Thermal management system and vehicle having the same

Abstract

The application discloses a kind of thermal management system and vehicle with it, comprising: air conditioning module, air conditioning module includes compressor, indoor heat exchanger, outdoor heat exchanger and regenerator connected into refrigerant circuit, regenerator is used to make the refrigerant in it to the inlet of compressor is exchanged to recover heat;Battery temperature control module, battery temperature control module includes battery heater and battery heat exchange component, battery heat exchange component is connected with battery heater and regenerator respectively, so that battery heat exchange component controls the temperature of battery using air conditioning module and battery heater;Integrated valve, integrated valve controls the flow direction of refrigerant in refrigerant circuit, to control indoor heat exchanger, outdoor heat exchanger and battery heat exchange component to act as condenser or evaporator respectively.According to the thermal management system of the embodiment of the application, the temperature of battery is adjusted using air conditioning module and battery heater, with the advantages of high integration, high energy utilization rate and high battery heating efficiency.

Description

Thermal management system and vehicles equipped with it Technical Field

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

[0002] Thermal management systems in related technologies typically include an air conditioning module and a battery temperature control module, with the air conditioning module capable of exchanging heat with the battery temperature control module. However, due to the complex refrigerant flow path and numerous pipes in these systems, the thermal management system is bulky and difficult to arrange. The long pipe flow path also results in low heat exchange efficiency between the air conditioning module and the battery temperature control module. Furthermore, the heating efficiency of the air conditioning module is low, making it difficult to meet the heating needs of the vehicle interior. Moreover, under low ambient temperature conditions, the heating efficiency of the battery pack is also low, failing to meet the heating requirements of the battery pack. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of the present invention is to provide a thermal management system that not only utilizes an air conditioning module and a battery heater to regulate the battery temperature, but also has advantages such as high integration, high energy utilization, and high battery heating efficiency.

[0004] According to the present invention, a vehicle having the above-described thermal management system is also proposed.

[0005] To achieve the above objectives, a thermal management system is provided according to a first aspect of the present invention, comprising: an air conditioning module including a compressor, an in-vehicle heat exchanger, an external heat exchanger, and a regenerator connected in a refrigerant circuit, the regenerator being used to recycle heat from the refrigerant flowing into the compressor inlet; a battery temperature control module including a battery heater and a battery heat exchange assembly, the battery heat exchange assembly being connected to the battery heater and the regenerator respectively, so that the battery heat exchange assembly controls the battery temperature using the air conditioning module and the battery heater; and an integrated valve controlling the flow direction of the refrigerant in the refrigerant circuit, so as to control the in-vehicle heat exchanger, the external heat exchanger, and the battery heat exchange assembly to act as a condenser or an evaporator respectively.

[0006] The thermal management system according to embodiments of the present invention can not only regulate the temperature of the battery using an air conditioning module and a battery heater, but also has the advantages of high integration, high energy utilization and high battery heating efficiency.

[0007] According to some embodiments of the present invention, the thermal management system has at least an air conditioning cooling state, and when the thermal management system is in the air conditioning cooling state, the refrigerant flowing to the compressor in the regenerator is heat exchanged to recover heat.

[0008] According to some embodiments of the present invention, the thermal management system has at least a switchable air conditioning cooling state and an air conditioning heating state; wherein, when the thermal management system is in the air conditioning cooling state and the air conditioning heating state, the refrigerant flowing to the compressor inlet in the regenerator is heat exchanged to recover heat.

[0009] According to some embodiments of the present invention, as long as the compressor is running, the refrigerant flowing to the compressor inlet in the regenerator is heat-exchanged to recover heat.

[0010] According to some embodiments of the present invention, the battery heat exchange assembly utilizes the air conditioning module to cool the battery; the battery heat exchange assembly utilizes the battery heater to heat the battery.

[0011] According to some embodiments of the present invention, the battery heater is an electric heater.

[0012] According to some embodiments of the present invention, the battery heat exchange assembly further includes: an intermediate heat exchanger having a first heat exchange channel and a second heat exchange channel that exchange heat with each other, the first heat exchange channel being connected to the refrigerant circuit; and a battery heat exchanger connected to the battery heater and the intermediate heat exchanger respectively; wherein the battery heat exchanger, the second heat exchange channel, and the battery heater are connected in series to form a circuit, and the battery heat exchanger is adapted to exchange heat with the battery.

