Vehicle thermal management system and vehicle

Abstract

This invention discloses a vehicle thermal management system and a vehicle. The vehicle thermal management system includes a first system, which comprises a compressor, a first internal heat exchanger, an external heat exchanger, a second internal heat exchanger, a first throttling element, a second throttling element, and an integrated module. One end of the first internal heat exchanger is connected to an exhaust port. One end of the external heat exchanger is selectively connected to the other end of the first internal heat exchanger via a first pipe, and one end of the external heat exchanger is selectively connected to an intake port via a second pipe. The other end of the external heat exchanger is selectively connected to the other end of the first internal heat exchanger via a third pipe. One end of the second internal heat exchanger is selectively connected to the other end of the external heat exchanger via a fourth pipe, and the other end of the second internal heat exchanger is selectively connected to the intake port via a fifth pipe. The first throttling element is connected in series in the fourth pipe, and the second throttling element is connected in series in the third pipe. The vehicle thermal management system according to this invention has excellent performance.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle thermal management system and a vehicle. Background Technology

[0002] Vehicles in the relevant technologies are equipped with air conditioning systems that can regulate the temperature of the passenger cabin; however, the air conditioning system has limited functionality and performance, which affects the user experience of drivers and passengers. At the same time, the complex piping and cumbersome layout of the entire system make the assembly of the entire system difficult, thereby increasing the difficulty of the entire system's placement in the vehicle. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a vehicle thermal management system, which has multiple operating modes and is easy to simplify assembly and improve assembly efficiency.

[0004] The present invention also proposes a vehicle having the above-mentioned vehicle thermal management system.

[0005] According to a first aspect of the present invention, a vehicle thermal management system includes a first system, the first system comprising: a compressor having an intake port and an exhaust port; a first internal heat exchanger, one end of which is connected to the exhaust port via a refrigerant pipeline; an external heat exchanger, one end of which is selectively connected to the other end of the first internal heat exchanger via a first pipeline, and the one end of which is selectively connected to the intake port via a second pipeline, and the other end of which is selectively connected to the other end of the first internal heat exchanger via a third pipeline; and a second internal heat exchanger, the first... One end of the second internal heat exchanger is selectively connected to the other end of the external heat exchanger via a fourth pipe, and the other end of the second internal heat exchanger is selectively connected to the air intake via a fifth pipe; a first throttling element is connected in series on the fourth pipe; a second throttling element is connected in series on the third pipe; an integrated module is formed within the integrated module, and the first throttling element and the second throttling element are both disposed in the integrated module.

[0006] The vehicle thermal management system according to embodiments of the present invention enriches the working modules of the vehicle thermal management system and improves its performance, which is beneficial to improving the experience of drivers and passengers. At the same time, it facilitates the modular design of the vehicle thermal management system, which is beneficial to improving the assembly efficiency of the vehicle thermal management system. It also facilitates the overall vehicle layout and product assembly, and reduces the cost of the vehicle thermal management system.

[0007] In some embodiments, the integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. At least a portion of the first pipeline, at least a portion of the second pipeline, and at least a portion of the upstream of the third pipeline are all located in the first temperature zone. At least a portion of the downstream of the third pipeline and at least a portion of the downstream of the fourth pipeline are all located in the second temperature zone, and at least a portion of the downstream of the fourth pipeline is located in the third temperature zone.

[0008] In some embodiments, the integrated module has a first slot and a second slot formed thereon, the first slot being located between the first temperature zone and the third temperature zone, and the second slot being located between the first temperature zone and the second temperature zone.

[0009] In some embodiments, the third pipeline and the fourth pipeline have a first common branch, the first common branch having a first end and a second end. The third pipeline further includes a first branch and a second branch. The first branch connects the other end of the first internal heat exchanger and the second end. The second branch connects the first end and the other end of the external heat exchanger. A second throttling element is connected in series on the second branch. The fourth pipeline further includes a third branch and a fourth branch. The third branch connects the one end of the second internal heat exchanger and the first end. The first throttling element is connected in series on the third branch. The fourth branch connects the other end of the external heat exchanger and the second end. A one-way valve is connected in series on the fourth branch. The inlet end of the one-way valve is connected to the other end of the external heat exchanger, and the outlet end of the one-way valve is connected to the second end.

[0010] In some embodiments, the first branch, the second branch, and the third branch are all formed within the integrated module, while the fourth branch and the first shared branch are both located outside the integrated module.

[0011] In some embodiments, the integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. The first branch is located in the first temperature zone, the portions of the second branch and the third branch before the first throttling element are both located in the second temperature zone, and the portion of the third branch after the first throttling element is located in the third temperature zone.

[0012] In some embodiments, the second pipeline and the fifth pipeline have a second common branch, the second common branch having a third end and a fourth end, the fourth end of the second common branch being connected to the air intake, the second pipeline further including a fifth branch, the fifth branch being connected to one end of the external heat exchanger and the third end of the second common branch, the fifth pipeline further including a sixth branch, the sixth branch being connected to the other end of the second internal heat exchanger and the third end of the second common branch.

[0013] In some embodiments, the fifth branch and the sixth branch are both formed within the integrated module, while the second common branch is located outside the integrated module.

[0014] In some embodiments, the integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. The fifth branch is located in the first temperature zone, the upstream portion of the sixth branch is located in the third temperature zone, and the downstream portion of the sixth branch is located in the first temperature zone.

[0015] In some embodiments, the third pipeline and the fourth pipeline have a first common branch, wherein the first common branch is located upstream of the second throttling element on the third pipeline and upstream of the first throttling element on the fourth pipeline. The vehicle thermal management system further includes a first heat exchange device having a first heat exchange flow path and a second heat exchange flow path that exchange heat with each other, wherein the first heat exchange flow path is connected in series on the first common branch and the second heat exchange flow path is connected in series on the second common branch.

[0016] In some embodiments, the vehicle thermal management system further includes a liquid storage tank connected in series on the first common branch and located upstream of the first heat exchange flow path.

[0017] In some embodiments, the vehicle thermal management system includes: a cabin-only cooling mode, in which the first pipe, the fourth pipe, and the fifth pipe are all connected, and the second pipe and the third pipe are all disconnected; and an air source heat pump heating mode, in which the second pipe and the third pipe are both connected, and the first pipe and the fourth pipe are all disconnected.

[0018] In some embodiments, the vehicle thermal management system further includes: a battery heat exchanger, one end of which is selectively connected to the air intake via a sixth pipe, and the other end of which is selectively connected to the other end of the external heat exchanger via a seventh pipe; and a third throttling element connected in series on the seventh pipe.

[0019] In some embodiments, the seventh pipe and the fourth pipe have a third common branch, the third common branch having a fifth end and a sixth end, the fifth end of the third common branch being connected to the other end of the external heat exchanger, the seventh pipe further includes a seventh branch, the seventh branch being connected to the other end of the battery heat exchanger and the sixth end of the third common branch, the third throttling element being connected in series on the seventh branch, the fourth pipe further includes a third branch, the third branch being connected to one end of the second internal heat exchanger and the sixth end of the third common branch, the first throttling element being connected in series on the third branch.

[0020] In some embodiments, the upstream portion of the third common branch, the seventh branch, and the third branch are all integrated within the integrated module.

[0021] In some embodiments, the integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. The upstream portion of the third common branch is located in the first temperature zone and the second temperature zone. The portion of the third branch before the first throttling element is located in the second temperature zone. The portion of the third branch after the first throttling element is located in the third temperature zone. The portion of the seventh branch before the third throttling element is located in the second temperature zone. The portion of the seventh branch after the third throttling element is located in the third temperature zone.

[0022] In some embodiments, the sixth pipeline and the fifth pipeline have a second common branch, the second common branch having a third end and a fourth end, the fourth end of the second common branch being connected to the air intake, and the vehicle thermal management system further includes: a second heat exchange device, the second heat exchange device having a third heat exchange flow path and a fourth heat exchange flow path that exchange heat with each other, the third heat exchange flow path being connected in series on the third common branch, and the fourth heat exchange flow path being connected in series on the second common branch.

[0023] In some embodiments, the vehicle thermal management system further includes: a battery-only cooling mode, in which the first pipe, the sixth pipe, and the seventh pipe are all connected; and a passenger compartment battery dual cooling mode, in which the first pipe, the fourth pipe, the fifth pipe, the sixth pipe, and the seventh pipe are all connected.

[0024] In some embodiments, the vehicle thermal management system further includes: a second system comprising an engine cooling jacket, a drive pump, and a heater core connected via a first circulation pipe; a third heat exchange device having a fifth heat exchange flow path and a sixth heat exchange flow path for mutual heat exchange, the fifth heat exchange flow path being connected in series in the first circulation pipe and located downstream of the heater core, one end of the sixth heat exchange flow path being selectively connected to the other end of the first internal heat exchanger via an eighth pipe, and the other end of the sixth heat exchange flow path being connected to the air intake via a ninth pipe; and a fourth throttling element connected in series in the eighth pipe.

[0025] In some embodiments, the eighth pipeline and the fourth pipeline share a first common branch, the first common branch having a first end and a second end. The fourth pipeline further includes a third branch and a fourth branch. The third branch connects one end of the second internal heat exchanger and the first end. The first throttling element is connected in series on the third branch. The fourth branch connects the other end of the external heat exchanger and the second end. A one-way valve is connected in series on the fourth branch. The inlet end of the one-way valve is connected to the other end of the external heat exchanger, and the outlet end of the one-way valve is connected to the second end. The eighth pipeline further includes an eighth branch and a ninth branch. The eighth branch connects the other end of the first internal heat exchanger and the second end. The ninth branch connects the first end and one end of the sixth heat exchange flow path. The fourth throttling element is connected in series on the ninth branch.

[0026] In some embodiments, the third branch, the eighth branch, and the ninth branch are all formed within the integrated module, while the fourth branch and the first shared branch are both located outside the integrated module.

[0027] In some embodiments, the integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. The portion of the third branch before the first throttling element is located in the second temperature zone, and the portion of the third branch after the first throttling element is located in the third temperature zone. The eighth branch is located in the first temperature zone, and the ninth branch is located in the second temperature zone.

[0028] In some embodiments, the ninth pipeline and the fifth pipeline have a second common branch, the second common branch having a third end and a fourth end, the fourth end of the second common branch being connected to the air intake, the fifth pipeline further includes a sixth branch, the sixth branch being connected to the other end of the second internal heat exchanger and the third end of the second common branch, and the ninth pipeline further includes a tenth branch, the tenth branch being connected to the other end of the sixth heat exchange flow path and the third end of the second common branch.

[0029] In some embodiments, the sixth branch and the tenth branch are both formed within the integrated module, while the second common branch is located outside the integrated module.

[0030] In some embodiments, the integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. The upstream portion of the sixth branch is located in the third temperature zone, the downstream portion of the sixth branch is located in the first temperature zone, and the tenth branch is located in the first temperature zone.

[0031] In some embodiments, the second system further includes: a reversing element connected in series between the fifth heat exchange flow path and the drive pump, and including a first valve port, a second valve port, a third valve port, and a fourth valve port, wherein the first valve port is switchably connected to one of the second valve port and the third valve port, and the fourth valve port is switchably connected to the other of the second valve port and the third valve port, the first valve port is connected to the drive pump, and the second valve port is connected to the fifth heat exchange flow path; and an engine cooling jacket, which is connected to the third valve port and the fourth valve port respectively through a second circulation pipeline.

[0032] In some embodiments, the second system further includes an electric heater connected in series between the drive pump and the warm air core, and located upstream of the warm air core.

[0033] In some embodiments, the vehicle thermal management system further includes: a water source heat pump heating mode, in which the eighth pipe and the ninth pipe are both connected and the drive pump is in operation; and an air source water source combined heat pump heating mode, in which the second pipe, the third pipe, the eighth pipe and the ninth pipe are all connected and the first pipe and the fourth pipe are both disconnected.

[0034] In some embodiments, the vehicle thermal management system further includes: a battery heat exchanger, one end of which is selectively connected to the exhaust port via a tenth pipe; a third heat exchange device having a fifth heat exchange flow path and a sixth heat exchange flow path that exchange heat with each other, one end of which is selectively connected to the other end of the battery heat exchanger via an eleventh pipe, and the other end of which is connected to the intake port via a ninth pipe; a third throttling element connected in series on the eleventh pipe; and a second system including an engine cooling jacket, a drive pump, and a heater core connected in series via a first circulation pipe, wherein the fifth heat exchange flow path is connected in series in the first circulation pipe and is located downstream of the heater core.

