Thermal management system and vehicle

Abstract

The application discloses a heat management system and a vehicle, and relates to the technical field of heat management systems, in particular to a heat management system and a vehicle. The heat management system comprises a compressor, an indoor heat exchanger, an outdoor heat exchanger, a box heat exchanger and a multi-way valve, wherein the multi-way valve is connected with a first flow path, a second flow path and a third flow path, the compressor and the indoor heat exchanger are connected in series to the first flow path, the outdoor heat exchanger is connected to the second flow path, and the box heat exchanger is connected to the third flow path. The multi-way valve controls the connection between the first flow path, the second flow path and the third flow path, the switching of different modes of the heat management system can be realized, the multi-way valve can replace the one-way valve in the heat management system, the structure of the heat management system can be simplified, the cost can be reduced, the pipeline arrangement is facilitated, the space utilization and the maintainability of the heat management system are improved, in addition, the flow resistance in the flow path can be reduced due to the reduction of the valve quantity, the reliability of the heat management system in operation is improved, and the performance of the heat management system is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a thermal management system and a vehicle. BACKGROUND

[0002] With the development of technology, the thermal management system of a vehicle (especially a new energy vehicle) is becoming more and more complex, and the control valves of the system are increasing, which leads to an increase in the cost of the thermal management system, an increase in flow resistance, and higher requirements for assembly process and integrated arrangement. SUMMARY

[0003] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, the present application proposes a thermal management system which can simplify the structure, reduce the cost, facilitate the arrangement of pipelines, and improve the space utilization.

[0004] The present application further proposes a vehicle.

[0005] According to the thermal management system of the present application, the compressor, the in-vehicle heat exchanger, the out-vehicle heat exchanger, and the tank heat exchanger are connected in series through the first flow path, the second flow path, and the third flow path of the multi-way valve.

[0006] According to the thermal management system of the present application, the communication between the first flow path, the second flow path, and the third flow path is controlled by the multi-way valve, which can realize the switching of different modes of the thermal management system, and the multi-way valve can replace all the one-way valve components in the thermal management system, thereby simplifying the structure of the thermal management system, reducing the cost, facilitating the arrangement of pipelines, improving the space utilization and the maintainability of the thermal management system, and reducing the flow resistance in the flow path due to the reduction in the number of valves, thereby improving the reliability of the thermal management system and the performance of the thermal management system.

[0007] In some examples of the present application, the multi-way valve is provided with a first port, a second port, a third port, a fourth port, a fifth port, and a sixth port, the first flow path is connected between the first port and the second port, the second flow path is connected between the third port and the fourth port, and the third flow path is connected between the fifth port and the sixth port.

[0008] In some examples of the present application, the first port is connected with the compressor, the in-vehicle heat exchanger is arranged at the outlet end of the compressor, and the second port is connected with the in-vehicle heat exchanger.

[0009] In some examples of the present application, the thermal management system further comprises a first restrictor connected between the vehicle interior heat exchanger and the second port.

[0010] In some examples of the present application, the thermal management system further comprises a liquid storage tank, the multi-way valve is further provided with a seventh port and an eighth port, a fourth flow path is connected between the seventh port and the eighth port, and the liquid storage tank is connected to the fourth flow path.

[0011] In some examples of the present application, the thermal management system further comprises a second restrictor connected to the fourth flow path, and the second restrictor is arranged at an outlet end of the liquid storage tank.

[0012] In some examples of the present application, the seventh port is connected to the liquid storage tank, and the eighth port is connected to the second restrictor.

[0013] In some examples of the present application, in the cooling mode or the dehumidifying mode, the multi-way valve is in a first state, the first port is in communication with the sixth port, the second port is in communication with the third port, the fourth port is in communication with the seventh port, and the fifth port is in communication with the eighth port.

[0014] In some examples of the present application, in the heating mode, the multi-way valve is in a second state, the first port is in communication with the third port, the second port is in communication with the sixth port, the fourth port is in communication with the eighth port, and the fifth port is in communication with the seventh port.

[0015] In some examples of the present application, the multi-way valve is a four-way valve or an eight-way valve.