[0013] According to some embodiments of the present invention, the channel of the battery heat exchange component is connected to the refrigerant circuit, the battery heat exchange component is adapted to exchange heat with the battery, and the battery heat exchange component and the battery heater are connected in series to form a circuit.

[0014] According to some embodiments of the present invention, the battery heat exchange assembly has a third heat exchange channel and a fourth heat exchange channel, the third heat exchange channel is connected to the refrigerant circuit, the battery heat exchange assembly is adapted to exchange heat with the battery, and the fourth heat exchange channel is connected in series with the battery heater to form a circuit.

[0015] According to some embodiments of the present invention, the in-vehicle heat exchanger includes a first in-vehicle heat exchanger and a second in-vehicle heat exchanger; the integrated valve is connected to the first in-vehicle heat exchanger, the second in-vehicle heat exchanger, the external heat exchanger, the regenerator and the battery heat exchange assembly, respectively.

[0016] According to some embodiments of the present invention, when the compressor is running, the integrated valve controls the refrigerant to flow through at least two of the first in-vehicle heat exchanger, the outside-vehicle heat exchanger, and the battery heat exchange assembly, wherein one of the at least two acts as a condenser and the other acts as an evaporator; or, when the compressor is running, the integrated valve controls the refrigerant to flow through at least two of the second in-vehicle heat exchanger, the outside-vehicle heat exchanger, and the battery heat exchange assembly, wherein one of the at least two acts as a condenser and the other acts as an evaporator.

[0017] According to some embodiments of the present invention, the regenerator has a first channel and a second channel for mutual heat exchange. A first end of the first channel is selectively connected to a second end of the external heat exchanger, a second end of the first internal heat exchanger, and a second end of the battery heat exchange assembly. A second end of the first channel is selectively connected to a first end of the external heat exchanger, a first end of the second internal heat exchanger, and a first end of the battery heat exchange assembly. A first end of the second channel is selectively connected to a second end of the external heat exchanger, a second end of the second internal heat exchanger, and a second end of the battery heat exchange assembly. A second end of the second channel is connected to the inlet of the compressor.

[0018] According to some embodiments of the present invention, the integrated valve has: a first interface, the first interface being connected to a first end of a first in-vehicle heat exchanger, and a second end of the first in-vehicle heat exchanger being connected to the outlet of the compressor; a second interface, the regenerator having a first channel and a second channel for mutual heat exchange, the first end of the second channel being connected to the second interface, and the second end of the second channel being connected to the inlet of the compressor; a third interface and a fourth interface, the third interface and the fourth interface being respectively connected to both ends of an external heat exchanger; a fifth interface, the fifth interface being connected to a first end of a second in-vehicle heat exchanger, and the second end of the second in-vehicle heat exchanger being connected to the first end of the second channel; a sixth interface and a seventh interface, the sixth interface... The seventh interface is connected to both ends of the battery heat exchange component; the eighth interface and the ninth interface are connected to both ends of the first channel; wherein, the integrated valve control: the second interface can be selectively connected to at least one of the fourth interface and the seventh interface, the third interface can be selectively connected to at least one of the first interface and the ninth interface, the fourth interface can be selectively connected to at least one of the second interface and the eighth interface, the fifth interface can be selectively connected to the ninth interface, the sixth interface can be selectively connected to the ninth interface, the seventh interface can be selectively connected to the second interface, and the eighth interface can be selectively connected to the first interface.

[0019] According to some embodiments of the present invention, the thermal management system has a switchable air conditioning heating state and an air conditioning cooling state; when the thermal management system is in the air conditioning heating state, the first interface is connected to the eighth interface, the third interface is connected to the ninth interface, and the fourth interface is connected to the second interface, the first in-vehicle heat exchanger acts as a condenser, and the outside heat exchanger acts as an evaporator; when the thermal management system is in the air conditioning cooling state, the first interface and the third interface are connected, the fourth interface is connected to the eighth interface, and the ninth interface is connected to the fifth interface, the second in-vehicle heat exchanger acts as an evaporator, and the outside heat exchanger acts as a condenser; in both the air conditioning cooling state and the air conditioning heating state, the refrigerant in the second channel of the regenerator exchanges heat with the refrigerant in the first channel.

