects of opening and closing the electronic expansion valve, as well as regulating the flow rate of the electronic expansion valve. This allows the heat exchange medium (refrigerant) to selectively pass through the first expansion valve 6, and also achieves the effect of throttling and pressurizing the heat exchange medium (refrigerant) when it flows through the electronic expansion valve.

[0111] By connecting the first expansion valve 6 between the second heat exchange port 8b and the second port 4b, the connection or disconnection between the second heat exchange port 8b and the second port 4b can be controlled, thereby enabling the connection or disconnection between the first air conditioning heat exchanger 4 and the first heat exchanger 8. Furthermore, when the second heat exchange port 8b and the second port 4b are connected, the flow of the heat exchange medium (refrigerant) through the first expansion valve 6 controls and regulates the flow rate of the heat exchange medium (refrigerant), thereby achieving the effect of throttling and pressurizing the heat exchange medium (refrigerant).

[0112] In some embodiments of the present invention, such as Figure 1 As shown, the first valve port 2a is adapted to connect to the heat exchange system 5 of the battery pack, and the second heat exchange port 8b is selectively connected to the heat exchange system 5. Further, as... Figure 4 As shown, when the first valve port 2a is connected to the heat exchange system 5 and the second heat exchange port 8b is connected to the heat exchange system 5, the heat exchange system 5 and the first refrigeration flow path are connected in parallel, so that the heat exchange medium (refrigerant) can flow through the heat exchange system 5, thereby achieving the cooling effect of the heat exchange system 5, so as to reduce the temperature of the heat exchange system 5, achieve the heat dissipation effect of the battery pack, and ensure that the temperature of the battery pack is a suitable temperature.

[0113] Furthermore, such as Figure 5As shown, when the first valve port 2a is connected to the heat exchange system 5 and the second heat exchange port 8b is connected to the heat exchange system 5, the heat exchange system 5 and the first heating flow path can be connected in parallel, so that the heat exchange medium (refrigerant) can flow through the heat exchange system 5, thereby achieving the heating effect of the heat exchange system 5, so as to reduce the rise in system temperature, achieve the effect of battery pack insulation, and ensure that the battery pack temperature is a suitable temperature.

[0114] Therefore, by connecting the first valve port 2a to the heat exchange system 5 and the second heat exchange port 8b to the heat exchange system 5, the thermal management system 1000 can achieve the effects of having a passenger compartment and battery cooling mode and a passenger compartment and battery heating mode, and the thermal management system 1000 can simultaneously cool or heat the vehicle passenger compartment and battery pack.

[0115] Furthermore, since the second heat exchange interface 8b is selectively connected to the heat exchange system 5, when the second heat exchange interface 8b is connected to the heat exchange system 5, the heat exchange system 5 is connected in parallel with the first refrigeration flow path or the first heating flow path. When the second heat exchange interface 8b is disconnected from the heat exchange system 5, the heat exchange system 5 is disconnected from the first refrigeration flow path or the first heating flow path, thereby achieving the effect of selective connection between the heat exchange system 5 and the first refrigeration flow path or the first heating flow path. This allows for switching between the occupant cabin cooling mode and the occupant cabin and battery cooling mode, as well as switching between the occupant cabin heating mode and the occupant cabin and battery heating mode.

[0116] In some embodiments of the present invention, such as Figure 1 As shown, the thermal management system 1000 may further include a second expansion valve 7, which is connected between the second heat exchange interface 8b and the heat exchange system 5. Further, the second expansion valve 7 may be configured as an electronic expansion valve, the opening of which can be infinitely adjusted, thereby achieving the effects of opening and closing the electronic expansion valve, and regulating its flow rate. This allows the heat exchange medium (refrigerant) to selectively pass through the second expansion valve 7, and also achieves the effect of throttling and pressurizing the heat exchange medium (refrigerant) as it flows through the electronic expansion valve. By connecting the second expansion valve 7 between the second heat exchange interface 8b and the heat exchange system 5, the second heat exchange interface 8b can be selectively connected to the heat exchange system 5. This allows the heat exchange system 5 to selectively connect to either the first refrigeration flow path or the first heating flow path, enabling switching between the occupant cabin cooling mode and the occupant cabin and battery cooling mode, and between the occupant cabin heating mode and the occupant cabin and battery heating mode.