[0016] In some examples of the present application, the four-way valve is two, one of the two four-way valves is provided with the first port, the second port, the third port and the fifth port, and the other of the two four-way valves is provided with the fourth port, the sixth port, the seventh port and the eighth port.

[0017] A vehicle according to the present application comprises the above-mentioned thermal management system.

[0018] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0019] The above and / or additional aspects and advantages of the present application will become apparent and be readily understood from the following description, taken in conjunction with the accompanying drawings, in which:

[0020] Figure 1 is a first connection diagram of a thermal management system according to an embodiment of the present application;

[0021] Figure 2 is a second connection diagram of a thermal management system according to an embodiment of the present application.

[0022] Reference Signs:

[0023] 1. A thermal management system;

[0024] 10. A compressor; 20. An in-vehicle heat exchanger; 30. An out-vehicle heat exchanger; 40. A box heat exchanger; 50. A multi-way valve; 51. A first port; 52. A second port; 53. A third port; 54. A fourth port; 55. A fifth port; 56. A sixth port; 57. A seventh port; 58. An eighth port; 60. A first flow path; 70. A second flow path; 80. A third flow path; 90. A fourth flow path; 100. A first throttling device; 110. A liquid accumulator; 120. A second throttling device. DETAILED DESCRIPTION

[0025] Embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0026] Reference is made to Figure 1 and Figure 2 A thermal management system 1 according to an embodiment of the present application is described below. The thermal management system 1 is generally provided on a vehicle, and is used to adjust the temperature and humidity in the vehicle.

[0027] As shown in Figure 1 and Figure 2 , the thermal management system 1 according to an embodiment of the present application includes a compressor 10, an in-vehicle heat exchanger 20, an out-vehicle heat exchanger 30, a box heat exchanger 40, and a multi-way valve 50. The compressor 10 mainly functions to compress refrigerant, and can compress low-temperature and low-pressure refrigerant gas into high-temperature and high-pressure refrigerant gas. The in-vehicle heat exchanger 20 mainly functions to exchange heat with in-vehicle air, the out-vehicle heat exchanger 30 can function to exchange heat with out-vehicle air, and the box heat exchanger 40 can also function to exchange heat. The multi-way valve 50 mainly functions to control communication, and can selectively circulate different flow paths.

[0028] As shown in Figure 1 and Figure 2 , the in-vehicle heat exchanger 20 is provided at the outlet end of the compressor 10. In this way, the in-vehicle heat exchanger 20 is more reasonably arranged. The in-vehicle heat exchanger 20 can be a condenser. After the refrigerant flows out of the outlet end of the compressor 10, it can directly enter the interior of the condenser. The refrigerant releases heat at the condenser, and releases heat to the in-vehicle air, so that the temperature of the in-vehicle air rises, achieving the effect of heating.

[0029] As Figure 1 and Figure 2 shown, the multi-way valve 50 is connected with the first flow path 60, the second flow path 70 and the third flow path 80 respectively, the compressor 10 and the indoor heat exchanger 20 are connected in series in the first flow path 60, the outdoor heat exchanger 30 is connected in the second flow path 70, and the tank heat exchanger 40 is connected in the third flow path 80.

[0030] Among them, the first flow path 60, the second flow path 70 and the third flow path 80 can all play the role of flow, and the refrigerant can flow in the first flow path 60, the second flow path 70 and the third flow path 80. The compressor 10 and the indoor heat exchanger 20 are connected in series in the first flow path 60, the outdoor heat exchanger 30 is connected in the second flow path 70, and the tank heat exchanger 40 is connected in the third flow path 80. It should be noted that the multi-way valve 50 can control the communication between the first flow path 60, the second flow path 70 and the third flow path 80, so the multi-way valve 50 can be used to control the flow direction and path of the refrigerant, for example, the refrigerant flowing out of the compressor 10 can be controlled by the multi-way valve 50 to flow into the second flow path 70. In this way, the switching of different working modes of the thermal management system 1 can be realized.