[0035] In some embodiments, both the tenth conduit and the eleventh conduit are formed within the integrated module.

[0036] In some embodiments, the integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone, and the tenth pipeline and the eleventh pipeline are both located in the first temperature zone.

[0037] In some embodiments, the vehicle thermal management system further includes a water source heat pump battery heating mode, in which both the ninth and tenth pipelines are connected, and the drive pump is in operation.

[0038] In some embodiments, one end of the sixth heat exchange path is connected to the other end of the first internal heat exchanger via an eighth pipe, and the vehicle thermal management system further includes a fourth throttling element connected in series on the eighth pipe.

[0039] In some embodiments, the vehicle thermal management system further includes a combined mode of water source heat pump heating and water source heat pump battery heating, wherein in the combined mode of water source heat pump heating and water source heat pump battery heating, the eighth pipeline, the ninth pipeline and the tenth pipeline are all connected, and the drive pump is in operation.

[0040] A vehicle according to a second aspect embodiment of the present invention includes a vehicle thermal management system according to the first aspect embodiment described above.

[0041] The vehicle according to the embodiments of the present invention, by employing the above-described vehicle thermal management system, helps to improve the experience of drivers and passengers.

[0042] 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

[0043] 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:

[0044] Figure 1 This is a schematic diagram of a vehicle thermal management system according to an embodiment of the present invention;

[0045] Figure 2 yes Figure 1 The diagram shown illustrates the vehicle thermal management system in cabin-only cooling mode, with arrows indicating the direction of refrigerant flow.

[0046] Figure 3 yes Figure 1The diagram shown illustrates the vehicle's thermal management system in air-source heat pump heating mode, with arrows indicating the direction of refrigerant flow.

[0047] Figure 4 yes Figure 1 The diagram shown illustrates the vehicle's thermal management system in battery-only cooling mode, with arrows indicating the direction of refrigerant flow.

[0048] Figure 5 yes Figure 1 The diagram shown illustrates the vehicle's thermal management system in a dual-cooling mode for the passenger compartment and battery. The arrows indicate the direction of refrigerant flow.

[0049] Figure 6 yes Figure 1 The diagram shown illustrates the vehicle thermal management system in water source heat pump heating mode, with arrows indicating the direction of refrigerant flow.

[0050] Figure 7 yes Figure 1 The diagram shown illustrates the vehicle thermal management system in air-source / water-source combined heat pump heating mode, with arrows indicating the direction of refrigerant flow.

[0051] Figure 8 yes Figure 1 The diagram shows the vehicle thermal management system in water source heat pump battery heating mode, with arrows indicating the direction of refrigerant flow.

[0052] Figure 9 yes Figure 1 The diagram shown illustrates the vehicle thermal management system in a combined mode of water source heat pump heating and water source heat pump battery heating. The arrows indicate the direction of refrigerant flow.

[0053] Figure 10 yes Figure 1 The diagram shows the integration of the vehicle thermal management system, with the parts outside the dashed box integrated into one unit.

[0054] Figure 11 yes Figure 10 A schematic diagram of the integrated module shown;

[0055] Figure 12 yes Figure 11 A schematic diagram of the integrated module shown;

[0056] Figure 13 yes Figure 11 Another schematic diagram of the integrated module shown;

[0057] Figure 14 yes Figure 11 A schematic diagram of the valve seat of the integrated module shown;

[0058] Figure 15 yes Figure 14A schematic diagram of the flow path defined by the valve seat shown;

[0059] Figure 16 yes Figure 15 Another schematic diagram of the flow channel shown;

[0060] Figure 17 yes Figure 11 Another schematic diagram of the integrated module shown;

[0061] Figure 18 yes Figure 11 An exploded view of the integrated module shown.

[0062] Figure label:

[0063] Vehicle thermal management system 100

[0064] Compressor 1, Inlet 1a, Outlet 1b

[0065] First internal heat exchanger 2, one end 2a of the first internal heat exchanger, the other end 2b of the first internal heat exchanger

[0066] External heat exchanger 3, one end 3a of the external heat exchanger, the other end 3b of the external heat exchanger

[0067] Second internal heat exchanger 4, one end 4a of the second internal heat exchanger, the other end 4b of the second internal heat exchanger

[0068] First throttling element 5, second throttling element 6

[0069] First control valve 71, second control valve 72, third control valve 73

[0070] 8. Check valve; 9. Liquid storage tank; 10. First heat exchange device.

[0071] Battery heat exchanger 11, one end 11a of the battery heat exchanger, the other end 11b of the battery heat exchanger,

[0072] Third throttling element 12, second heat exchanger 13, third heat exchanger 14, fourth throttling element 15

[0073] Reversing element 16, first valve port 16a, second valve port 16b, third valve port 16c, fourth valve port 16d,

[0074] Engine cooling jacket 17, drive pump 18, heater core 19, electric heater 20

[0075] Fourth control valve 21, fifth control valve 22, sixth control valve 23, seventh control valve 24

[0076] Integrated module 25, first temperature zone 251, second temperature zone 252, third temperature zone 253,

[0077] First slot 25a, second slot 25b, third slot 25c, first mounting part A1, second mounting part A2

[0078] First pipe R1, second pipe R2, second common branch R20, third end R20a, fourth end R20b, fifth branch R21, third pipe R3, first common branch R30, first end R30a, second end R30b, first branch R31, second branch R32, fourth pipe R4, third common branch R40, fifth end R40a, sixth end R40b, third branch R41, fourth branch R42, fifth pipe R5, sixth branch R51, sixth pipe R6, seventh pipe R7, seventh branch R71, eighth pipe R8, eighth branch R81, ninth branch R82, ninth pipe R9, tenth branch R91, tenth pipe R10, eleventh pipe R11. Detailed Implementation

[0079] 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.

[0080] The following disclosure provides numerous different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. Additionally, examples of various specific processes and materials are provided in this invention; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0081] Hereinafter, with reference to the accompanying drawings, a vehicle thermal management system 100 according to an embodiment of the present invention will be described.

[0082] like Figures 1-3 As shown, the vehicle thermal management system 100 includes a first system, which includes a compressor 1, a first internal heat exchanger 2, an external heat exchanger 3, a second internal heat exchanger 4, a first throttling element 5, and a second throttling element 6.

[0083] The compressor 1 has an intake port 1a and an exhaust port 1b. The refrigerant flows into the compressor 1 from the intake port 1a. The compressor 1 compresses the refrigerant. After compression, the refrigerant is discharged from the exhaust port 1b. One end 2a of the first internal heat exchanger 2 is connected to the exhaust port 1b through a refrigerant pipeline. The refrigerant discharged from the exhaust port 1b flows to the first internal heat exchanger 2 through the refrigerant pipeline for heat exchange, which makes it easier for the first internal heat exchanger 2 to regulate the temperature inside the cabin.

[0084] One end 3a of the external heat exchanger 3 is selectively connected to the other end 2b of the first internal heat exchanger 2 via the first pipe R1. When the first pipe R1 is open, the refrigerant after heat exchange in the first internal heat exchanger 2 can flow through the first pipe R1 to the external heat exchanger 3 to continue heat exchange, so as to make full use of the heat of the refrigerant. When the first pipe R1 is closed (i.e., not open), refrigerant cannot flow between one end 3a of the external heat exchanger 3 and the other end 2b of the first heat exchanger 2 via the first pipe R1. For example, in Figure 1 and Figure 2 In the example, a first control valve 71 is provided on the first pipeline R1. The first control valve 71 controls the opening and closing of the first pipeline R1 to achieve selective connection between one end 3a of the external heat exchanger 3 and the other end 2b of the first internal heat exchanger 2.

[0085] One end 4a of the second internal heat exchanger 4 is selectively connected to the other end 3b of the external heat exchanger 3 via a fourth pipe R4. The fourth pipe R4 can be open or closed. The other end 4b of the second internal heat exchanger 4 is selectively connected to the intake port 1a via a fifth pipe R5. The fifth pipe R5 can be open or closed. A first throttling element 5 is connected in series with the fourth pipe R4. The first throttling element 5 can throttle and reduce the pressure of the refrigerant on the fourth pipe R4. That is, the refrigerant flowing out of the external heat exchanger 3 flows to the second internal heat exchanger 4 through the fourth pipe R4 and the first throttling element 5, so as to exchange heat in the second internal heat exchanger 4. This allows the second internal heat exchanger 4 to regulate the temperature in the cabin, etc. The refrigerant after heat exchange can flow to the compressor 1 through the fifth pipe R5 for the next cycle.

[0086] As can be seen, compressor 1, first internal heat exchanger 2, first pipeline R1, external heat exchanger 3, fourth pipeline R4, first throttling element 5, second internal heat exchanger 4, and fifth pipeline R5 can constitute the first refrigerant circulation path, as follows: Figure 2 As shown, the first internal heat exchanger 2 and the external heat exchanger 3 can both be used as condensers, and the second internal heat exchanger 4 can be used as an evaporator. The second internal heat exchanger 4 can reduce the temperature inside the cabin. Although the first internal heat exchanger 2 can increase the temperature inside the cabin to a certain extent, since the first internal heat exchanger 2 and the external heat exchanger 3 are both condensers, it is easier to reduce the amount of heat exchanged between the refrigerant and the first internal heat exchanger 2, thereby reducing the impact of the first internal heat exchanger 2 on the temperature inside the cabin to a certain extent.

[0087] Furthermore, one end 3a of the external heat exchanger 3 can be selectively connected to the suction port 1a via the second pipe R2. When the second pipe R2 is open, the refrigerant after heat exchange in the external heat exchanger 3 can flow to the compressor 1 through the second pipe R2. When the second pipe R2 is closed, refrigerant cannot flow between the aforementioned end 3a of the external heat exchanger 3 and the suction port 1a through the second pipe R2. For example, in Figure 1 and Figure 3 In the example, a second control valve 72 is provided on the second pipeline R1. The second control valve 72 controls the opening and closing of the second pipeline R2 to achieve selective connection between one end 3a of the external heat exchanger 3 and the suction port 1a.

[0088] The other end 3b of the external heat exchanger 3 is selectively connected to the other end 2b of the first internal heat exchanger 2 via a third pipe R3. When the third pipe R3 is open, refrigerant flows between the other end 3b of the external heat exchanger 3 and the other end 2b of the first internal heat exchanger 2 through the third pipe R3. When the third pipe R3 is closed, refrigerant cannot flow between the other end 3b of the external heat exchanger 3 and the other end 2b of the first internal heat exchanger 2 through the third pipe R3. For example, in Figure 1 and Figure 3 In the example, a third control valve 73 is provided on the third pipeline R3. The third control valve 73 controls the opening and closing of the third pipeline R3 to achieve selective connection between the other end 3b of the external heat exchanger 3 and the other end 2b of the first internal heat exchanger 2.

[0089] The second throttling element 6 is connected in series with the third pipeline R3. The second throttling element 6 can throttle and reduce the pressure of the refrigerant in the third pipeline R3. That is, the refrigerant flowing out of the first internal heat exchanger 2 flows to the external heat exchanger 3 through the third pipeline R3 and the second throttling element 6, so as to exchange heat in the external heat exchanger 3. Then it flows to the compressor 1 through the second pipeline R2 to start the next cycle.

[0090] It can be seen that compressor 1, first internal heat exchanger 2, third pipeline R3, second throttling element 6, external heat exchanger 3, and second pipeline R2 can constitute the second refrigerant circulation path, as follows: Figure 3 As shown, the first internal heat exchanger 2 can be used as a condenser to heat the cabin, and the external heat exchanger 3 can be used as an evaporator.

[0091] like Figures 1-3 As shown, when the vehicle thermal management system 100 is running, it can switch its working mode by controlling the on / off state of the first pipeline R1 and the second pipeline R2.

[0092] For example, such as Figure 2As shown, with the first pipe R1 open and the second pipe R2 closed, the refrigerant can circulate in the first refrigerant circulation path but not in the second refrigerant circulation path, which can lower the cabin temperature; in the second state, as Figure 3 As shown, the first pipe R1 is disconnected and the second pipe R2 is open. At this time, the refrigerant circulates in the second refrigerant circulation path and does not circulate in the first refrigerant circulation path, which can increase the temperature of the cabin.