[0117] Furthermore, when the second heat exchange port 8b is connected to the heat exchange system 5, the heat exchange medium (refrigerant) flows through the second expansion valve 7, thereby controlling and regulating the flow rate of the heat exchange medium (refrigerant), and thus achieving the effect of throttling and pressurizing the heat exchange medium (refrigerant).

[0118] In some embodiments of the present invention, such as Figure 1 As shown, the drive pump 14 has a drive pump inlet 14a and a drive pump outlet 14b. The drive pump inlet 14a is connected to the fourth interface 9b, and the drive pump outlet 14b is selectively connected to either the radiator inlet 13a or the fourth heat exchange interface 8d. Further, the drive pump 14 can be configured as a water pump, used to drive the flow of the heat exchange medium (coolant). Figure 4 and Figure 6 As shown, when the thermal management system 1000 is in occupant cabin cooling mode and occupant cabin and battery cooling mode, the drive pump outlet 14b is connected to the radiator inlet 13a, so that the drive pump 14 is connected to the radiator 13, so that the drive pump 14 drives the heat exchange medium (coolant) to flow to the radiator 13, and so that the drive pump 14 is set in the second cooling flow path, so that the drive pump 14 drives the heat exchange medium (coolant) to flow along the second cooling flow path, thereby achieving the effects of occupant cabin cooling mode and occupant cabin and battery cooling mode.

[0119] Furthermore, such as Figure 5 and Figure 7 As shown, when the thermal management system 1000 is in crew cabin heating mode and crew cabin and battery heating mode, the drive pump outlet 14b is connected to the fourth heat exchange interface 8d, so that the drive pump 14 is connected to the second heat exchange flow channel, so that the drive pump 14 drives the heat exchange medium (coolant) to flow to the first heat exchanger 8, and so that the drive pump 14 is set in the second heating flow path, so that the drive pump 14 drives the heat exchange medium (coolant) to flow along the second heating flow path, thereby realizing the effects of crew cabin heating mode and crew cabin and battery heating mode.

[0120] In some embodiments of the present invention, such as Figure 1 As shown, the heat exchange flow path 17 may also include a second control valve 12 and a third control valve 10.

[0121] The second control valve 12 has a fifth valve interface 12a, a sixth valve interface 12b, a seventh valve interface 12c and an eighth valve interface 12d. The seventh valve interface 12c is selectively connected to either the fifth valve interface 12a or the eighth valve interface 12d, and the eighth valve interface 12d is also selectively connected to the sixth valve interface 12b.

[0122] The third control valve 10 has a ninth valve interface 10a, a tenth valve interface 10b, an eleventh valve interface 10c, and a twelfth valve interface 10d. The ninth valve interface 10a is selectively connected to either the tenth valve interface 10b or the eleventh valve interface 10c. The tenth valve interface 10b is also selectively connected to the twelfth valve interface 10d. The eleventh valve interface 10c is also selectively connected to the twelfth valve interface 10d.

[0123] Specifically, the fifth valve interface 12a is connected to the ninth valve interface 10a, the sixth valve interface 12b is connected to the fourth heat exchange interface 8d, the seventh valve interface 12c is connected to the radiator inlet 13a, the eighth valve interface 12d is connected to the drive pump outlet 14b of the drive pump 14, the tenth valve interface 10b is connected to the third heat exchange interface 8c, the eleventh valve interface 10c is selectively connected to the radiator outlet 13b, and the twelfth valve interface 10d is connected to the third interface 9a.

[0124] Furthermore, such as Figure 4 and Figure 6 As shown, when the thermal management system 1000 is in crew cabin cooling mode or crew cabin and battery cooling mode, the seventh valve interface 12c and the eighth valve interface 12d are connected, and the seventh valve interface 12c is connected to the radiator inlet 13a, and the eighth valve interface 12d is connected to the drive pump outlet 14b, thereby achieving the effect of connecting the drive pump 14 to the radiator 13. The tenth valve interface 10b and the twelfth valve interface 10d are connected, and the tenth valve interface 10b is connected to the third heat exchange interface 8c, and the twelfth valve interface 10d is connected to the third interface 9a, thereby achieving the effect of connecting the second heat exchange channel to the radiator 13.