[0031] It should be noted that there can be multiple working modes in the thermal management system 1, and the following will be described in detail taking the refrigeration mode, the dehumidification mode and the heating mode as examples:

[0032] In the refrigeration working mode, the refrigerant in the first flow path 60 flows out from the first flow path 60, and then passes through the second flow path 70 and the third flow path 80 in sequence, that is, the refrigerant flowing out of the outlet end of the compressor 10 first flows into the indoor heat exchanger 20, at this time the fan corresponding to the indoor heat exchanger 20 does not rotate, the indoor heat exchanger 20 does not work, the refrigerant flows into the multi-way valve 50, and the first flow path 60 and the second flow path 70 are selected to be communicated by the adjustment and control of the multi-way valve 50, the refrigerant flows into the outdoor heat exchanger 30, and exchanges heat in the outdoor heat exchanger 30, at this time the outdoor heat exchanger 30 is a condenser, the refrigerant releases heat in the outdoor heat exchanger 30, the refrigerant after releasing heat flows into the multi-way valve 50 again, and the second flow path 70 and the third flow path 80 are selected to be communicated again by the adjustment and control of the multi-way valve 50, the refrigerant after releasing heat enters the tank heat exchanger 40, at this time the tank heat exchanger 40 is an evaporator, and then the refrigerant after releasing heat absorbs heat in the tank heat exchanger 40, the refrigerant after absorbing heat continues to flow into the multi-way valve 50, at this time the multi-way valve 50 selects the third flow path 80 and the first flow path 60 to be communicated, and then the refrigerant after absorbing heat returns to the compressor 10, completing the refrigeration cycle.

[0033] It should be noted that the dehumidification mode and the refrigeration mode are a kind of communication state, that is, the same path of refrigerant circulation, specifically: in the dehumidification mode, the refrigerant in the first flow path 60 flows out from the first flow path 60, and then passes through the second flow path 70 and the third flow path 80, that is, the refrigerant flowing out from the outlet end of the compressor 10 first enters the vehicle interior heat exchanger 20, at this time the vehicle interior heat exchanger 20 is a condenser, and heat is released to the vehicle interior air, the refrigerant releasing heat enters the multi-way valve 50, and the first flow path 60 and the second flow path 70 are connected by the adjustment control of the multi-way valve 50, the refrigerant releasing heat enters the vehicle exterior heat exchanger 30, and heat exchange is carried out in the vehicle exterior heat exchanger 30, at this time the vehicle exterior heat exchanger 30 is also a condenser, the refrigerant releasing heat continues to release heat in the vehicle exterior heat exchanger 30, the refrigerant releasing heat enters the multi-way valve 50 again, and the second flow path 70 and the third flow path 80 are connected again by the adjustment control of the multi-way valve 50, the refrigerant releasing heat enters the tank heat exchanger 40, at this time the tank heat exchanger 40 works as an evaporator, and then the refrigerant releasing heat absorbs heat in the vehicle interior air in the tank heat exchanger 40, so that the water vapor in the air is condensed into water droplets, realizing the effect of dehumidification, the refrigerant absorbing heat continues to enter the multi-way valve 50, at this time the multi-way valve 50 selects the third flow path 80 and the first flow path 60 to be connected, and then the refrigerant absorbing heat returns to the compressor 10, completing the refrigeration cycle.