[0093] Therefore, the vehicle thermal management system 100 can have multiple modes, and the vehicle thermal management system 100 can switch between the above multiple modes.

[0094] For example, the vehicle thermal management system 100 may have a cabin cooling mode and an air source heat pump heating mode.

[0095] In cabin single-cooling mode (such as) Figure 2 As shown, the first pipe R1, the fourth pipe R4, and the fifth pipe R are all connected, while the second pipe R2 and the third pipe R3 are disconnected. After compression by the compressor 1, the refrigerant flows out from the compressor 1's exhaust port 1b and towards the first internal heat exchanger 2 for heat exchange. The refrigerant after heat exchange flows through the first pipe R1 to the external heat exchanger 3 for further heat exchange. Then, it flows through the fourth pipe R4 and through the first throttling element 5 to the second internal heat exchanger 4 for further heat exchange. Finally, the refrigerant flows through the fifth pipe R5 to the compressor 1's suction port 1a to complete the cycle. The first internal heat exchanger 2 and the external heat exchanger 3 are both used as condensers, while the second internal heat exchanger 4 can be used as an evaporator, thus improving the cooling performance of the vehicle thermal management system 100.

[0096] In air source heat pump heating mode (such as...) Figure 3 As shown, the second pipe R2 and the third pipe R3 are both connected, while the first pipe R1 and the fourth pipe R4 are disconnected. After compression by the compressor 1, the refrigerant flows out from the compressor 1's exhaust port 1b and into the first internal heat exchanger 2 for heat exchange. The refrigerant after heat exchange flows through the third pipe R3 and through the second throttling element 6 to the external heat exchanger 3 for further heat exchange. Finally, the refrigerant flows through the second pipe R2 to the compressor 1's intake port 1a to complete the cycle. The first internal heat exchanger 2 can be used as a condenser, and the external heat exchanger 3 can be used as an evaporator. In this configuration, the vehicle thermal management system 100 can transfer heat from the air to the passenger compartment via the refrigerant, thus ensuring the heating performance of the vehicle thermal management system 100.

[0097] like Figures 10-15As shown, the first system also includes an integration module 25. At least a portion of the first pipe R1, at least a portion of the second pipe R2, at least a portion of the third pipe R3, and at least a portion of the fourth pipe R4 are all formed within the integration module 25. That is, the integration module 25 defines at least a portion of the first pipe R1, at least a portion of the second pipe R2, at least a portion of the third pipe R3, and at least a portion of the fourth pipe R4, respectively. This facilitates the modular design of the vehicle thermal management system 100, reduces the overall system piping length, and reduces the number of pipe joints. It also simplifies the assembly of the vehicle thermal management system 100, improves the assembly efficiency of the vehicle thermal management system 100, facilitates vehicle layout and product assembly, and the integrated module 25 facilitates centralized control, which helps to further reduce the cost of the vehicle thermal management system 100.

[0098] The first throttling element 5 and the second throttling element 6 are both mounted on the integrated module 25, which facilitates the modular design of the first system.

[0099] Therefore, the vehicle thermal management system 100 according to the embodiments of the present invention enriches the working modules of the vehicle thermal management system 100 and improves the performance of the vehicle thermal management system 100, which is conducive to improving the experience of drivers and passengers. At the same time, it facilitates the modular design of the vehicle thermal management system 100, which is conducive to improving the assembly efficiency of the vehicle thermal management system 100. It also facilitates the overall vehicle layout and product assembly, and reduces the cost of the vehicle thermal management system 100.

[0100] In some embodiments of the present invention, such as Figures 10-15 As shown, the integrated module 25 is divided into a first temperature zone 251, a second temperature zone 252, and a third temperature zone 253. At least a portion of the first pipe R1, at least a portion of the first pipe R2, and at least a portion of the upstream of the third pipe R3 are all located in the first temperature zone 251. At least a portion of the downstream of the third pipe R3 and at least a portion of the downstream of the fourth pipe R4 are all located in the second temperature zone 252, and at least a portion of the downstream of the fourth pipe R4 is located in the third temperature zone 253.

[0101] It is evident that the temperature of the first temperature zone 251 is higher than that of the second temperature zone 252, and the temperature of the second temperature zone 252 is higher than that of the third temperature zone 253. This results in the first temperature zone 251 being a high-temperature zone, the second temperature zone 252 being a medium-temperature zone, and the third temperature zone 253 being a low-temperature zone. Based on the temperature of the refrigerant in the first pipe R1, the second pipe R2, the third pipe R3, and the fourth pipe R4, the corresponding temperature pipe sections of the first pipe R1, the second pipe R2, the third pipe R3, and the fourth pipe R4 can be centrally arranged. This helps to reduce the heat transferred from the high-temperature refrigerant to the medium-temperature or low-temperature refrigerant, thus ensuring the performance of the vehicle thermal management system 100.

[0102] In some embodiments of the present invention, such as Figures 14-17 As shown, the integrated module 25 has a first slot 25a and a second slot 25b. The first slot 25a is located between the first temperature zone 251 and the third temperature zone 253 to separate the first temperature zone 251 and the third temperature zone 253 and reduce the heat transferred from the first temperature zone 251 to the third temperature zone 253. The second slot 25b is located between the first temperature zone 251 and the second temperature zone 252 to separate the first temperature zone 251 and the second temperature zone 252 and reduce the heat transferred from the first temperature zone 251 to the second temperature zone 252.

[0103] It is evident that the design of the first slot 25a and the second slot 25b can prevent the heat generated in the high-temperature flow channel from being transferred to the medium-temperature or low-temperature zone, which would reduce the subcooling degree before throttling by the throttling element, increase the dryness of the refrigerant entering the evaporator, and allow the vapor and liquid two-phase refrigerant to enter the evaporator. Some saturated vapor cannot absorb heat in the evaporator and undergoes a phase change, resulting in a decrease in the heat exchange capacity of the evaporator and a reduction in the cooling capacity. This further effectively ensures the performance of the vehicle thermal management system 100.

[0104] In some embodiments, such as Figures 1-3 As shown, the vehicle thermal management system 100 includes a valve group, which includes a first control valve 71 and a second control valve 72. The first control valve 71 is connected in series in the first pipeline R1, so the first control valve 71 can control the opening and closing of the first pipeline R1. The second control valve 72 is connected in series in the second pipeline R2, so the second control valve 72 can control the opening and closing of the second pipeline R2.

[0105] Optionally, both the first control valve 71 and the second control valve 72 are solenoid valves.

[0106] Of course, this application is not limited to this. In other embodiments, the valve assembly may include a reversing valve, which includes a first port, a second port, and a third port. The first port is switchably connected to one of the second and third ports. The first port is connected to the other end 2b of the first internal heat exchanger 2. The second port is connected to the first pipeline R1. The third port is connected to the second pipeline R2. This also enables the valve assembly to switch between the first state and the second state. Optionally, the reversing valve is a three-way reversing valve.

[0107] Optionally, both the first throttling element 5 and the second throttling element 6 are adjustable throttling elements. For example, the first throttling element 5 and the second throttling element 6 can automatically adjust the refrigerant flow rate according to the inlet pressure to ensure the stability of the cabin temperature and the overall vehicle comfort. Of course, the on / off state of the third pipe R3 can be achieved by adjusting the opening of the second throttling element 6. For example, if the second throttling element 6 is open, the third pipe R3 is connected; if the second throttling element 6 is closed (i.e., the opening is 0), the third pipe R3 is disconnected. Similarly, the on / off state of the fourth pipe R4 can be achieved by adjusting the opening of the first throttling element 5. For example, if the first throttling element 5 is open, the fourth pipe R4 is connected; if the first throttling element 5 is closed (i.e., the opening is 0), the fourth pipe R4 is disconnected.

[0108] At this time, when the valve group is switched to the first state, the first throttling element 5 opens to allow the fourth pipeline R4 to conduct, and the second throttling element 6 closes to allow the third pipeline R3 to be isolated; when the valve group is switched to the second state, the second throttling element 6 opens to allow the third pipeline R3 to conduct, and the first throttling element 5 closes to allow the fourth pipeline R4 to be isolated.

[0109] Optionally, the first throttling element 5 is an electronic expansion valve; the second throttling element 6 is an electronic expansion valve.

[0110] In some embodiments of the present invention, such as Figures 1-3 As shown, the third pipeline R3 and the fourth pipeline R4 have a first common branch R30, which has a first end R30a and a second end R30b.

[0111] The third pipeline R3 also includes a first branch R31 and a second branch R32. The first branch R31 connects the other end 2b of the first internal heat exchanger 2 and the second end R30b of the first common branch R30. The second branch R32 connects the first end R30a of the first common branch R30 and the other end 3b of the external heat exchanger 3. The second throttling element 6 is connected in series on the second branch R32.

[0112] The fourth pipeline R4 also includes a third branch R41 and a fourth branch R42. The third branch R41 connects the aforementioned end 4a of the second internal heat exchanger 4 and the first end R30a of the first common branch R30. The first throttling element 5 is connected in series on the third branch R41. The fourth branch R42 connects the aforementioned other end 3b of the external heat exchanger 3 and the second end R30b of the first common branch R30.

[0113] Therefore, under the premise of ensuring the normal use of the third pipeline R3 and the fourth pipeline R4, by setting the third pipeline R3 and the fourth pipeline R4 to share the first common branch R30, it is convenient to save the pipeline length of the third pipeline R3 and the fourth pipeline R4 and to facilitate the layout of the third pipeline R3 and the fourth pipeline R4.

[0114] Among them, such as Figures 1-3 As shown, a one-way valve 8 is connected in series on the fourth branch R42. The inlet end of the one-way valve 8 is connected to the other end 3b of the external heat exchanger 3, and the outlet end of the one-way valve 8 is connected to the second end R30b of the first common branch R30. Therefore, the refrigerant on the fourth branch R42 can only flow from the other end 3b of the external heat exchanger 3 toward the second end R30b of the first common branch R30. This helps to prevent the refrigerant on the first branch R31 from flowing directly to the external heat exchanger 3 through the fourth branch R42 when the valve group is switched to the second state. This ensures that the refrigerant on the first branch R31 flows to the external heat exchanger 3 through the first common branch R30 and the second branch R32, and then through the second throttling element 6. This ensures the normal operation of the second refrigerant circulation path, enabling the vehicle thermal management system 100 to achieve air source heat pump heating.

[0115] In some embodiments of the present invention, such as Figure 2 , Figure 3 and Figure 10 As shown, the first branch R31, the second branch R32, and the third branch R41 are all formed within the integrated module 25. That is, the integrated module 25 defines the first branch R31, the second branch R32, and the third branch R41, respectively. The fourth branch R42 and the first common branch R30 are both located outside the integrated module 25. In other words, the integrated module 25 does not define the fourth branch R42 and the first common branch R30, so that other components can be installed on the first common branch R30 to further improve the performance of the vehicle thermal management system 100.

[0116] In some embodiments of the present invention, such as Figures 10-15 As shown, the integrated module 25 is divided into a first temperature zone 251, a second temperature zone 252 and a third temperature zone 253. The first branch R31 is located in the first temperature zone 251. The portion of the third branch R41 before the first throttling element 5 and the second branch R32 are both located in the second temperature zone 252. The portion of the third branch R41 after the first throttling element 5 is located in the third temperature zone 253.

[0117] It should be noted that the part of the branch before the feature can be understood as the part of the branch located upstream of the feature along the flow direction of the refrigerant within the branch when the branch is running; similarly, the part of the branch after the feature can be understood as the part of the branch located downstream of the feature when the branch is running along the flow direction of the refrigerant within the branch.

[0118] It is evident that the temperature of the first temperature zone 251 is higher than that of the second temperature zone 252, and the temperature of the second temperature zone 252 is higher than that of the third temperature zone 253. This results in the first temperature zone 251 becoming a high-temperature zone, the second temperature zone 252 becoming a medium-temperature zone, and the third temperature zone 253 becoming a low-temperature zone. Based on the temperature of the refrigerant in the first branch R31, the second branch R32, and the third branch R41, the corresponding temperature branches of the third pipe R3 and the fourth pipe R4 can be centrally arranged. This helps to reduce the heat transferred from the high-temperature refrigerant to the medium-temperature or low-temperature refrigerant, thus ensuring the performance of the vehicle thermal management system 100.