[0125] When the seventh valve port 12c and the eighth valve port 12d are connected, and the tenth valve port 10b and the twelfth valve port 10d are connected, the second heat exchange channel of the first heat exchanger 8, the second air conditioning heat exchanger 9, the drive pump 14 and the radiator 13 are sequentially connected to form a closed loop second refrigeration flow path, so that the heat exchange medium (coolant) can exchange heat with the air when it flows through the second air conditioning heat exchanger 9, thereby achieving the effect of occupant cabin refrigeration mode or occupant cabin and battery refrigeration mode.

[0126] Furthermore, such as Figure 5 and Figure 7 As shown, when the thermal management system 1000 is in crew cabin heating mode or crew cabin and battery heating mode, the fifth valve interface 12a is connected to the seventh valve interface 12c, the sixth valve interface 12b is connected to the eighth valve interface 12d, the ninth valve interface 10a is connected to the tenth valve interface 10b, and the eleventh valve interface 10c is connected to the twelfth valve interface 10d. This achieves the effect of connecting the drive pump 14 to the second heat exchange channel, connecting the second heat exchange channel to the radiator 13, and connecting the radiator 13 to the second air conditioning heat exchanger 9.

[0127] When the fifth valve interface 12a is connected to the seventh valve interface 12c, the sixth valve interface 12b is connected to the eighth valve interface 12d, the ninth valve interface 10a is connected to the tenth valve interface 10b, and the eleventh valve interface 10c is connected to the twelfth valve interface 10d, the second heat exchange channel of the first heat exchanger 8, the radiator 13, the second air conditioning heat exchanger 9 and the drive pump 14 are connected in sequence to form a closed loop of the second heating flow path. This enables the heat exchange medium (coolant) to exchange heat with the air when it flows through the second air conditioning heat exchanger 9, thereby achieving the effect of the crew cabin heating mode or the crew cabin and battery heating mode.

[0128] Therefore, the thermal management system 1000 according to the present invention, by setting the first control valve 2, the second control valve 12 and the third control valve 10, can achieve the effect of switching between multiple modes of the thermal management system 1000, and is conducive to simplifying the structure of the thermal management system 1000, reducing the overall weight of the thermal management system 1000, improving the efficiency of the thermal management system 1000, and improving the working effect of each mode of the thermal management system 1000.

[0129] In some embodiments of the present invention, such as Figure 1 As shown, the heat exchange flow path 17 may further include a three-way valve 16, which has a first three-way valve interface 16a, a second three-way valve interface 16b, and a third three-way valve interface 16c. The first three-way valve interface 16a is connected to the radiator outlet 13b, the second three-way valve interface 16b is connected to the eleventh valve interface 10c, and the third three-way valve interface 16c is connected to the fourth heat exchange interface 8d.

[0130] Furthermore, the three-way valve 16 can be configured as an electronic three-way valve 16, such as... Figure 4 and Figure 6 As shown, when the thermal management system 1000 is in crew compartment cooling mode and crew compartment and battery cooling mode, the first three-way valve interface 16a is connected to the third three-way valve interface 16c, thereby achieving the effect of connecting the radiator 13 to the second heat exchange channel. Figure 5 and Figure 7 As shown, when the thermal management system 1000 is in crew compartment heating mode and crew compartment and battery heating mode, the first three-way valve interface 16a is connected to the second three-way valve interface 16b, thereby achieving the effect of connecting the radiator 13 and the second air conditioning heat exchanger 9.

[0131] Therefore, by setting a three-way valve 16, with the first three-way valve interface 16a connected to the radiator outlet 13b, the second three-way valve interface 16b connected to the eleventh valve interface 10c, and the third three-way valve interface 16c connected to the fourth heat exchange interface 8d, it is beneficial to achieve the effects of the crew cabin cooling mode, the crew cabin and battery cooling mode, the crew cabin heating mode, and the crew cabin and battery heating mode.