[0034] It should be noted that the heating mode is not a kind of communication state with the dehumidification mode and the refrigeration mode, that is, the path of refrigerant circulation is different, specifically: in the heating mode, the refrigerant in the first flow path 60 flows out from the first flow path 60, and then passes through the third flow path 80 and the second flow path 70, that is, the refrigerant flowing out from the outlet end of the compressor 10 first exchanges heat in the vehicle interior heat exchanger 20, at this time the vehicle interior heat exchanger 20 is a condenser, and heat is released to the vehicle interior air, realizing the effect of heating, the refrigerant releasing heat enters the multi-way valve 50, and the first flow path 60 and the third flow path 80 are connected by the adjustment control of the multi-way valve 50, the refrigerant releasing heat enters the tank heat exchanger 40, it should be noted that the tank heat exchanger 40 mainly works as a condenser, and the refrigerant passing through the tank heat exchanger 40 will continue to exchange heat to release heat to the vehicle interior air, thereby further improving the effect of heating, the refrigerant releasing heat enters the multi-way valve 50 again, and the third flow path 80 and the second flow path 70 are connected again by the adjustment control of the multi-way valve 50, the refrigerant releasing heat enters the vehicle exterior heat exchanger 30, and heat exchange is carried out in the vehicle exterior heat exchanger 30, at this time the vehicle exterior heat exchanger 30 is an evaporator, the refrigerant releasing heat absorbs heat in the vehicle exterior heat exchanger 30, the refrigerant absorbing heat enters the multi-way valve 50 again, at this time the multi-way valve 50 selects the second flow path 70 and the first flow path 60 to be connected, and then the refrigerant absorbing heat returns to the compressor 10, completing the heating cycle.

[0035] Thus, by controlling the communication between the first flow path 60, the second flow path 70 and the third flow path 80 through the multi-way valve 50, the switching of different modes of the thermal management system 1 can be realized, and all the one-way valve components in the thermal management system 1 can be replaced by the multi-way valve 50, so that the structure of the thermal management system 1 can be simplified, the cost can be reduced, the pipeline arrangement can be facilitated, the space utilization and the maintainability of the thermal management system 1 can be improved, in addition, due to the reduction in the number of valves, the flow resistance in the flow path can be reduced, the reliability of the operation of the thermal management system 1 can be improved, and the performance of the thermal management system 1 can be improved.

[0036] In addition, as shown in Figure 1 and Figure 2 , the multi-way valve 50 is provided with a first port 51, a second port 52, a third port 53, a fourth port 54, a fifth port 55 and a sixth port 56, the first flow path 60 is connected between the first port 51 and the second port 52, the second flow path 70 is connected between the third port 53 and the fourth port 54, and the third flow path 80 is connected between the fifth port 55 and the sixth port 56.

[0037] Among them, the first port 51, the second port 52, the third port 53, the fourth port 54, the fifth port 55 and the sixth port 56 can all play a connecting role, connecting the first flow path 60 between the first port 51 and the second port 52, so that the refrigerant can flow between the first flow path 60 and the multi-way valve 50 through the first port 51 and the second port 52, that is, the refrigerant flows out of the outlet end of the compressor 10, flows through the vehicle interior heat exchanger 20, and then flows out through one of the first port 51 and the second port 52, and after completing the mode, it can reflow into the compressor 10 from the other of the first port 51 and the second port 52.

[0038] Similarly, the second flow path 70 is connected between the third port 53 and the fourth port 54, so that the refrigerant can flow between the second flow path 70 and the multi-way valve 50 through the third port 53 and the fourth port 54, that is, the refrigerant can enter the second flow path 70 from one of the third port 53 and the fourth port 54, and after heat exchange through the vehicle exterior heat exchanger 30, it flows into the multi-way valve 50 from the other of the third port 53 and the fourth port 54.

[0039] The third flow path 80 is connected between the fifth port 55 and the sixth port 56, so that the refrigerant can flow between the third flow path 80 and the multi-way valve 50 through the fifth port 55 and the sixth port 56, that is, the refrigerant can enter the third flow path 80 from one of the fifth port 55 and the sixth port 56, and after heat exchange through the tank heat exchanger 40, the tank heat exchanger 40 selectively exchanges heat with the refrigerant, and then the refrigerant flows into the multi-way valve 50 from the other of the fifth port 55 and the sixth port 56.

[0040] In this way, the multi-way valve 50 can be connected with the first flow path 60, the second flow path 70 and the third flow path 80 respectively, and through the adjustment and control of the multi-way valve 50, the first flow path 60, the second flow path 70 and the third flow path 80 can be selectively connected.