[0119] In some embodiments, such as Figures 1-3 As shown, the valve group is also used to control the opening and closing of the first branch R31. The valve group can control the opening and closing of the third pipeline R3 by controlling the opening and closing of the first branch R31. In the first state, the first branch R31 is closed, and in the second state, the first branch R31 is open.

[0120] For example, in Figures 1-3 In the example, the valve group includes a third control valve 73, which is connected in series with the first branch R31. The third control valve 73 can control the opening and closing of the first branch R31.

[0121] In some embodiments of the present invention, such as Figures 1-3 As shown, the vehicle thermal management system 100 also includes a liquid receiver 9, which is connected in series with the first common branch R30. When the refrigerant circulation path formed by the first common branch R30 is in operation, due to changes in operating conditions or adjustments to the system corresponding to the refrigerant circulation path, the refrigerant in the system can be returned to the liquid receiver 9 to stabilize the refrigerant circulation volume in the system and ensure normal system operation. At the same time, when a part of the system malfunctions and needs to be disassembled and repaired, the refrigerant in the system can be collected into the liquid receiver 9 through certain operations to avoid a large amount of refrigerant flowing out and causing waste.

[0122] like Figures 1-3 As shown, the vehicle thermal management system 100 also includes a first heat exchange device 10, which has a heat exchange flow path connected in series with the first common branch R30. The refrigerant flowing through the first common branch R30 can continue to exchange heat at the first heat exchange device 10, which facilitates secondary heat exchange of the refrigerant in the first refrigerant circulation path before the first throttling element 5, and secondary heat exchange of the refrigerant in the second refrigerant circulation path before the second throttling element 6. This is beneficial to improving the performance of the vehicle thermal management system 100 and improving the cooling and heating efficiency.

[0123] exist Figures 1-3In the example, the vehicle thermal management system 100 includes a liquid storage tank 9 and a first heat exchange device 10. In the flow direction of the refrigerant in the first common branch R30, the liquid storage tank 9 is located upstream of the first heat exchange device 10. Therefore, the refrigerant on the first common branch R30 first flows through the liquid storage tank 9 and then flows through the first heat exchange device 10.

[0124] In some embodiments of the present invention, such as Figures 1-3 As shown, the second pipeline R2 and the fifth pipeline R5 have a second common branch R20. The second common branch R20 has a third end R20a and a fourth end R20b. The fourth end R20b of the second common branch R20 is connected to the intake port 1a. The refrigerant in the second common branch R20 flows to the compressor 1.

[0125] The second pipeline R2 also includes a fifth branch R21, which connects to one end 3a of the external heat exchanger 3 and the third end R20a of the second common branch R20. The fifth pipeline R5 also includes a sixth branch R51, which connects to the other end 4b of the second internal heat exchanger 4 and the third end R20a of the second common branch R20.

[0126] Therefore, under the premise of ensuring the normal use of the second pipeline R2 and the fifth pipeline R5, by setting the second common branch R20 shared by the second pipeline R2 and the fifth pipeline R5, it is convenient to save the pipeline length of the second pipeline R2 and the fifth pipeline R5 and to facilitate the layout of the second pipeline R2 and the fifth pipeline R5.

[0127] For example, if the valve assembly is used to control the on / off state of the fifth branch R21, then the valve assembly can control the on / off state of the second pipeline R2 by controlling the on / off state of the fifth branch R21. In the first state, the fifth branch R21 is disconnected, and the second pipeline R2 is disconnected. In the second state, the fifth branch R21 is open, which facilitates the opening of the second pipeline R2.

[0128] For example, in Figures 1-3 In the example, the valve group includes a second control valve 72, which is connected in series with the fifth branch R21. The second control valve 72 can control the on / off state of the fifth branch R21.

[0129] In some embodiments of the present invention, such as Figures 10-16 As shown, the fifth branch R21 and the sixth branch R51 are both formed within the integrated module 25. That is, the integrated module 25 defines the fifth branch R21 and the sixth branch R51 respectively. The second common branch R20 is located outside the integrated module 25. That is, the integrated module 25 does not define the second common branch R20, so that other components can be installed on the second common branch R20 to further improve the performance of the vehicle thermal management system 100.

[0130] In some embodiments of the present invention, such as Figures 10-15 As shown, the integrated module 25 is divided into a first temperature zone 251, a second temperature zone 252 and a third temperature zone 253. The fifth branch R21 is located in the first temperature zone 251 and the sixth branch R51 is located in the third temperature zone 253.

[0131] It is evident that the temperature of the first temperature zone 251 is higher than that of the third temperature zone 253, which facilitates the formation of the first temperature zone 251 as a high-temperature zone and the third temperature zone 253 as a low-temperature zone. Based on the temperature of the refrigerant in the fifth branch R21 and the sixth branch R51, the corresponding temperature branches of the second pipeline R2 and the fifth pipeline R5 can be centrally arranged, which helps to reduce the heat transferred from the high-temperature refrigerant to the low-temperature refrigerant and ensure the performance of the vehicle thermal management system 100.

[0132] In some embodiments of the present invention, such as Figures 1-3 As shown, the third pipe R3 and the fourth pipe R4 share a first common branch R30. Regardless of whether the third pipe R3 or the fourth pipe R4 is open, the refrigerant flows through the first common branch R30, which helps to save the length of the third pipe R3 and the fourth pipe R4 and facilitates pipe layout. Specifically, on the third pipe R3, the first common branch R30 is located upstream of the second throttling element 6, and is connected to the end of the second throttling element 6 furthest from the external heat exchanger 3, so that the first common branch R30 and the external heat exchanger 3 are respectively connected to the two ends of the second throttling element 6. On the fourth pipe R4, the first common branch R30 is located upstream of the first throttling element 5, and is connected to the end of the first throttling element 5 furthest from the second internal heat exchanger 4, so that the first common branch R30 and the second internal heat exchanger 4 are respectively connected to the two ends of the first throttling element 5.

[0133] The vehicle thermal management system 100 also includes a first heat exchange device 10, which has a first heat exchange flow path and a second heat exchange flow path that exchange heat with each other. The first heat exchange flow path is connected in series with the first common branch R30, and the second heat exchange flow path is connected in series with the second common branch R20. The refrigerant flowing through the first common branch R30 can exchange heat with the refrigerant flowing through the second common branch R20 at the first heat exchange device 10, so that the refrigerant before the first throttling element 5 in the first refrigerant circulation flow path can achieve secondary heat exchange. At the same time, the refrigerant before the second throttling element 6 in the second refrigerant circulation flow path can also achieve secondary heat exchange. Moreover, during the secondary heat exchange of the refrigerant, the refrigerant before the throttling element exchanges heat with the refrigerant that finally flows to the compressor 1 in the refrigerant circulation flow path. This facilitates the conversion of the unevaporated refrigerant in the refrigerant flowing to the compressor 1 into gaseous refrigerant, which is beneficial to effectively improve the performance, cooling efficiency, and heating efficiency of the vehicle thermal management system 100, and helps to save fuel consumption and electricity consumption of the vehicle.

[0134] In some embodiments, such as Figure 1 As shown, the vehicle thermal management system 100 also includes a liquid receiver 9, which is connected in series with the first common branch R30 and is located upstream of the first heat exchange flow path. When the refrigerant circulation path formed by the first common branch R30 is in operation, due to changes in operating conditions or adjustments to the system corresponding to the refrigerant circulation path, the refrigerant in the system can be returned to the liquid receiver 9 to stabilize the refrigerant circulation volume within the system and ensure normal system operation. Simultaneously, when a part of the system malfunctions and requires repair, the refrigerant within the system can be collected into the liquid receiver 9 through certain operations to avoid a large amount of refrigerant flowing out and causing waste.

[0135] In some embodiments, such as Figure 2 and Figure 3 As shown, the vehicle thermal management system 100 has a cabin-only cooling mode and an air-source heat pump heating mode. In cabin-only cooling mode, as... Figure 2 As shown, the first pipe R1, the fourth pipe R4, and the fifth pipe R are all connected, while the second pipe R2 and the third pipe R3 are disconnected to reduce the temperature of the cabin. In the air source heat pump heating mode, the second pipe R2 and the third pipe R3 are all connected, while the first pipe R1 and the fourth pipe R4 are disconnected, which can increase the temperature of the cabin and achieve heating.

[0136] In some embodiments of the present invention, such as Figure 1 , Figure 4 and Figure 5 As shown, the vehicle thermal management system 100 also includes a battery heat exchanger 11 and a third throttling element 12. The battery heat exchanger 11 can exchange heat with individual cells or battery modules in the vehicle's battery pack, which facilitates the control of the temperature of individual cells or battery modules within a reasonable range to ensure the normal operation of the battery pack. One end 11a of the battery heat exchanger 11 is selectively connected to the suction port 1a via the sixth pipe R6. When the sixth pipe R6 is open, the refrigerant after heat exchange in the battery heat exchanger 11 can flow to the compressor 1 through the sixth pipe R6. When the sixth pipe R6 is closed, the refrigerant cannot flow between the battery heat exchanger 11 and the compressor 1 through the sixth pipe R6. The other end 11b of the battery heat exchanger 11 is selectively connected to the other end 3b of the external heat exchanger 3 via the seventh pipe R7. When the seventh pipe R7 is open, the refrigerant can flow between the battery heat exchanger 11 and the external heat exchanger 3 through the seventh pipe R7. When the seventh pipe R7 is closed, the refrigerant cannot flow between the battery heat exchanger 11 and the external heat exchanger 3 through the seventh pipe R7.

[0137] The third throttling element 12 is connected in series with the seventh pipe R7. The third throttling element 12 can throttle and reduce the pressure of the refrigerant in the seventh pipe R7. That is, the refrigerant flowing out of the external heat exchanger 3 flows to the battery heat exchanger 11 after passing through the seventh pipe R7 and the third throttling element 12, so as to exchange heat in the battery heat exchanger 11, and then flows to the compressor 1 through the sixth pipe R6 for the next cycle.

[0138] As can be seen, compressor 1, first internal heat exchanger 2, first pipeline R1, external heat exchanger 3, seventh pipeline R7, battery heat exchanger 11 and sixth pipeline R6 can constitute the third refrigerant circulation path. Among them, the first internal heat exchanger 2 and external heat exchanger 3 can both be used as condensers, and the battery heat exchanger 11 can be used as an evaporator. At this time, the battery heat exchanger 11 can realize the cooling of individual batteries or battery modules.

[0139] Therefore, for the first refrigerant circulation path and the third refrigerant circulation path, in the entire vehicle thermal management system 100, the flow path formed by the battery heat exchanger 11 and the third throttling element 12 connected in series and the flow path formed by the second internal heat exchanger 4 and the first throttling element 5 connected in series are set in parallel, which facilitates further enriching the working modes of the vehicle thermal management system 100.

[0140] For example, in addition to the single-cooling mode for the passenger compartment, the vehicle thermal management system 100 can also have a single-cooling mode for the battery and a dual-cooling mode for the passenger compartment and battery.

[0141] In battery single-cooling mode (such as) Figure 4 As shown), the valve group switches to the first state, and the flow path formed by the second internal heat exchanger 4 and the first throttling element 5 connected in series is isolated (for example, the flow path is equipped with a switching valve, or the first throttling element 5 is a throttling element with an adjustable opening, etc., which can realize the opening and closing of the flow path), while the flow path formed by the battery heat exchanger 11 and the third throttling element 12 connected in series is opened. At this time, after the refrigerant is compressed by the compressor 1, it flows out from the exhaust port 1b of the compressor 1 and flows to the first internal heat exchanger 2 for heat exchange. After heat exchange, the refrigerant flows to the external heat exchanger 3 through the first pipeline R1 for heat exchange. After heat exchange, the refrigerant flows to the battery heat exchanger 11 through the seventh pipeline R7 and through the third throttling element 12 for heat exchange. After heat exchange, the refrigerant flows to the suction port 1a of the compressor 1 through the sixth pipeline R6 to complete the cycle.