[0132] In some embodiments of the present invention, such as Figure 1 As shown, the heat exchange flow path 17 may further include a liquid replenishment device 15, which is used to replenish liquid into the heat exchange flow path 17. The liquid replenishment device 15 can be configured as an expansion tank, a container for adding and replenishing the heat exchange medium (coolant), thereby achieving the effect of adding and replenishing the heat exchange medium (coolant) into the heat exchange flow path 17. Figure 1 As shown, this application uses the example of a liquid replenishment device 15 installed in the heat exchange flow path 17 for illustration. The liquid replenishment device 15 is used to add and replenish the heat medium (coolant) in the heat exchange flow path 17.

[0133] In some embodiments of the present invention, such as Figure 1 As shown, the heat exchange medium (coolant) in the heat exchange flow path 17 is suitable for flowing through the vehicle's motor module 11 to exchange heat with the motor module 11. Furthermore, the motor module 11 can be configured as the vehicle's drive motor so that the heat exchange medium (coolant) can absorb the heat generated by the drive motor during operation, thereby improving the operational stability of the drive motor.

[0134] Furthermore, such as Figure 4 As shown, one end of the motor module 11 is connected to the fourth interface 9b of the second air conditioning heat exchanger 9, and the other end of the motor module 11 is selectively connected to the radiator inlet 13a of the radiator 13, as shown. Figure 5 As shown, the other end of the motor module 11 can also be selectively connected to the fourth heat exchange interface 8d of the first heat exchanger 8.

[0135] Furthermore, such as Figure 4 and Figure 5 As shown, when the thermal management system 1000 is in passenger compartment cooling mode, passenger compartment and battery cooling mode, or passenger compartment heating mode, or passenger compartment and battery heating mode, the heat exchange medium (coolant) flows out of the second air conditioning heat exchanger 9 from the fourth interface 9b along the second cooling flow path or the second heating flow path, and flows from the second air conditioning heat exchanger 9 to the motor module 11. Since the temperature of the heat exchange medium (coolant) flowing from the second air conditioning heat exchanger 9 to the motor module 11 is relatively low when the thermal management system 1000 is in passenger compartment cooling mode, passenger compartment and battery cooling mode, or passenger compartment heating mode, or passenger compartment and battery heating mode, the heat exchange medium (coolant) can absorb the heat generated by the motor module 11 when it flows through the motor module 11, thereby reducing the temperature of the motor module 11 and helping to ensure that the temperature of the motor module 11 is at a suitable operating temperature.

[0136] In some embodiments of the present invention, please refer to Figure 4 and Figure 8As shown, the thermal management system 1000 can also have a second mode for occupant cabin cooling. Furthermore, as can be seen from the above, if... Figure 4 As shown, when the thermal management system 1000 is in the occupant cabin cooling mode, the heat exchange medium (coolant) flowing from the third heat exchange interface 8c to the second air conditioning heat exchanger 9 has a certain temperature, and the heat exchange medium (coolant) flowing through the second air conditioning heat exchanger 9 flows along the second refrigeration flow path to the motor module 11, so that the heat exchange medium (coolant) continues to absorb the heat of the motor module 11.

[0137] When the vehicle is in a high ambient temperature and operating at low speed or idling, the airflow for heat exchange with the radiator 13 is small, which may result in insufficient heat dissipation from the radiator 13. The radiator 13 may not be able to cool the heat exchange medium (coolant) to a suitable temperature. Furthermore, under low speed or idling conditions, the motor module 11 experiences a low load and generates less heat. The temperature of the heat exchange medium (coolant) flowing through the radiator 13 is likely to be higher than the temperature of the motor module 11. When the temperature of the heat exchange medium (coolant) flowing through the radiator 13 is higher than the temperature of the motor module 11, the heat exchange medium (coolant) after heat exchange with the radiator 13 cannot absorb the heat from the motor module 11, which may cause the motor module 11 to overheat and affect its normal operation. Therefore, under these conditions, the thermal management system 1000 will switch from the passenger compartment cooling mode to the passenger compartment cooling second mode to prevent the high-temperature heat exchange medium (coolant) from affecting the normal operation of the motor module 11.