[0020] According to some embodiments of the present invention, the thermal management system has at least one of an air conditioning heating and defogging state and a dehumidification state; when the thermal management system is in the air conditioning heating and defogging state, the first interface is connected to the eighth interface, the third interface is connected to the ninth interface, and the fourth interface is connected to the second interface, with the first in-vehicle heat exchanger acting as a condenser and the outside heat exchanger acting as an evaporator; when the thermal management system is in the dehumidification state, the first interface is connected to the third interface, the fourth interface is connected to the eighth interface, and the ninth interface is connected to the fifth interface, with the second in-vehicle heat exchanger acting as an evaporator and the outside heat exchanger acting as a condenser; in both the air conditioning heating and defogging state and the dehumidification state, the refrigerant in the second channel of the regenerator exchanges heat with the refrigerant in the first channel.

[0021] According to some embodiments of the present invention, the thermal management system has at least one of a battery heating state and a battery cooling state; when the thermal management system is in the battery heating state, the battery heater is turned on; when the thermal management system is in the battery cooling state, the first interface is connected to the third interface, the fourth interface is connected to the eighth interface, the ninth interface is connected to the sixth interface, the seventh interface is connected to the second interface, and the external heat exchanger acts as a condenser; in the battery cooling state, the refrigerant in the second channel of the regenerator exchanges heat with the refrigerant in the first channel.

[0022] According to some embodiments of the present invention, the thermal management system has at least one of a first air-heating-electric-cooling state, an air-cooling-electric-heating state, an air-heating-electric-heating state, and an air-cooling-electric-cooling state; when the thermal management system is in the first air-heating-electric-cooling state, the first interface is connected to the third interface and the sixth interface respectively, the second interface is connected to the fourth interface and the seventh interface respectively, the first in-vehicle heat exchanger acts as a condenser, and the battery heat exchange assembly and the outdoor heat exchanger act as evaporators; when the thermal management system is in the air-cooling-electric-heating state, the third interface is connected to the first interface, the fifth interface is connected to the fourth interface, the outdoor heat exchanger acts as a condenser, the second in-vehicle heat exchanger acts as an evaporator, and the battery heater is turned on; when the thermal management system is in the first air-heating-electric-cooling state, the third interface is connected to the first interface, the fifth interface is connected to the fourth interface, the outdoor heat exchanger acts as a condenser, the second in-vehicle heat exchanger acts as an evaporator, and the battery heater is turned on; when the thermal management system is in the second air-heating-electric-cooling state, the third interface is connected to the first interface, the fifth interface is connected to the fourth interface, the outdoor heat exchanger acts as a condenser, the second in-vehicle heat exchanger acts as an evaporator, and the battery heater is turned on; when the thermal management system is in the first air-heating-electric-cooling state, the second in-vehicle heat exchanger acts as an evaporator, and the second in-vehicle heat exchanger acts as an evaporator, the second in-vehicle heat exchanger acts as an evaporator, and the battery heater is turned on. In the air-heat-electric-heat state, the first interface is connected to the third interface, the fourth interface is connected to the second interface, the first in-vehicle heat exchanger acts as a condenser, the external heat exchanger acts as an evaporator, and the battery heater is turned on. In the air-cooled-electric-cooled state, the first interface is connected to the third interface, the fourth interface is connected to the fifth and sixth interfaces respectively, the second interface is connected to the seventh interface, the second in-vehicle heat exchanger and the battery heat exchange assembly act as evaporators, and the external heat exchanger acts as a condenser. In the first air-heat-electric-cooled state, the air-cooled-electric-heated state, the air-heat-electric-heated state, and the air-cooled-electric-cooled state, the refrigerant in the second channel of the regenerator exchanges heat with the refrigerant in the first channel.

[0023] According to some embodiments of the present invention, the thermal management system further includes at least a second air-heat-electric-cool state. When the thermal management system is in the second air-heat-electric-cool state, the first interface is connected to the sixth interface, the second interface is connected to the seventh interface, the first in-vehicle heat exchanger acts as a condenser, and the battery heat exchange assembly acts as an evaporator. In the second air-heat-electric-cool state, the refrigerant in the second channel of the regenerator exchanges heat with the refrigerant in the first channel.

[0024] According to some embodiments of the present invention, the integrated valve includes: a first on-off valve connected between the first interface and the third interface; a second on-off valve connected between the fourth interface and the fifth interface and between the fourth interface and the sixth interface; a third on-off valve connected between the fourth interface and the second interface; and a fourth on-off valve connected between the second interface and the seventh interface.