[0142] In dual-cooling mode of the cabin battery (such as...) Figure 5As shown, the valve group switches to the first state, and the flow path formed by the second internal heat exchanger 4 and the first throttling element 5 connected in series is open, as is the flow path formed by the battery heat exchanger 11 and the third throttling element 12 connected in series. At this time, after the refrigerant is compressed by the compressor 1, it flows out from the exhaust port 1b of the compressor 1 and flows to the first internal heat exchanger 2 for heat exchange. The refrigerant after heat exchange flows to the external heat exchanger 3 through the first pipeline R1 for heat exchange. Part of the refrigerant after heat exchange flows through the seventh pipeline R7 and through the third throttling element 12 to the battery heat exchanger 11 for heat exchange, and the other part flows through the fourth pipeline R4 and through the first throttling element 5 to the second internal heat exchanger 4 for heat exchange. The refrigerant after heat exchange in the battery heat exchanger 11 and the second internal heat exchanger 4 flows to the suction port 1a of the compressor 1 to complete the cycle.

[0143] In cabin single-cooling mode (such as) Figure 1 As shown), the valve group switches to the first state, and the flow path formed by the second internal heat exchanger 4 and the first throttling element 5 connected in series is open, while the flow path formed by the battery heat exchanger 11 and the third throttling element 12 connected in series is closed (for example, the flow path is equipped with a switching valve, or the third throttling element 12 is a throttling element with adjustable opening, etc., which can realize the opening and closing of the flow path). The flow direction of the refrigerant has been described above and will not be repeated here.

[0144] Optionally, the battery heat exchanger 11 is a direct-cooling heat exchanger. At least a portion of the heat exchange flow path of the battery heat exchanger 11 is located within the battery pack, facilitating direct heat exchange between the heat exchange flow path and individual cells or battery modules. Compared to some technologies that employ a primary heat exchange between the refrigerant and coolant, followed by a secondary heat exchange between the coolant and individual cells or battery modules, allowing the refrigerant to indirectly exchange heat with the individual cells or battery modules via the coolant, the aforementioned method of this application facilitates an increase in the cooling rate of the vehicle thermal management system 100 for individual cells or battery modules, thereby saving fuel and electricity consumption.

[0145] In some embodiments of the present invention, such as Figure 1 , Figure 4 and Figure 5 As shown, the seventh pipe R7 and the fourth pipe R4 have a third common branch R40, which has a fifth end R40a and a sixth end R40b. The fifth end R40a of the third common branch R40 is connected to the other end 3b of the external heat exchanger 3.

[0146] The seventh pipe R7 also includes a seventh branch R71, which connects the other end 11b of the battery heat exchanger 11 and the sixth end R40b of the third common branch R40. The third throttling element 12 is connected in series with the seventh branch R71. The fourth pipe R4 also includes a third branch R41, which connects the other end 4a of the second internal heat exchanger 4 and the sixth end R40b of the third common branch R40. The first throttling element 5 is connected in series with the third branch R41.

[0147] Therefore, while ensuring the normal use of the seventh pipeline R7 and the fourth pipeline R4, by setting the seventh pipeline R7 and the fourth pipeline R4 to share the third common branch R40, it is convenient to save the pipeline length of the fourth pipeline R4 and the seventh pipeline R7 and to facilitate the layout of the fourth pipeline R4 and the seventh pipeline R7.

[0148] As can be seen, on the fourth pipe R4, the third common branch R40 is located upstream of the first throttling element 5. Therefore, the third common branch R40 is connected to the end of the first throttling element 5 furthest from the second internal heat exchanger 4, such that the third common branch R40 and the second internal heat exchanger 4 are respectively connected to the two ends of the first throttling element 5. Furthermore, on the seventh pipe R7, the third common branch R40 is located upstream of the third throttling element 12. Therefore, the third common branch R40 is connected to the end of the third throttling element 12 furthest from the battery heat exchanger 11, such that the third common branch R40 and the battery heat exchanger 11 are respectively connected to the two ends of the third throttling element 12.

[0149] Optionally, in Figure 1 , Figure 4 and Figure 5 In the example, when the third pipe R3 and the fourth pipe R4 have a first shared branch R30, the first shared branch R30 and the third shared branch R40 can be partially shared. Of course, the first shared branch R30 may also not share any part with the third shared branch R40.

[0150] In some embodiments of the present invention, such as Figures 10-16 As shown, the upstream portion of the third common branch R40, the seventh branch R71, and the third branch R41 are all formed within the integrated module 25. In other words, the integrated module 25 defines the upstream portion of the third common branch R40, the seventh branch R71, and the third branch R41 respectively. Therefore, the integrated setup is reasonable and facilitates the simplification of pipeline connections.

[0151] In some embodiments of the present invention, such as Figures 10-15 As shown, the integrated module 25 is divided into a first temperature zone 251, a second temperature zone 252, and a third temperature zone 253. The upstream portion of the third common branch R40 is located in the first temperature zone 251 and the second temperature zone 252. The portion of the third branch R41 before the first throttling element 5 and the second branch R32 are both located in the second temperature zone 252. The portion of the third branch R41 after the first throttling element 5 is located in the third temperature zone 253. The portion of the seventh branch R71 before the third throttling element 12 is located in the second temperature zone 252, and the portion of the seventh branch R71 after the third throttling element 12 is located in the third temperature zone 253.

[0152] It is evident that the temperature of the first temperature zone 251 is higher than that of the second temperature zone 252, and the temperature of the second temperature zone 252 is higher than that of the third temperature zone 253. This results in the first temperature zone 251 becoming a high-temperature zone, the second temperature zone 252 becoming a medium-temperature zone, and the third temperature zone 253 becoming a low-temperature zone. Based on the refrigerant temperatures in the third common branch R40, the seventh branch R71, and the third branch R41, the corresponding temperature branch sections of the seventh pipe R7 and the fourth pipe R4 can be centrally arranged. This helps to reduce the heat transferred from the high-temperature refrigerant to the medium-temperature or low-temperature refrigerant, thus ensuring the performance of the vehicle thermal management system 100.

[0153] In some embodiments of the present invention, such as Figure 1 , Figure 4 and Figure 5 As shown, the sixth pipe R6 and the fifth pipe R5 have a second common branch R20. The second common branch R20 has a third end R20a and a fourth end R20b. The fourth end R20b of the second common branch R20 is connected to the suction port 1a. The refrigerant in the second common branch R20 can flow to the compressor 1.

[0154] The vehicle thermal management system 100 also includes a second heat exchange device 13, which has a third heat exchange flow path and a fourth heat exchange flow path for mutual heat exchange. The third heat exchange flow path is connected in series with the third common branch R40, and the fourth heat exchange flow path is connected in series with the second common branch R20. The refrigerant flowing through the third common branch R40 can exchange heat with the refrigerant flowing through the second common branch R20 at the second heat exchange device 13, so that the refrigerant flowing before the first throttling element 5 in the first refrigerant circulation flow path can achieve secondary heat exchange. At the same time, the refrigerant flowing before the third throttling element 12 in the third refrigerant circulation flow path can achieve secondary heat exchange. Moreover, during the secondary heat exchange of the refrigerant, the refrigerant flowing before the throttling element exchanges heat with the refrigerant that finally flows to the compressor 1 in the refrigerant circulation flow path. This facilitates the conversion of the unevaporated refrigerant in the refrigerant flowing to the compressor 1 into gaseous refrigerant, which is beneficial to effectively improve the performance, cooling efficiency, and heating efficiency of the vehicle thermal management system 100, and helps to save fuel consumption and electricity consumption of the vehicle.

[0155] Optionally, in Figure 1 , Figure 4 and Figure 5 In the example, when the first shared branch R30 and the third shared branch R40 are partially shared, the first heat exchange device 10 and the second heat exchange device 13 are the same heat exchange device.

[0156] In some embodiments of the present invention, such as Figure 4 and Figure 5 As shown, the vehicle thermal management system 100 also features a battery-only cooling mode and a passenger compartment battery dual-cooling mode. In battery-only cooling mode, as... Figure 4As shown, the first pipe R1, the sixth pipe R6, and the seventh pipe R7 are all conductive; in the dual-cooling mode of the cabin battery, as Figure 5 As shown, the first pipe R1, the fourth pipe R4, the fifth pipe R5, the sixth pipe R6, and the seventh pipe R7 are all conductive.

[0157] In some embodiments of the present invention, such as Figure 1 , Figure 6 and Figure 7 As shown, the vehicle thermal management system 100 also includes a second system, which includes an engine cooling jacket 17, a drive pump 18, and a heater core 19 connected through a first circulation pipe. The second system may contain a heat exchange medium such as water to facilitate heat transfer through the heat exchanger medium.

[0158] The vehicle thermal management system 100 also includes a third heat exchange device 14 and a fourth throttling element 15. The third heat exchange device 14 has a fifth heat exchange flow path and a sixth heat exchange flow path that exchange heat with each other. The fifth heat exchange flow path is connected in series in the first circulation pipeline and is located downstream of the heater core 19. One end of the sixth heat exchange flow path is selectively connected to the other end 2b of the first internal heat exchanger 2 through an eighth pipeline R8. When the eighth pipeline R8 is open, the sixth heat exchange flow path and the first internal heat exchanger 2 can achieve refrigerant flow through the eighth pipeline R8. When the eighth pipeline R8 is closed, the sixth heat exchange flow path and the first internal heat exchanger 2 cannot flow. Refrigerant flows through the eighth pipe R8; the other end of the sixth heat exchange flow path is connected to the suction port 1a through the ninth pipe R9. The fourth throttling element 15 is connected in series with the eighth pipe R8. The fourth throttling element 15 can throttle and reduce the pressure of the refrigerant on the eighth pipe R8. The refrigerant discharged from the compressor 1 undergoes heat exchange through the first internal heat exchanger 2. The refrigerant flowing out of the first internal heat exchanger 2 flows through the eighth pipe R8 and the fourth throttling element 15 to the sixth heat exchange flow path to exchange heat with the heat exchange medium in the second system. The refrigerant after heat exchange can flow to the compressor 1 through the ninth pipe R9 to enter the next cycle.

[0159] As can be seen, compressor 1, first internal heat exchanger 2, eighth pipeline R8, fourth throttling element 15, third heat exchange device 14, and ninth pipeline R9 can constitute the fourth refrigerant circulation path. The first internal heat exchanger 2 can be used as a condenser to heat the passenger compartment, and the third heat exchange device can be used as an evaporator to reduce the temperature of the heat exchange medium flowing through the sixth heat exchange path. Simultaneously, the second system can utilize the engine's waste heat to heat the passenger compartment. This further enriches the operating modes of the vehicle thermal management system 100, while also being more economical and energy-efficient.

[0160] For example, taking water as the heat exchange medium in the second system as an example, the vehicle thermal management system 100 can have a water source heat pump heating mode. In the water source heat pump heating mode (e.g.) Figure 6 As shown, the first pipeline R1 and the third pipeline R3 are both isolated. At this time, after the refrigerant is compressed by the compressor 1, it flows out from the exhaust port 1b of the compressor 1 and flows to the first internal heat exchanger 2 for heat exchange. After heat exchange, the refrigerant flows through the eighth pipeline R8 and through the fourth throttling element 15 to the third heat exchange device 14 for heat exchange. After heat exchange, the refrigerant flows through the ninth pipeline R9 to the suction port 1a of the compressor 1 to complete the circulation. At the same time, the drive pump 18 drives the water circulation in the second system. When the water flows through the engine cooling jacket 17, it can take away the heat of the engine. When it flows to the heater core 19, it exchanges heat with the airflow flowing through the heater core 19 to increase the temperature of the airflow and realize cabin heating. The water flowing out of the heater core 19 flows to the fifth heat exchange flow path to exchange heat with the refrigerant in the fourth refrigerant circulation flow path to reduce the temperature of the water so that the water can take away the heat of the engine again in time, which facilitates the recovery and utilization of the engine's waste heat.

[0161] Of course, the vehicle thermal management system 100 can also have an air-source / water-source combined heat pump heating mode (such as...). Figure 7 As shown), the valve group switches to the second state, and the third pipeline R3 is open. At this time, after the refrigerant is compressed by the compressor 1, it flows out from the exhaust port 1b of the compressor 1 and flows to the first internal heat exchanger 2 for heat exchange. After heat exchange, part of the refrigerant flows through the third pipeline R3 and through the second throttling element 6 to the external heat exchanger 3 for heat exchange, and another part of the refrigerant flows through the eighth pipeline R8 and through the fourth throttling element 15 to the third heat exchange device 14 for heat exchange. The refrigerant after heat exchange in the external heat exchanger 3 and the third heat exchange device 14 flows to the intake port 1a of the compressor 1 to complete the cycle. At the same time, the second system can also use the heat of the engine to achieve cabin heating.