[0138] Specifically, during the process of switching the cabin cooling mode to the second cabin cooling mode, such as Figure 4 and Figure 8 As shown, in the second control valve 12, the fifth valve interface 12a and the sixth valve interface 12b are disconnected from the occupant cabin cooling mode, and the seventh valve interface 12c and the eighth valve interface 12d are connected. The second control valve 12 then switches to a configuration where the fifth valve interface 12a is connected to the seventh valve interface 12c, and the sixth valve interface 12b is connected to the eighth valve interface 12d. In the third control valve 10, the ninth valve interface 10a and the eleventh valve interface 10c are disconnected from the occupant cabin cooling mode, and the tenth valve interface 10b is connected to the twelfth valve interface 10d. The third control valve 10 then switches to a configuration where the ninth valve interface 10a is connected to the tenth valve interface 10b, and the eleventh valve interface 10c is connected to the twelfth valve interface 10d.

[0139] The heat exchange medium (coolant) in the second heat exchange channel of the first heat exchanger 8 flows to the radiator 13 first, so that the heat exchange medium (coolant) with higher temperature exchanges heat with the air, thereby achieving the effect of reducing the temperature of the heat exchange medium (coolant). Through the three-way valve 16 and the third control valve 10, the cooled heat exchange medium (coolant) is guided to the second air conditioning heat exchanger 9. After passing through the second air conditioning heat exchanger 9, the heat exchange medium (coolant) flows to the motor module 11, so that the heat exchange medium (coolant) with lower temperature absorbs the heat of the motor module 11, thereby effectively reducing the temperature of the motor module 11 and enabling the motor module 11 to work normally. Furthermore, it should be noted that because the load on the motor module 11 is relatively small at this time, the heat generated by the motor module 11 is not large. After the heat exchange medium (coolant) absorbs the heat of the motor module 11, the temperature change of the heat exchange medium (coolant) is not large. Therefore, when the heat exchange medium (coolant) re-enters the second heat exchange channel of the first heat exchanger 8, the influence of the heat exchange medium (coolant) on the heat exchange effect of the first heat exchanger 8 is also small.

[0140] It should be noted that this application only uses the crew cabin cooling mode as an example for illustration. Figure 6 and Figure 8 As shown, when the thermal management system 1000 is in passenger compartment and battery cooling mode, in the above-mentioned situation, the thermal management system 1000 can switch the passenger compartment and battery cooling mode to a second passenger compartment and battery cooling mode. Further, as... Figure 8 and Figure 9 As shown, since the difference between the second refrigeration mode of the crew cabin and the second refrigeration mode of the crew cabin is only whether the heat exchange system 5 is connected in parallel with the first refrigeration flow path, the specific working process of the second refrigeration mode of the crew cabin and the battery will not be described in detail.

[0141] Therefore, when the thermal management system 1000 is in passenger compartment cooling mode or passenger compartment and battery cooling mode, and the temperature of the heat exchange medium (coolant) flowing out from the second heat exchange channel of the first heat exchanger 8 is too high, the thermal management system 1000 can switch the passenger compartment cooling mode to passenger compartment cooling mode 2, and switch the passenger compartment and battery cooling mode to passenger compartment and battery cooling mode 2. This achieves the effect of cooling the heat exchange medium (coolant) flowing out from the second heat exchange channel of the first heat exchanger 8 before it is delivered to the motor module 11, thereby ensuring that the heat exchange medium (coolant) can effectively absorb the heat of the motor module 11 and improve the working stability of the motor module 11.

[0142] In some embodiments of the present invention, please refer to Figure 3 and Figure 4 As shown, the thermal management system 1000 can also have a dehumidification mode and a heating and heat recovery mode.