[0025] According to some embodiments of the present invention, the integrated valve further includes: a first throttle valve connected between the fourth interface and the fifth interface; a second throttle valve connected between the sixth interface and the fourth interface; and a third throttle valve connected between the first interface and the third interface.

[0026] According to some embodiments of the present invention, the air conditioning module further includes: a regenerator having a first channel and a second channel; an integrated valve having an eighth interface and a ninth interface, the eighth interface and the ninth interface being respectively connected to both ends of the first channel; a first end of the second channel being connected to the second interface and a second end being connected to the inlet of the compressor; wherein the integrated valve controls: the eighth interface to be selectively connected to at least one of the fourth interface, the first interface and the seventh interface; and the ninth interface to be selectively connected to one of the fifth interface, the sixth interface and the third interface.

[0027] According to some embodiments of the present invention, the integrated valve further includes: a fifth on-off valve, the fifth on-off valve being connected between the eighth port and the first port; a sixth on-off valve, the sixth on-off valve being connected between the eighth port and the seventh port; wherein, the second on-off valve is connected between the eighth port and the fourth port, the first throttle valve is connected between the ninth port and the fifth port, the second throttle valve is connected between the ninth port and the sixth port, and the third throttle valve is connected between the ninth port and the third port.

[0028] According to some embodiments of the present invention, the integrated valve further comprises: a tenth port and an eleventh port, the tenth port being selectively connected to at least one of the first port and the ninth port, and the eleventh port being connected to both the tenth port and the third port; wherein the first on / off valve is connected between the first port and the tenth port, and the third throttle valve is connected between the ninth port and the tenth port.

[0029] A vehicle is provided according to a second aspect of the present invention, including the thermal management system described in the first aspect of the present invention.

[0030] The vehicle according to the second aspect embodiment of the present invention, by utilizing the thermal management system described in the first aspect embodiment of the present invention, can not only cool the battery using the air conditioning module, but also has the advantages of high integration, high energy utilization and high battery heating efficiency.

[0031] 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

[0032] 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:

[0033] Figure 1 is a schematic diagram of a thermal management system according to an embodiment of the present invention.

[0034] Figure 2 is a schematic diagram of the air conditioning heating state of the thermal management system according to an embodiment of the present invention.

[0035] Figure 3 is a schematic diagram of the air conditioning cooling state of the thermal management system according to an embodiment of the present invention.

[0036] Figure 4 is a schematic diagram of the battery heating state of the thermal management system according to an embodiment of the present invention.

[0037] Figure 5 is a schematic diagram of the battery cooling state of the thermal management system according to an embodiment of the present invention.

[0038] Figure 6 is a schematic diagram of the first air-cooled thermoelectric cooling state of the thermal management system according to an embodiment of the present invention.

[0039] Figure 7 is a schematic diagram of the air-cooled electrothermal state of the thermal management system according to an embodiment of the present invention.

[0040] Figure 8 is a schematic diagram of the air-thermal-electrical state of the thermal management system according to an embodiment of the present invention.

[0041] Figure 9 is a schematic diagram of the air-cooled and electric-cooled states of the thermal management system according to an embodiment of the present invention.

[0042] Figure 10 is a schematic diagram of the second air-thermal-electric cooling state of the thermal management system according to an embodiment of the present invention.

[0043] Figure 11 is a schematic diagram of a thermal management system according to another embodiment of the present invention.

[0044] Figure label:

[0045] 1. Thermal management system;

[0046] 100. Air conditioning module; 110. Compressor; 111. Outlet; 112. Inlet; 120. First in-vehicle heat exchanger; 130. Second in-vehicle heat exchanger; 140. External heat exchanger; 150. In-vehicle heat exchanger;

[0047] 200. Battery temperature control module; 210. Battery heater; 220. Battery heat exchange assembly; 221. Intermediate heat exchanger; 222. First heat exchange channel; 223. Second heat exchange channel; 224. Battery heat exchanger; 230. Water pump;

[0048] 300. Integrated valve; 311. First port; 312. Second port; 313. Third port; 314. Fourth port; 315. Fifth port; 316. Sixth port; 317. Seventh port; 318. Eighth port; 319. Ninth port; 3110. Tenth port; 3111. Eleventh port; 321. First on / off valve; 322. Second on / off valve; 323. Third on / off valve; 324. Fourth on / off valve; 325. Fifth on / off valve; 326. Sixth on / off valve; 330. First throttle valve; 331. Second throttle valve; 332. Third throttle valve;

[0049] 400. Regenerator; 410. First channel; 420. Second channel;

[0050] 500. Gas-liquid separator. Detailed Implementation

[0051] 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.