[0041] Specifically, as shown in Figure 1 and Figure 2 , the first port 51 is connected with the compressor 10, and the second port 52 is connected with the in-vehicle heat exchanger 20. Since the in-vehicle heat exchanger 20 is arranged at the outlet end of the compressor 10, the refrigerant flowing out of the outlet end of the compressor 10 is first heat-exchanged by the in-vehicle heat exchanger 20, and the second port 52 is connected with the in-vehicle heat exchanger 20, so that the heat-exchanged refrigerant can pass through the second port 50 into the multi-way valve 50, and the first port 51 is connected with the compressor 10, so that after the entire heat exchange work, the refrigerant can flow back to the compressor 10 from the first port 51 of the multi-way valve 50, thereby completing the circulation work. In this way, the direction of the refrigerant flowing out and flowing in can be determined, so that the connection position of the other flow paths and the first flow path 60 can be better controlled.

[0042] In addition, as shown in Figure 1 and Figure 2 , the thermal management system 1 further comprises a first throttler 100 connected between the in-vehicle heat exchanger 20 and the second port 52. The first throttler 100 mainly plays a role of pressure reduction and flow control, and can reduce the pressure of the refrigerant and control the flow of the refrigerant. By connecting the first throttler 100 between the in-vehicle heat exchanger 20 and the second port 52, the first throttler 100 can reduce the pressure and throttle the refrigerant after heat exchange by the in-vehicle heat exchanger 20 as needed, thereby facilitating the subsequent circulation and use of the refrigerant, so that the thermal management system 1 can work better. The first throttler 100 can be an electronic expansion valve.

[0043] Further, as shown in Figure 1 and Figure 2As shown, the heat management system 1 further comprises a liquid storage tank 110, the multi-way valve 50 is further provided with a seventh port 57 and an eighth port 58, the seventh port 57 and the eighth port 58 are connected with a fourth flow path 90, and the liquid storage tank 110 is connected to the fourth flow path 90. The liquid storage tank 110 can play the role of storage and liquid sealing. The seventh port 57 and the eighth port 58 mainly play the role of connection, the seventh port 57 and the eighth port 58 are connected with the fourth flow path 90, and the liquid storage tank 110 is connected to the fourth flow path 90, so that the refrigerant can flow between the liquid storage tank 110 and the multi-way valve 50 through the seventh port 57 and the eighth port 58, so that the liquid storage tank 110 can be used to store the liquid refrigerant flowing between the seventh port 57 and the eighth port 58, and the gaseous refrigerant flowing through the liquid storage tank 110 can also be liquid sealed, avoiding the gaseous refrigerant entering the compressor 10 to cause liquid impact and affect the normal work of the compressor 10.

[0044] In addition, as shown in Figure 1 and Figure 2 , the heat management system 1 further comprises a second throttling device 120, the second throttling device 120 is connected to the fourth flow path 90, and the second throttling device 120 is arranged at the outlet end of the liquid storage tank 110. The second throttling device 120 mainly plays the role of pressure reduction and flow control, can reduce the pressure of the refrigerant, and control the flow of the refrigerant. The second throttling device 120 is connected to the fourth flow path 90, so that the second throttling device 120 can reduce the pressure and throttle the refrigerant flowing in the fourth flow path 90, and the second throttling device 120 is arranged at the outlet end of the liquid storage tank 110, so that the second throttling device 120 can reduce the pressure and throttle the refrigerant flowing through the liquid storage tank 110 as needed, thereby facilitating the subsequent circulation and use of the refrigerant. The second throttling device 120 can be an electronic expansion valve.

[0045] In addition, as shown in Figure 1 and Figure 2 , the seventh port 57 is connected with the liquid storage tank 110, and the eighth port 58 is connected with the second throttling device 120. The seventh port 57 is connected with the liquid storage tank 110, so that the refrigerant enters the liquid storage tank 110 from the seventh port 57, and the liquid storage tank 110 stores the liquid refrigerant. Since the second throttling device 120 is arranged at the outlet end of the liquid storage tank 110, the refrigerant flowing out of the outlet end of the liquid storage tank 110 will first pass through the second throttling device 120, and the eighth port 58 is connected with the second throttling device 120, so that the throttled refrigerant enters the multi-way valve 50 through the eighth port 58. In this way, the direction of refrigerant outflow and inflow can be determined, so that the connection position of other flow paths and the fourth flow path 90 can be better controlled.