[0143] Dehumidification mode: such as Figure 3 As shown, when the thermal management system 1000 is in dehumidification mode, the temperature control device 500 is in temperature control duct mode B. The rotary damper 54 is opened to point B. The first mode damper 57 is in internal circulation mode, the second mode damper 58 is in closed mode, and the third mode is in internal circulation mode. The first fan 55 is working, and the second fan 56 is off. Therefore, when the thermal management system 1000 is in dehumidification mode, the second duct 502 is in a closed state, and the first duct 501, the third duct 503, and the fourth duct 504 are connected to allow the second air conditioning heat exchanger 9 installed in the first duct 501 to exchange heat with the air. This can also be understood as the heat exchange medium (coolant) flowing through the second air conditioning heat exchanger 9 in the thermal management system 1000 in dehumidification mode exchanging heat with the air, thus achieving the effect of heat absorption or release of the heat exchange medium (coolant) in the second air conditioning heat exchanger 9.

[0144] Furthermore, since the second mode damper 58 is in the closed mode, when the first fan 55 is working, the first fan 55 drives air to flow from the third mode damper 59 into the fourth flow channel. And since the first mode damper 57 is in the internal circulation mode, under the condition of the first fan 55 being driven, air flows into the first air channel 501 along the fourth air channel 504 and flows out of the temperature regulating device 500 from the first mode damper 57 provided in the first air channel 501, thereby achieving the effect of air flowing back into the vehicle passenger compartment.

[0145] Furthermore, such as Figure 3 As shown, during the process of air flowing through the temperature control device 500, the air first comes into contact with the first air conditioning heat exchanger 4 installed in the fourth air duct 504, so as to achieve the effect of heat exchange between the heat exchange medium (refrigerant) flowing through the first air conditioning heat exchanger 4 and the air. Then, when the air flows through the first air duct 501, the air comes into contact with the second air conditioning heat exchanger 9 installed in the first air duct 501, so as to achieve the effect of heat exchange between the heat exchange medium (coolant) flowing through the second air conditioning heat exchanger 9 and the air.

[0146] Furthermore, when the thermal management system 1000 is in dehumidification mode, such as Figure 4 As shown, the compressor 1, the first heat exchange channel of the first heat exchanger 8, the first expansion valve 6, and the first air conditioning heat exchanger 4 are sequentially connected to form a closed-loop first dehumidification flow path. Furthermore, as... Figure 4As shown, in the heat exchange flow path 17, the second heat exchange channel of the first heat exchanger 8, the second air conditioning heat exchanger 9, the water pump, and the radiator 13 are sequentially connected to form a closed-loop second dehumidification flow path. Since the operation of the first dehumidification flow path is the same as that of the first refrigeration flow path in the passenger cabin cooling mode when the thermal management system 1000 is in dehumidification mode, and the operation of the second dehumidification flow path is the same as that of the second refrigeration flow path in the passenger cabin cooling mode, it can also be understood that the difference between the passenger cabin cooling mode and the dehumidification mode lies only in the control method of the temperature control device 500. Therefore, the specific working process of the first and second dehumidification flow paths will not be described in detail.

[0147] Furthermore, as described above, when the thermal management system 1000 is in dehumidification mode, the heat exchange medium (refrigerant) absorbs heat from the air when flowing through the first air conditioning heat exchanger 4, thus lowering the air temperature. When the heat exchange medium (coolant) flows through the second air conditioning heat exchanger 9, it releases heat to the air, raising the air temperature. Therefore, when air comes into contact with the first air conditioning heat exchanger 4, the heat exchange medium (refrigerant) absorbs heat from the air, causing the water vapor in the air to liquefy, thereby reducing the moisture content in the air and achieving dehumidification.

[0148] Furthermore, as the dehumidified air flows through the second air conditioning heat exchanger 9, the heat exchange medium (coolant) flowing through the second air conditioning heat exchanger 9 releases heat to the air, thereby raising the temperature of the dehumidified air. This ensures that the dehumidified and appropriately sized air is delivered to the vehicle's passenger compartment, improving the user experience. Therefore, according to the thermal management system 1000 of this embodiment, when the thermal management system 1000 is in dehumidification mode, it can utilize the heat from the heat exchange medium (coolant) flowing through the second air conditioning heat exchanger 9 to heat the air. This avoids the need for additional heating devices, simplifies the structure of the thermal management system 1000, reduces its energy consumption, and improves its operational safety.