[0162] In some embodiments of the present invention, such as Figure 1 , Figure 6 and Figure 7 As shown, the eighth pipeline R8 and the fourth pipeline R4 have a first common branch R30, and the first common branch R30 has a first end R30a and a second end R30b.

[0163] The fourth pipe R4 also includes a third branch R41 and a fourth branch R42. The third branch R41 connects one end 4a of the second internal heat exchanger 4 and the first end R30a of the first common branch R30. The first throttling element 5 is connected in series with the third branch R41. The fourth branch R42 connects the other end 3b of the external heat exchanger 3 and the second end R30b of the first common branch R30. The eighth pipe R8 also includes an eighth branch R81 and a ninth branch R82. The eighth branch R81 connects the other end 2b and the second end R30b of the first internal heat exchanger 2. The ninth branch R82 connects the first end R30a and one end of the sixth heat exchange flow path.

[0164] Therefore, under the premise of ensuring the normal use of the fourth pipeline R4 and the eighth pipeline R8, by setting the fourth pipeline R4 and the eighth pipeline R8 to share the first common branch R30, it is convenient to save the pipeline length of the fourth pipeline R4 and the eighth pipeline R8 and to facilitate the layout of the fourth pipeline R4 and the eighth pipeline R8.

[0165] Among them, such as Figure 1 , Figure 6 and Figure 7 As shown, a one-way valve 8 is connected in series on the fourth branch R42. The inlet end of the one-way valve 8 is connected to the other end 3b of the external heat exchanger 3, and the outlet end of the one-way valve 8 is connected to the second end R30b of the first common branch R30. Therefore, the refrigerant on the fourth branch R42 can only flow from the other end 3b of the external heat exchanger 3 toward the second end R30b of the first common branch R30. This helps to prevent the refrigerant on the first branch R31 from flowing directly to the external heat exchanger 3 through the fourth branch R42 when the valve group is switched to the second state. This ensures that the refrigerant on the first branch R31 flows to the external heat exchanger 3 through the first common branch R30 and the second branch R32, and then through the second throttling element 6. This ensures the normal operation of the second refrigerant circulation path, enabling the vehicle thermal management system 100 to achieve air source heat pump heating.

[0166] In some embodiments of the present invention, such as Figures 10-16 As shown, the third branch R41, the eighth branch R81, and the ninth branch R82 are all formed within the integrated module 25. That is, the integrated module 25 defines the third branch R41, the eighth branch R81, and the ninth branch R82, respectively. The fourth branch R42 and the first common branch R30 are both located outside the integrated module 25. That is, the integrated module 25 does not define the fourth branch R42 and the first common branch R30, so that other components can be installed on the first common branch R30 to further improve the performance of the vehicle thermal management system 100.

[0167] In some embodiments of the present invention, such as Figures 10-15 As shown, the integrated module 25 is divided into a first temperature zone 251, a second temperature zone 252, and a third temperature zone 253. The portion of the third branch R41 before the first throttling element 5 and the second branch R32 are both located in the second temperature zone 252. The portion of the third branch R41 after the first throttling element 5 is located in the third temperature zone 253. The eighth branch R81 is located in the first temperature zone 251, and the ninth branch R82 is located in the second temperature zone 252.

[0168] It is evident that the temperature of the first temperature zone 251 is higher than that of the second temperature zone 252, and the temperature of the second temperature zone 252 is higher than that of the third temperature zone 253. This results in the first temperature zone 251 becoming a high-temperature zone, the second temperature zone 252 becoming a medium-temperature zone, and the third temperature zone 253 becoming a low-temperature zone. Based on the refrigerant temperatures in the third branch R41, the fourth branch R42, the eighth branch R81, and the ninth branch R82, the corresponding temperature branches of the fourth pipe R4 and the eighth pipe R8 can be centrally arranged. This helps to reduce the heat transferred from the high-temperature refrigerant to the medium-temperature or low-temperature refrigerant, thus ensuring the performance of the vehicle thermal management system 100.

[0169] In some embodiments of the present invention, such as Figure 1 , Figure 6 and Figure 7 As shown, the ninth pipe R9 and the fifth pipe R5 have a second common branch R20. The second common branch R20 has a third end R20a and a fourth end R20b. The fourth end R20b of the second common branch R20 is connected to the intake port 1a.

[0170] The fifth pipe R5 also includes a sixth branch R51, which connects to the other end of the second internal heat exchanger 4 and the third end R20a of the second common branch R20. The ninth pipe R9 also includes a tenth branch R91, which connects to the other end of the sixth heat exchange flow path and the third end R20a of the second common branch R20.

[0171] Therefore, while ensuring the normal use of the fifth pipeline R5 and the ninth pipeline R9, by setting the fifth pipeline R5 and the ninth pipeline R9 to share the second common branch R20, it is convenient to save the pipeline length of the fifth pipeline R5 and the ninth pipeline R9 and to facilitate the arrangement of the fifth pipeline R5 and the ninth pipeline R9.

[0172] Furthermore, such as Figure 1 , Figure 6 and Figure 7 As shown, the eighth pipe R8 and the fourth pipe R4 share a first common branch R30, and the ninth pipe R9 and the fifth pipe R5 share a second common branch R20. The vehicle thermal management system 100 also includes a first heat exchange device 10, which has a first heat exchange flow path and a second heat exchange flow path that exchange heat with each other. The first heat exchange flow path is connected in series with the first common branch R30, and the second heat exchange flow path is connected in series with the second common branch R20 to improve the performance of the vehicle thermal management system 100.

[0173] In some embodiments of the present invention, such as Figures 10-16As shown, the sixth branch R51 and the tenth branch R91 are both formed within the integrated module 25. That is, the integrated module 25 defines the sixth branch R51 and the tenth branch R91 respectively. The second common branch R20 is located outside the integrated module 25. That is, the integrated module 25 does not define the second common branch R20, so that other components can be installed on the second common branch R20 to further improve the performance of the vehicle thermal management system 100.

[0174] In some embodiments of the present invention, such as Figures 10-15 As shown, the integrated module 25 is divided into a first temperature zone 251, a second temperature zone 252 and a third temperature zone 253. The upstream part of the sixth branch R51 is located in the third temperature zone 253, the downstream part of the sixth branch R51 is located in the first temperature zone 251, and the tenth branch R91 is located in the first temperature zone 251.

[0175] It is evident that the temperature of the first temperature zone 251 is higher than the temperature of the third temperature zone 253, making the first temperature zone 251 a high-temperature zone and the third temperature zone 253 a low-temperature zone. Based on the refrigerant temperatures in the sixth branch R51 and the tenth branch R91, the corresponding temperature branches of the fifth pipe R5 and the ninth pipe R9 can be centrally arranged, which helps reduce the heat transferred from the high-temperature refrigerant to the low-temperature refrigerant, ensuring the performance of the vehicle thermal management system 100. In some embodiments of the present invention, such as... Figure 1 , Figure 6 and Figure 7 As shown, the second system also includes a reversing element 16 and an engine cooling jacket 17. The reversing element 16 is connected in series between the fifth heat exchange flow path and the drive pump 18, and the reversing element 16 includes a first valve port 16a, a second valve port 16b, a third valve port 16c, and a fourth valve port 16d. The first valve port 16a is switchably connected to one of the second valve port 16b and the third valve port 16c, and the fourth valve port 16d is switchably connected to the other of the second valve port 16b and the third valve port 16c. The first valve port 16a is connected to the drive pump 18, the second valve port 16b is connected to the fifth heat exchange flow path, and the engine cooling jacket 17 is connected to the third valve port 16c and the fourth valve port 16d respectively through the second circulation pipeline.

[0176] As can be seen, when the first valve port 16a is connected to the second valve port 16b, and the fourth valve port 16d is connected to the third valve port 16c, the engine cooling jacket 17, the second circulation pipe, and the flow path between the third valve port 16c and the fourth valve port 16d of the reversing element 16 form a closed circulation path. The engine cooling jacket 17 is not connected to the first circulation pipe, and the water in the first circulation pipe cannot exchange heat with the engine cooling jacket 17. When the first valve port 16a is connected to the third valve port 16c, and the fourth valve port 16d is connected to the second valve port 16b, the engine cooling jacket 17 is connected to the first circulation pipe through the second circulation pipe, and the second circulation pipe is connected in series with the first circulation pipe. The water in the first circulation pipe can exchange heat with the engine cooling jacket 17 to utilize the engine's heat. Therefore, in the water source heat pump heating mode or the air source water source combined heat pump heating mode, it is convenient to switch the reversing element 16 according to whether the engine's heat (e.g., the engine's waste heat) is sufficient.

[0177] In some embodiments of the present invention, such as Figure 1 , Figure 6 and Figure 7 As shown, the second system also includes an electric heater 20, which is connected in series between the drive pump 18 and the warm air core 19, and is located upstream of the warm air core 19. The electric heater 20 can heat the heat exchange medium, such as water, flowing through the electric heater 20 in the first circulation pipeline, so as to increase the temperature of the airflow flowing through the warm air core 19 and realize the heating of the cabin.

[0178] Therefore, when the engine heat is insufficient, the second circulation pipe can be disconnected from the first circulation pipe and the electric heater 20 can be turned on to achieve heating; when the engine heat is sufficient, the electric heater 20 can be turned off to save energy.

[0179] In some embodiments of the present invention, such as Figure 6 and Figure 7 As shown, the vehicle thermal management system 100 also has a water source heat pump heating mode and an air source / water source combined heat pump heating mode. In the water source heat pump heating mode, such as... Figure 6 As shown, both the eighth pipe R8 and the ninth pipe R9 are conductive and drive pump 18 to operate; in the air-source / water-source combined heat pump heating mode, as Figure 7 As shown, the second pipeline R2, the third pipeline R3, the eighth pipeline R8 and the ninth pipeline R9 are all connected, while the first pipeline R1 and the fourth pipeline R4 are disconnected.

[0180] In some embodiments of the present invention, such as Figure 1 , Figure 8 and Figure 9As shown, the vehicle thermal management system 100 also includes a battery heat exchanger 11, a third heat exchange device 14, a third throttling element 12, and a second system. One end of the battery heat exchanger 11 is selectively connected to the exhaust port 1b via a tenth pipe R10. When the tenth pipe R10 is open, the refrigerant compressed in the compressor 1 can flow through the tenth pipe R10 to the battery heat exchanger 11 to heat the individual cells or battery modules of the battery pack. When the tenth pipe R10 is closed, refrigerant cannot flow between the battery heat exchanger 11 and the compressor 1 via the tenth pipe R10. The third heat exchange device 14 has a fifth heat exchange flow path and a sixth heat exchange flow path for mutual heat exchange. The sixth heat exchange path has one end selectively connected to the other end of the battery heat exchanger 11 via the eleventh pipe R11. When the eleventh pipe R11 is open, refrigerant can flow between the sixth heat exchange path and the battery heat exchanger 11 via the eleventh pipe R11. When the eleventh pipe R11 is closed, refrigerant cannot flow between the sixth heat exchange path and the battery heat exchanger 11 via the eleventh pipe R11. The other end of the sixth heat exchange path is connected to the suction port 1a via the ninth pipe R9. The third throttling element 12 is connected in series on the eleventh pipe R11. The third throttling element 12 can throttle and reduce the pressure of the refrigerant on the eleventh pipe R11.

[0181] The vehicle thermal management system 100 also includes a second system, which includes an engine cooling jacket 17, a drive pump 18, and a heater core 19 connected through a first circulation pipe. A fifth heat exchange flow path is connected in series in the first circulation pipe and is located downstream of the heater core 19. The second system can be filled with a heat exchange medium, such as water, to facilitate heat transfer through the heat exchanger medium. The refrigerant discharged from the compressor 1 undergoes heat exchange through the battery heat exchanger 11. The refrigerant flowing out of the battery heat exchanger 11 flows through the eleventh pipe R11 and through the third throttling element 12 to the sixth heat exchange flow path to exchange heat with the heat exchange medium in the second system. The refrigerant after heat exchange can flow back to the compressor 1 through the ninth pipe R9 to enter the next cycle.

[0182] As can be seen, compressor 1, tenth pipe R10, battery heat exchanger 11, eleventh pipe R11, third throttling element 12, third heat exchange device 14, and ninth pipe R9 can constitute the fifth refrigerant circulation path. The battery heater 11 can be used as a condenser to heat the battery, and the third heat exchange device 14 can be used as an evaporator to reduce the temperature of the heat exchange medium flowing through the sixth heat exchange path. Simultaneously, the second system can utilize the engine's heat to heat the passenger compartment. This further enriches the operating modes of the vehicle thermal management system 100.