[0046] Next, taking the refrigeration working mode, the dehumidification working mode and the heating working mode as examples, the complete refrigerant flow path is described as follows:

[0047] In the cooling mode and the dehumidifying mode, the multi-way valve 50 is in the first state, the first port 51 is communicated with the sixth port 56, the second port 52 is communicated with the third port 53, the fourth port 54 is communicated with the seventh port 57, and the fifth port 55 is communicated with the eighth port 58. After the refrigerant flows out from the outlet end of the compressor 10, it enters the multi-way valve 50 through the indoor heat exchanger 20, the first throttler 100 and the second port 52 in sequence, and then flows out from the third port 53, enters the multi-way valve 50 through the outdoor heat exchanger 30 and the fourth port 54, and then flows out from the seventh port 57, enters the multi-way valve 50 through the liquid accumulator 110, the second throttler 120 and the eighth port 58, and then flows out from the fifth port 55, enters the multi-way valve 50 through the cabinet heat exchanger 40 and the sixth port 56, and finally flows back to the compressor 10 through the first port 51 to form a circulation.

[0048] In the heating mode, the multi-way valve 50 is in the second state, the first port 51 is communicated with the third port 53, the second port 52 is communicated with the sixth port 56, the fourth port 54 is communicated with the eighth port 58, and the fifth port 55 is communicated with the seventh port 57. After the refrigerant flows out from the outlet end of the compressor 10, it enters the multi-way valve 50 through the indoor heat exchanger 20, the first throttler 100 and the second port 52 in sequence, and then flows out from the sixth port 56, enters the multi-way valve 50 through the cabinet heat exchanger 40 and the fifth port 55, and then flows out from the seventh port 57, enters the multi-way valve 50 through the liquid accumulator 110, the second throttler 120 and the eighth port 58, and then flows out from the fourth port 54, enters the multi-way valve 50 through the outdoor heat exchanger 30 and the third port 53, and finally flows back to the compressor 10 through the first port 51 to form a circulation.

[0049] As an optional embodiment, the multi-way valve 50 is a four-way valve or an eight-way valve. That is, the multi-way valve 50 can be a four-way valve or an eight-way valve, the four-way valve can control four ports at the same time, and the eight-way valve can control eight ports at the same time. The use of the four-way valve or the eight-way valve can replace all the one-way valve components, thereby simplifying the structure of the thermal management system 1, reducing the cost, facilitating the pipeline arrangement, improving the space utilization and the maintainability of the thermal management system 1, and reducing the flow resistance in the flow path and improving the reliability and performance of the thermal management system 1 due to the reduction in the number of valves.

[0050] When the multi-way valve 50 is an eight-way valve, the eight ports can be the first port 51 to the eighth port 58 described in the above embodiments. In this way, the complete refrigerant flow paths of the cooling mode, the dehumidifying mode and the heating mode described above can be formed.

[0051] In addition, as Figure 2As shown, the four-way valves are two, one of the two four-way valves is provided with the first port 51, the second port 52, the third port 53 and the fifth port 55, and the other of the two four-way valves is provided with the fourth port 54, the sixth port 56, the seventh port 57 and the eighth port 58. That is, two four-way valves can also be used for control in the heat management system 1, specifically, one four-way valve is provided with the first port 51, the second port 52, the third port 53 and the fifth port 55, and the other four-way valve is provided with the fourth port 54, the sixth port 56, the seventh port 57 and the eighth port 58. In this way, through the connection between the two four-way valves, the complete refrigerant flow path of the above-mentioned refrigeration working mode, dehumidification working mode and heating working mode can also be formed.

[0052] It should be noted that the control mode of the heat management system 1 provided with two four-way valves and the heat management system 1 provided with eight-way valves is 0 / 1 switching, and the performance is better than that of the conventional heat management system 1 provided with four-way valves under the same switching logic.

[0053] The vehicle according to the embodiment of the present application comprises the heat management system 1 described in the above embodiments.