[0149] Furthermore, since the first dehumidification flow path operates in the same way as the first refrigeration flow path, and the second dehumidification flow path operates in the same way as the second refrigeration flow path, by changing the control mode of the temperature control device 500, the effect of switching between the occupant cabin refrigeration mode and the dehumidification mode can be achieved, as well as the effect of switching between the occupant cabin and the battery refrigeration mode and the dehumidification mode can be achieved, thus achieving the effect of switching between multiple modes.

[0150] Heating and heat recovery mode: When the thermal management system 1000 is in passenger compartment heating mode or passenger compartment and battery heating mode, the control mode of the temperature control device 500 is changed to realize the effect of thermal management system 1000 recovering and utilizing the heat of the air input into the passenger compartment, so as to make the working effect of passenger compartment heating mode or passenger compartment and battery heating mode better.

[0151] Specifically, such as Figure 2 As shown, when the thermal management system 1000 is in heating and heat recovery mode, the temperature control device 500 is in temperature control duct A mode. The rotary damper 54 is opened to point A. The first mode damper 57 is in external circulation mode, the second mode damper 58 is in internal circulation mode, and the third mode damper 59 can be in either internal or external circulation mode. Both the first fan 55 and the second fan 56 are working. Thus, both the first flow channel 505 and the second flow channel are connected to the passenger compartment, allowing air in the passenger compartment to flow into the first flow channel 505 from the second mode damper 58 and into the second flow channel from the third mode damper 59. This enables the air to contact the second air conditioning heat exchanger 9 located in the first air channel 501 and the first air conditioning heat exchanger 4 located in the fourth air channel 504, thereby achieving heat exchange between the air and the second air conditioning heat exchanger 9, as well as between the air and the first air conditioning heat exchanger 4.

[0152] Furthermore, when the thermal management system 1000 is in passenger compartment heating mode or passenger compartment and battery heating mode, the heat exchange medium (refrigerant) releases heat to the air when it flows through the first air conditioning heat exchanger 4, thereby raising the air temperature. When the heat exchange medium (coolant) flows through the second air conditioning heat exchanger 9, it absorbs the heat from the air in the passenger compartment, thus enabling the thermal management system 1000 to recover and utilize the heat from the air in the passenger compartment, thereby raising the temperature of the heat exchange medium (coolant) flowing through the second air conditioning heat exchanger 9. Furthermore, the heated heat exchange medium (coolant) flows from the second air conditioning heat exchanger 9 to the second heat exchange channel of the first heat exchanger 8, thereby increasing the temperature of the heat exchange medium (coolant) in the second heat exchange channel. This improves the heat exchange effect between the heat exchange medium (coolant) in the second heat exchange channel and the heat exchange medium (refrigerant) in the first heat exchange channel, allowing the heat exchange medium (refrigerant) in the first heat exchange channel to absorb more heat. Consequently, when the heat exchange medium (refrigerant) flows through the first air conditioning heat exchanger 4, or through the first air conditioning heat exchanger 4 and the heat exchange system 5, the heat exchange medium (refrigerant) can release more heat into the air and the heat exchange system 5, thereby enhancing the heating effect of the thermal management system 1000 and improving the working effect of the passenger cabin heating mode or the passenger cabin and battery heating mode.

[0153] Therefore, according to the thermal management system 1000 of this application, the thermal management system 1000 may have a passenger compartment cooling mode, a passenger compartment heating mode, a passenger compartment and battery cooling mode, a passenger compartment and battery heating mode, a second passenger compartment cooling mode, a second passenger compartment and battery cooling mode, a dehumidification mode, and a heating heat recovery mode.

[0154] According to an embodiment of the present invention, the vehicle includes the thermal management system 1000 described above.