[0183] Optionally, at least a portion of the heat exchange flow path of the battery heat exchanger 11 is located within the battery pack to facilitate direct heat exchange between the heat exchange flow path and the individual battery cells or battery modules. Compared to some technologies that employ a first heat exchange between the refrigerant and the coolant, followed by a second heat exchange between the coolant and the individual battery cells or battery modules, allowing the refrigerant to indirectly exchange heat with the individual battery cells or battery modules through the coolant, the above-mentioned method of this application facilitates an increase in the heating rate of the individual battery cells or battery modules by the vehicle thermal management system 100, which is beneficial for saving fuel consumption and electricity consumption.

[0184] For example, taking water as the heat exchange medium in the second system as an example, the vehicle thermal management system 100 can have a water source heat pump battery heating mode. In the water source heat pump battery heating mode (e.g.) Figure 8 As shown), the first pipeline R1 and the third pipeline R3 are both isolated. At this time, after the refrigerant is compressed by the compressor 1, it flows out from the exhaust port 1b of the compressor 1 and flows to the battery heat exchanger 11 for heat exchange. After heat exchange, the refrigerant flows through the eleventh pipeline R11 and through the third throttling element 12 to the third heat exchange device 14 for heat exchange. After heat exchange, the refrigerant flows through the ninth pipeline R9 to the suction port 1a of the compressor 1 to complete the circulation. At the same time, the drive pump 18 drives the water circulation in the second system. When the water flows through the engine cooling jacket 17, it can take away the heat of the engine. When it flows to the heater core 19, it exchanges heat with the airflow flowing through the heater core 19 to increase the temperature of the airflow and realize cabin heating. The water flowing out of the heater core 19 flows to the fifth heat exchange flow path to exchange heat with the refrigerant in the fifth refrigerant circulation flow path to reduce the temperature of the water so that the water can take away the heat of the engine again in time, which facilitates the recovery and utilization of the engine's waste heat.

[0185] In some embodiments of the present invention, such as Figures 10-16 As shown, the tenth pipe R10 and the eleventh pipe R11 are both formed within the integrated module 25. That is to say, the tenth pipe R10 and the eleventh pipe R11 are respectively defined within the integrated module 25. The pipe integration is reasonable and facilitates simplified assembly.

[0186] In some embodiments of the present invention, such as Figures 10-15 As shown, the integrated module 25 is divided into a first temperature zone 251, a second temperature zone 252 and a third temperature zone 253. The tenth pipe R10 and the eleventh pipe R11 are both located in the first temperature zone 251. The refrigerant temperature difference between the tenth pipe R10 and the eleventh pipe R11 is relatively small, which helps to ensure the performance of the vehicle thermal management system 100.

[0187] For example, the temperature of the first temperature zone 251 is higher than the temperature of the second temperature zone 252, and the temperature of the second temperature zone 252 is higher than the temperature of the third temperature zone 253. This makes the first temperature zone 251 a high-temperature zone, the second temperature zone 252 a medium-temperature zone, and the third temperature zone 253 a low-temperature zone. Based on the temperature of the refrigerant in the tenth pipe R10 and the eleventh pipe R11, the corresponding temperature branches of the tenth pipe R10 and the eleventh pipe R11 can be centrally arranged. This helps to reduce the heat transferred from the high-temperature refrigerant to the medium-temperature or low-temperature refrigerant, thus ensuring the performance of the vehicle thermal management system 100.

[0188] In some embodiments of the present invention, such as Figure 8 As shown, the vehicle thermal management system 100 also has a water source heat pump battery heating mode. In the water source heat pump battery heating mode, such as... Figure 8 As shown, both the ninth pipe R9 and the tenth pipe R10 are conductive and drive pump 18 to operate.

[0189] In some embodiments of the present invention, such as Figure 9 As shown, one end of the sixth heat exchange flow path is also connected to the other end of the first internal heat exchanger 2 through the eighth pipe R8. The vehicle thermal management system 100 also includes a fourth throttling element 15, which is connected in series with the eighth pipe R8. The fourth throttling element 15 can throttle and reduce the pressure of the refrigerant on the eighth pipe R8. The refrigerant discharged from the compressor 1 undergoes heat exchange through the first internal heat exchanger 2. The refrigerant flowing out of the first internal heat exchanger 2 flows through the eighth pipe R8 and the fourth throttling element 15 to the sixth heat exchange flow path to exchange heat with the heat exchange medium in the second system. The refrigerant after heat exchange can flow to the compressor 1 through the ninth pipe R9 to enter the next cycle.

[0190] As can be seen, compressor 1, first internal heat exchanger 2, eighth pipe R8, fourth throttling element 15, third heat exchange device 14, and ninth pipe R9 can constitute the fourth refrigerant circulation path. Therefore, the vehicle thermal management system 100 can also have a water source heat pump heating mode (similar to the water source heat pump heating mode described above, and will not be repeated here). Of course, the vehicle thermal management system 100 can also have a combined water source heat pump heating and water source heat pump battery heating mode (such as...). Figure 9As shown), at this time, both the first pipeline R1 and the third pipeline R3 are disconnected. After the refrigerant is compressed by the compressor 1, a portion flows out from the exhaust port 1b of the compressor 1 and flows to the first internal heat exchanger 2 for heat exchange. The refrigerant after heat exchange flows through the eighth pipeline R8 and through the fourth throttling element 15 to the third heat exchange device 14 for heat exchange, while the other portion flows to the battery heat exchanger 11 for heat exchange. The refrigerant after heat exchange flows through the eleventh pipeline R11 and through the third throttling element 12 to the third heat exchange device 14. The refrigerant after heat exchange in the third heat exchange device 14... The refrigerant flows through the ninth pipe R9 to the intake port 1a of the compressor 1 to complete the circulation; at the same time, the drive pump 18 drives the water circulation in the second system. When the water flows through the engine cooling jacket 17, it can remove the heat from the engine. When it flows to the heater core 19, it exchanges heat with the airflow flowing through the heater core 19 to increase the temperature of the airflow and achieve cabin heating. The water flowing out of the heater core 19 flows to the fifth heat exchange flow path to exchange heat with the refrigerant in the fourth refrigerant circulation flow path to reduce the temperature of the water so that the water can remove the heat from the engine again in time.

[0191] In the combined mode of water source heat pump heating and water source heat pump battery heating, the first internal heat exchanger 2 and the battery heat exchanger 11 are connected in parallel to avoid the first internal heat exchanger 2 releasing heat into the low-temperature passenger cabin, reduce heat loss, and improve the ability to heat the battery.

[0192] In some embodiments of the present invention, such as Figure 9 As shown, the vehicle thermal management system 100 also has a combined mode of water source heat pump heating and water source heat pump battery heating. In the combined mode of water source heat pump heating and water source heat pump battery heating, such as Figure 9 As shown, the eighth pipeline R8, the ninth pipeline R9, and the tenth pipeline R10 are all connected and drive pump 18 to run.

[0193] In some embodiments, such as Figures 10-15 As shown, the integrated module 25 has at least one first mounting part A1 and at least one second mounting part A2. The first mounting part A1 is used to install a throttling element (e.g., an electronic expansion valve) of the vehicle thermal management system 100, such as at least one of the first throttling element 5, the second throttling element 6, the third throttling element 12, and the fourth throttling element 15 described above. The second mounting part A2 is used to install a control valve of the vehicle thermal management system 100, such as at least one of the first control valve 71, the second control valve 72, the third control valve 73 described above, and the fourth control valve 21, the fifth control valve 22, the sixth control valve 23, and the seventh control valve 24 described below.

[0194] In this configuration, the fourth control valve 21 is connected in parallel with the fourth throttling element 15; the fifth control valve 22 is connected in series between the third heat exchange device 14 and the fourth throttling element 15; the sixth control valve 23 is connected in series between one end 11a of the battery heat exchanger 11 and the other end 4b of the second internal heat exchanger 4, and also between one end 11a of the battery heat exchanger 11 and the third heat exchange device 14; and the seventh control valve 24 is connected in series between the exhaust port 1b and one end 11a of the battery heat exchanger 11. Optionally, the control valves in this application are electromagnetic control valves.

[0195] For example, such as Figures 10-15 As shown, valve seat 25 defines a flow channel with multiple interfaces, including interface P1, interface P2, interface P3, interface P4, interface P5, interface P6, interface P7, interface P8, interface P9, interface P10, interface P11, interface P12, and interface P13. Interfaces P1 and P2 are respectively connected to the two ends of the battery heat exchanger 11, interfaces P3 and P4 are respectively connected to the two ends of the fifth heat exchange flow path of the third heat exchange device 14, and interfaces P5 and P6 are respectively connected to the second internal heat exchanger. At both ends of the device 4, interfaces P7 and P8 are respectively connected to the liquid storage tank 9 and the first heat exchange device 10 (the first heat exchange flow path of the first heat exchange device 10) at the ends furthest from each other. Interface P9 is connected to the end furthest from the suction port 1a of the second heat exchange flow path of the first heat exchange device 10. Interfaces P10 and P11 are respectively connected to both ends of the external heat exchanger 3. Interface P12 is located on the first pipeline R1 and connected to the other end 2b of the second internal heat exchanger 2. Interface P13 is located on the tenth pipeline R10 and connected to the exhaust port 1b.

[0196] like Figure 15 and Figure 16 As shown, interfaces P1, P2, P5, P6, and P13 are all located on one side of valve seat 25, while interfaces P7, P8, P9, P10, P11, and P12 are located on the other side of valve seat 25. This allows valve seat 25 to have a first temperature zone 251, a second temperature zone 252, and a third temperature zone 253. The temperature of the refrigerant in the first temperature zone 251 is higher than that in the second temperature zone 252, and the temperature of the refrigerant in the second temperature zone 252 is higher than that in the third temperature zone 253. The first temperature zone 251 and the second temperature zone 252 are both located on the other side of valve seat 25, and there are two third temperature zones 253, both located on one side of valve seat 25.

[0197] In cabin-only cooling mode, battery-only cooling mode, and cabin-battery dual cooling mode, high-temperature and high-pressure gaseous refrigerant flows out from the first internal heat exchanger 2, enters the integrated module through interface P12, then flows out of the integrated module through interface P11, and enters the external heat exchanger 3. At this time, the high-temperature and high-pressure refrigerant condenses into a medium-temperature refrigerant after passing through the external heat exchanger 3. A first slot 25a, a second slot 25b, and a third slot 25c are formed on the valve seat 25. The third slot 25c is used to separate the two third temperature zones 253 to reduce the heat transfer between the two third temperature zones 253. The second slot 25b is used to separate the first temperature zone 251 and the second temperature zone 252 to reduce the heat transferred from the first temperature zone 251 to the second temperature zone 252. The first slot 25a is used to separate the first temperature zone 251 and the third temperature zone 253.

[0198] Therefore, the vehicle thermal management system 100 in this application is applicable to all vehicle models that have both overall vehicle cooling and heating requirements as well as battery cooling and heating requirements. The vehicle thermal management system 100 includes battery cooling and heating, as well as a heat pump system that highly integrates the engine water circuit (i.e., the second system mentioned above). It makes reasonable use of all heat exchangers and all heat sources, and meets the heating and cooling requirements of the vehicle thermal management system under different operating conditions in the most economical and energy-saving way.

[0199] Optionally, the heat exchange devices in the vehicle thermal management system 100 (such as the battery heat exchanger 11 and the third heat exchange device 14 mentioned above) are plate heat exchangers.

[0200] A vehicle according to a second aspect embodiment of the present invention includes a vehicle thermal management system 100 according to the first aspect embodiment of the present invention described above.

[0201] The vehicle according to the embodiments of the present invention, by adopting the vehicle thermal management system 100 described above, is beneficial to improving the experience of drivers and passengers.

[0202] Other configurations and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0203] Optionally, the vehicle is a hybrid electric vehicle.

[0204] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0205] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0206] 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.