[0054] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0055] In the description of the present application, "first feature" and "second feature" can include one or more features. In the description of the present application, "a plurality of" means two or more. In the description of the present application, "above" or "below" of the first feature to the second feature can include that the first and second features are in direct contact, or can include that the first and second features are not in direct contact but are in contact through another feature between them. In the description of the present application, "above", "above" and "above" of the first feature to the second feature include that the first feature is directly above and obliquely above the second feature, or only means that the first feature is higher than the second feature in horizontal height.

[0056] In the description of the specification, reference to "one embodiment", "some embodiments", "an exemplary embodiment", "an example", "a specific example", or "some examples" means that a particular feature, structure, material, or characteristic being described is included in at least one embodiment or example of the application. The appearances of the phrases "in one embodiment", "in some embodiments", "in an exemplary embodiment", "an example", "a specific example", or "some examples" in various places in the specification are not necessarily referring to the same embodiment or example.

[0057] While embodiments of the application have been shown and described, it is to be understood that the application is not limited to these embodiments. Rather, it is the intention that modifications, changes, substitutions, and variations be made to the embodiments disclosed herein without departing from the spirit and scope of the application, which is defined solely by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that: include: compressor (10); In-vehicle heat exchanger (20); an off-board heat exchanger (30); Tank heat exchanger (40); a multi-way valve (50), wherein the multi-way valve (50) is respectively connected to a first flow path (60), a second flow path (70), and a third flow path (80); the compressor (10) and the in-vehicle heat exchanger (20) are connected in series to the first flow path (60); the out-vehicle heat exchanger (30) is connected to the second flow path (70); and the tank heat exchanger (40) is connected to the third flow path (80); The multi-way valve (50) is provided with a first port (51), a second port (52), a third port (53), a fourth port (54), a fifth port (55) and a sixth port (56); the first flow path (60) is connected between the first port (51) and the second port (52); the second flow path (70) is connected between the third port (53) and the fourth port (54); and the third flow path (80) is connected between the fifth port (55) and the sixth port (56); The thermal management system further includes: a liquid storage tank (110); the multi-way valve (50) is further provided with a seventh port (57) and an eighth port (58); a fourth flow path (90) is connected between the seventh port (57) and the eighth port (58); and the liquid storage tank (110) is connected to the fourth flow path (90).

2. The thermal management system according to claim 1, characterized in that The first port (51) is connected to the compressor (10), the in-vehicle heat exchanger (20) is arranged at the outlet end of the compressor (10), and the second port (52) is connected to the in-vehicle heat exchanger (20).

3. The thermal management system according to claim 2, characterized in that: Also includes: A first throttle (100) is connected between the in-vehicle heat exchanger (20) and the second port (52).

4. The thermal management system according to claim 1, wherein: Also includes: A second throttle (120), the second throttle (120) is connected to the fourth flow path (90), and the second throttle (120) is arranged at the outlet end of the liquid storage tank (110).

5. The thermal management system according to claim 4, characterized in that: The seventh port (57) is connected to the liquid storage tank (110), and the eighth port (58) is connected to the second throttle (120).

6. The thermal management system according to claim 1, wherein: In the cooling mode or the dehumidification mode, the multi-way valve (50) is in a first state, the first port (51) is connected to the sixth port (56), the second port (52) is connected to the third port (53), the fourth port (54) is connected to the seventh port (57), and the fifth port (55) is connected to the eighth port (58).

7. The thermal management system according to claim 1, wherein: In the heating mode, the multi-way valve (50) is in the second state, the first port (51) is connected to the third port (53), the second port (52) is connected to the sixth port (56), the fourth port (54) is connected to the eighth port (58), and the fifth port (55) is connected to the seventh port (57).

8. The thermal management system according to claim 1, wherein: The multi-way valve (50) is a four-way valve or an eight-way valve.

9. The thermal management system according to claim 8, characterized in that: There are two four-way valves, one of which is provided with the first port (51), the second port (52), the third port (53) and the fifth port (55), and the other of which is provided with the fourth port (54), the sixth port (56), the seventh port (57) and the eighth port (58).

10. A vehicle, characterized in that: include: The thermal management system (1) according to any one of claims 1 to 9.

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