[0155] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0156] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, characterized in that, include: The first heat exchanger has a first heat exchange channel and a second heat exchange channel that exchange heat with each other. The compressor has a compressor inlet and a compressor outlet; The first air conditioning heat exchanger has a first interface and a second interface connected together. The compressor inlet is selectively connected to the first heat exchange interface or the first interface of the first heat exchange channel. The compressor outlet is selectively connected to the first heat exchange interface or the first interface. The second interface is selectively connected to the second heat exchange interface of the first heat exchange channel. The heat exchange flow path includes a second air conditioning heat exchanger, a radiator, and a drive pump. The second air conditioning heat exchanger has a connected third interface and a fourth interface, the radiator has a radiator inlet and a radiator outlet, the third interface is selectively connected to the third heat exchange interface of the second heat exchange channel or the radiator outlet, the fourth interface is selectively connected to the radiator inlet or the fourth heat exchange interface of the second heat exchange channel, the radiator inlet is also selectively connected to the third heat exchange interface, and the drive pump is used to drive the heat exchange medium to flow in the heat exchange channel. The drive pump has a drive pump inlet and a drive pump outlet. The drive pump inlet is connected to the fourth interface, and the drive pump outlet is selectively connected to the radiator inlet or the fourth heat exchange interface. The heat exchange path also includes: A second control valve has a fifth valve interface, a sixth valve interface, a seventh valve interface, and an eighth valve interface, wherein the seventh valve interface is selectively connected to either the fifth valve interface or the eighth valve interface, and the eighth valve interface is also selectively connected to the sixth valve interface. A third control valve has a ninth valve interface, a tenth valve interface, an eleventh valve interface, and a twelfth valve interface. The ninth valve interface is selectively connected to the tenth valve interface or the eleventh valve interface. The tenth valve interface is also selectively connected to the twelfth valve interface. The eleventh valve interface is also selectively connected to the twelfth valve interface. Specifically, the fifth valve interface is connected to the ninth valve interface, the sixth valve interface is connected to the fourth heat exchange interface, the seventh valve interface is connected to the radiator inlet, the eighth valve interface is connected to the drive pump outlet, the tenth valve interface is connected to the third heat exchange interface, the eleventh valve interface is selectively connected to the radiator outlet, and the twelfth valve interface is connected to the third interface.

2. The vehicle thermal management system according to claim 1, characterized in that, Also includes: A first control valve has a first valve interface, a second valve interface, a third valve interface, and a fourth valve interface. The first valve interface is selectively connected to either the second valve interface or the third valve interface, and the fourth valve interface is selectively connected to either the second valve interface or the third valve interface. The first valve interface is connected to the first interface, the second valve interface is connected to the compressor outlet, the third valve interface is connected to the compressor inlet, and the fourth valve interface is connected to the first heat exchange interface.

3. The vehicle thermal management system according to claim 2, characterized in that, Also includes: A gas-liquid separator is connected between the third valve port and the compressor inlet.

4. The vehicle thermal management system according to claim 1, characterized in that, Also includes: A first expansion valve is connected between the second heat exchange port and the second port to connect or disconnect the second heat exchange port and the second port.

5. The vehicle thermal management system according to claim 2, characterized in that, The first valve interface is adapted to communicate with the heat exchange system of the battery pack, and the second heat exchange interface is selectively communicated with the heat exchange system.

6. The vehicle thermal management system according to claim 5, characterized in that, Also includes: The second expansion valve is connected between the second heat exchange interface and the heat exchange system.

7. The vehicle thermal management system according to claim 1, characterized in that, The heat exchange flow path further includes a three-way valve, which has a first three-way valve interface, a second three-way valve interface and a third three-way valve interface. The first three-way valve interface is connected to the radiator outlet, the second three-way valve interface is connected to the eleventh valve interface, and the third three-way valve interface is connected to the fourth heat exchange interface.

8. The vehicle thermal management system according to any one of claims 1-6, characterized in that, The heat exchange flow path further includes a liquid replenishment device, which is used to replenish liquid into the heat exchange flow path.

9. The vehicle thermal management system according to any one of claims 1-6, characterized in that, The heat exchange medium in the heat exchange path is suitable for flowing through the motor module of the vehicle to exchange heat with the motor module.

10. A vehicle, characterized in that, The thermal management system for a vehicle according to any one of claims 1-9.

Images