[0207] 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 vehicle thermal management system, characterized in that, The first system includes: The compressor has an intake port and an exhaust port; The first internal heat exchanger has one end connected to the exhaust port via a refrigerant pipeline; An external heat exchanger, one end of which is selectively connected to the other end of the first internal heat exchanger via a first pipe, and the other end of which is selectively connected to the air intake via a second pipe, and the other end of which is selectively connected to the other end of the first internal heat exchanger via a third pipe; The second internal heat exchanger has one end selectively connected to the other end of the external heat exchanger via a fourth pipe, and the other end of the second internal heat exchanger is selectively connected to the air intake via a fifth pipe. The first throttling element is connected in series in the fourth pipeline; The second throttling element is connected in series in the third pipeline; An integrated module, wherein at least a portion of the first pipeline, at least a portion of the second pipeline, at least a portion of the third pipeline, and at least a portion of the fourth pipeline are all formed within the integrated module, and both the first throttling element and the second throttling element are disposed on the integrated module.

2. The vehicle thermal management system according to claim 1, characterized in that, The integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. At least a portion of the first pipeline, at least a portion of the second pipeline, and at least a portion of the upstream of the third pipeline are all located in the first temperature zone. At least a portion of the downstream of the third pipeline and at least a portion of the downstream of the fourth pipeline are all located in the second temperature zone, and at least a portion of the downstream of the fourth pipeline is located in the third temperature zone.

3. The vehicle thermal management system according to claim 2, characterized in that, The integrated module has a first slot and a second slot formed thereon. The first slot is located between the first temperature zone and the third temperature zone, and the second slot is located between the first temperature zone and the second temperature zone.

4. The vehicle thermal management system according to claim 1, characterized in that, The third pipeline and the fourth pipeline have a first common branch, which has a first end and a second end. The third pipeline further includes a first branch and a second branch. The first branch connects the other end of the first internal heat exchanger and the second end, and the second branch connects the first end and the other end of the external heat exchanger. The second throttling element is connected in series in the second branch. The fourth pipeline also includes a third branch and a fourth branch. The third branch connects one end of the second internal heat exchanger to the first end. The first throttling element is connected in series on the third branch. The fourth branch connects the other end of the external heat exchanger to the second end. A one-way valve is connected in series on the fourth branch. The inlet end of the one-way valve is connected to the other end of the external heat exchanger, and the outlet end of the one-way valve is connected to the second end.

5. The vehicle thermal management system according to claim 4, characterized in that, The first branch, the second branch, and the third branch are all formed within the integrated module, while the fourth branch and the first shared branch are both located outside the integrated module.

6. The vehicle thermal management system according to claim 5, characterized in that, The integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. The first branch is located in the first temperature zone, the portions of the second branch and the third branch before the first throttling element are both located in the second temperature zone, and the portion of the third branch after the first throttling element is located in the third temperature zone.

7. The vehicle thermal management system according to claim 1, characterized in that, The second pipeline and the fifth pipeline have a second common branch, which has a third end and a fourth end, and the fourth end of the second common branch is connected to the air intake. The second pipeline also includes a fifth branch, which connects one end of the external heat exchanger and the third end of the second common branch. The fifth pipeline also includes a sixth branch, which connects the other end of the second internal heat exchanger and the third end of the second common branch.

8. The vehicle thermal management system according to claim 7, characterized in that, The fifth branch and the sixth branch are both formed within the integrated module, while the second shared branch is located outside the integrated module.

9. The vehicle thermal management system according to claim 8, characterized in that, The integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. The fifth branch is located in the first temperature zone, the upstream portion of the sixth branch is located in the third temperature zone, and the downstream portion of the sixth branch is located in the first temperature zone.

10. The vehicle thermal management system according to claim 7, characterized in that, The third and fourth pipelines share a first common branch. On the third pipeline, the first common branch is located upstream of the second throttling element. On the fourth pipeline, the first common branch is located upstream of the first throttling element. The vehicle thermal management system also includes: The first heat exchange device has a first heat exchange flow path and a second heat exchange flow path that exchange heat with each other. The first heat exchange flow path is connected in series with the first common branch, and the second heat exchange flow path is connected in series with the second common branch.

11. The vehicle thermal management system according to claim 10, characterized in that, The vehicle thermal management system further includes a liquid storage tank, which is connected in series on the first common branch and is located upstream of the first heat exchange flow path.

12. The vehicle thermal management system according to any one of claims 1-11, characterized in that, The vehicle thermal management system has the following features: In the cabin single-cooling mode, the first pipeline, the fourth pipeline and the fifth pipeline are all connected, while the second pipeline and the third pipeline are all disconnected. In the air source heat pump heating mode, both the second and third pipes are connected, while the first and fourth pipes are disconnected.

13. The vehicle thermal management system according to any one of claims 1-11, characterized in that, Also includes: A battery heat exchanger, one end of which is selectively connected to the air intake via a sixth pipe, and the other end of which is selectively connected to the other end of the external heat exchanger via a seventh pipe; The third throttling element is connected in series in the seventh pipeline.

14. The vehicle thermal management system according to claim 13, characterized in that, The seventh pipe and the fourth pipe have a third common branch, which has a fifth end and a sixth end. The fifth end of the third common branch is connected to the other end of the external heat exchanger. The seventh pipeline also includes a seventh branch, which connects the other end of the battery heat exchanger and the sixth end of the third common branch. The third throttling element is connected in series in the seventh branch. The fourth pipeline also includes a third branch, which connects one end of the second internal heat exchanger and the sixth end of the third common branch, with the first throttling element connected in series on the third branch.

15. The vehicle thermal management system according to claim 14, characterized in that, The upstream portion of the third shared branch, the seventh branch, and the third branch are all integrated within the integrated module.

16. The vehicle thermal management system according to claim 15, characterized in that, The integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. The upstream portion of the third common branch is located in the first temperature zone and the second temperature zone. The portion of the third branch before the first throttling element is located in the second temperature zone, and the portion of the third branch after the first throttling element is located in the third temperature zone. The portion of the seventh branch before the third throttling element is located in the second temperature zone, and the portion of the seventh branch after the third throttling element is located in the third temperature zone.

17. The vehicle thermal management system according to claim 14, characterized in that, The sixth pipe and the fifth pipe share a second common branch, which has a third end and a fourth end. The fourth end of the second common branch is connected to the air intake. The vehicle thermal management system also includes: The second heat exchange device has a third heat exchange flow path and a fourth heat exchange flow path that exchange heat with each other. The third heat exchange flow path is connected in series on the third common branch, and the fourth heat exchange flow path is connected in series on the second common branch.

18. The vehicle thermal management system according to claim 13, characterized in that, The vehicle thermal management system also has: In the single-cooling mode of the battery, the first pipeline, the sixth pipeline, and the seventh pipeline are all connected. In the dual-cooling mode of the cabin battery, the first pipeline, the fourth pipeline, the fifth pipeline, the sixth pipeline, and the seventh pipeline are all connected.

19. The vehicle thermal management system according to any one of claims 1-11, characterized in that, Also includes: The second system includes an engine cooling jacket, a drive pump, and a heater core, which are connected through a first circulation pipe. The third heat exchange device has a fifth heat exchange flow path and a sixth heat exchange flow path that exchange heat with each other. The fifth heat exchange flow path is connected in series in the first circulation pipeline and is located downstream of the warm air core. One end of the sixth heat exchange flow path is selectively connected to the other end (2b) of the first internal heat exchanger through an eighth pipeline, and the other end of the sixth heat exchange flow path is connected to the air intake through a ninth pipeline. A fourth throttling element is connected in series in the eighth pipeline.

20. The vehicle thermal management system according to claim 19, characterized in that, The eighth pipeline and the fourth pipeline share a first common branch, which has a first end and a second end. The fourth pipeline further includes a third branch and a fourth branch. The third branch connects one end of the second internal heat exchanger to the first end, and the first throttling element is connected in series on the third branch. The fourth branch connects the other end of the external heat exchanger to the second end, and a one-way valve is connected in series on the fourth branch. The inlet end of the one-way valve is connected to the other end of the external heat exchanger, and the outlet end of the one-way valve is connected to the second end. The eighth pipeline also includes an eighth branch and a ninth branch. The eighth branch connects the other end of the first internal heat exchanger and the second end. The ninth branch connects the first end and one end of the sixth heat exchange flow path. The fourth throttling element is connected in series on the ninth branch.

21. The vehicle thermal management system according to claim 20, characterized in that, The third branch, the eighth branch, and the ninth branch are all formed within the integrated module, while the fourth branch and the first shared branch are both located outside the integrated module.

22. The vehicle thermal management system according to claim 21, characterized in that, The integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. The portion of the third branch before the first throttling element is located in the second temperature zone, and the portion of the third branch after the first throttling element is located in the third temperature zone. The eighth branch is located in the first temperature zone, and the ninth branch is located in the second temperature zone.

23. The vehicle thermal management system according to claim 19, characterized in that, The ninth pipe and the fifth pipe share a second common branch, which has a third end and a fourth end. The fourth end of the second common branch is connected to the air intake. The fifth pipeline also includes a sixth branch, which connects the other end of the second internal heat exchanger and the third end of the second common branch. The ninth pipeline also includes a tenth branch, which connects the other end of the sixth heat exchange flow path and the third end of the second common branch.

24. The vehicle thermal management system according to claim 23, characterized in that, The sixth branch and the tenth branch are both formed within the integrated module, while the second shared branch is located outside the integrated module.

25. The vehicle thermal management system according to claim 24, characterized in that, The integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. The upstream portion of the sixth branch is located in the third temperature zone, the downstream portion of the sixth branch is located in the first temperature zone, and the tenth branch is located in the first temperature zone.

26. The vehicle thermal management system according to claim 19, characterized in that, The second system also includes: A reversing element is connected in series between the fifth heat exchange flow path and the drive pump, and includes a first valve port, a second valve port, a third valve port and a fourth valve port. The first valve port is switchably connected to one of the second valve port and the third valve port, and the fourth valve port is switchably connected to the other of the second valve port and the third valve port. The first valve port is connected to the drive pump, and the second valve port is connected to the fifth heat exchange flow path. An engine cooling jacket is connected to the third valve port and the fourth valve port respectively through a second circulation pipeline.

27. The vehicle thermal management system according to claim 26, characterized in that, The second system also includes: An electric heater is connected in series between the drive pump and the warm air core, and is located upstream of the warm air core.

28. The vehicle thermal management system according to claim 19, characterized in that, The vehicle thermal management system also has: In the water source heat pump heating mode, both the eighth and ninth pipelines are connected, and the drive pump is running. In the air-source and water-source combined heat pump heating mode, the second, third, eighth, and ninth pipelines are all connected, while the first and fourth pipelines are disconnected.

29. The vehicle thermal management system according to any one of claims 1-11, characterized in that, Also includes: A battery heat exchanger, one end of which is selectively connected to the exhaust port via a tenth pipe; The third heat exchange device has a fifth heat exchange flow path and a sixth heat exchange flow path that exchange heat with each other. One end of the sixth heat exchange flow path is selectively connected to the other end of the battery heat exchanger through an eleventh pipe, and the other end of the sixth heat exchange flow path is connected to the air intake through a ninth pipe. The third throttling element is connected in series in the eleventh pipe; The second system includes an engine cooling jacket, a drive pump, and a heater core connected through a first circulation pipeline. The fifth heat exchange flow path is connected in series in the first circulation pipeline and is located downstream of the heater core.

30. The vehicle thermal management system according to claim 29, characterized in that, Both the tenth and eleventh pipelines are formed within the integrated module.

31. The vehicle thermal management system according to claim 30, characterized in that, The integrated module is divided into a first temperature zone, a second temperature zone, and a third temperature zone. The tenth pipeline and the eleventh pipeline are both located in the first temperature zone.

32. The vehicle thermal management system according to claim 29, characterized in that, The vehicle thermal management system also has: In the water source heat pump battery heating mode, both the ninth and tenth pipelines are connected, and the drive pump is running.

33. The vehicle thermal management system according to claim 29, characterized in that, One end of the sixth heat exchange flow path is connected to the other end of the first internal heat exchanger via the eighth pipeline. The vehicle thermal management system also includes a fourth throttling element, which is connected in series on the eighth pipeline.

34. The vehicle thermal management system according to claim 33, characterized in that, The vehicle thermal management system also has: In the combined mode of water source heat pump heating and water source heat pump battery heating, the eighth, ninth and tenth pipelines are all connected, and the drive pump is running.

35. A vehicle, characterized in that, Includes a vehicle thermal management system according to any one of claims 1-34.

Images