[0052] 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," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0053] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0054] In the description of this invention, "a plurality of" means two or more, and "several" means one or more.

[0055] A thermal management system 1 according to an embodiment of the present invention will now be described with reference to the accompanying drawings.

[0056] As shown in Figures 1-11, the thermal management system 1 according to an embodiment of the present invention includes an air conditioning module 100, a battery temperature control module 200, and an integrated valve 300.

[0057] The air conditioning module 100 includes a compressor 110, an in-vehicle heat exchanger 150, an out-of-vehicle heat exchanger 140, and a regenerator 400 connected in a refrigerant circuit. The regenerator 400 is used to recycle heat by exchanging the refrigerant flowing into the inlet 112 of the compressor 110. The battery temperature control module 200 includes a battery heater 210 and a battery heat exchange assembly 220. The battery heat exchange assembly 220 is connected to the battery heater 210 and the regenerator 400, respectively, so that the battery heat exchange assembly 220 can control the battery temperature using the air conditioning module 100 and the battery heater 210. The integrated valve 300 controls the flow of refrigerant in the refrigerant circuit, so as to control the in-vehicle heat exchanger 150, the out-of-vehicle heat exchanger 140, and the battery heat exchange assembly 220 to act as condensers or evaporators, respectively.

[0058] In this embodiment of the invention, the refrigerant in the air conditioning module 100 of the thermal management system 1 can be carbon dioxide (CO2). The heating efficiency of the air conditioning module 100 using carbon dioxide as the refrigerant is much greater than 1, indicating higher efficiency. The coolant in the battery temperature control module 200 can be water, and the battery temperature control module 200 can also be equipped with a water pump 230. The water pump 230 can drive the flow of coolant in the battery temperature control module 200 to improve the heat exchange efficiency of the battery temperature control module 200.

[0059] It should be noted that in the attached diagram, the solid lines represent the flow paths of the refrigerant in the air conditioning module 100 and the coolant in the battery temperature control module 200.

[0060] According to the thermal management system 1 of the present invention, the air conditioning module 100 includes a compressor 110, an in-vehicle heat exchanger 150, an out-of-vehicle heat exchanger 140 and a regenerator 400 connected in a refrigerant circuit. The regenerator 400 is used to recycle heat by exchanging the refrigerant flowing to the inlet 112 of the compressor 110. The battery temperature control module 200 includes a battery heater 210 and a battery heat exchange assembly 220. The battery heat exchange assembly 220 is connected to the battery heater 210 and the regenerator 400 respectively, so that the battery heat exchange assembly 220 controls the temperature of the battery using the air conditioning module 100 and the battery heater 210.

[0061] In this way, the high-temperature, high-pressure refrigerant flowing from the compressor 110 can flow through the external heat exchanger 140 for cooling before flowing to the battery heat exchange assembly 220. The battery heat exchange assembly 220 absorbs heat from the battery, thereby lowering the battery temperature. This allows the air conditioning module 100 to cool the battery, preventing overheating, improving battery electrical safety, and enhancing battery temperature control for better protection, ultimately increasing the vehicle's effective driving range. Furthermore, the air conditioning module 100 is reused, eliminating the need for a separate cooling system for the battery and reducing the cost of the thermal management system 1.

[0062] Furthermore, the battery temperature control module 200 can directly heat the battery through the battery heater 210, without needing to heat the battery through the air conditioning module 100. The battery heater 210 has higher heating efficiency and better heating effect, which is conducive to quickly raising the battery temperature, thereby improving the battery's power supply capacity and driving range, so that the vehicle can drive in low ambient temperature conditions. In addition, with this configuration, the battery heating and the air conditioning module 100's heating or cooling of the vehicle interior are independent of each other and will not affect each other. When the battery is heating, the air conditioning module 100 can only heat or cool the vehicle interior, resulting in higher efficiency in both heating and cooling of the vehicle interior.

[0063] Furthermore, by installing a regenerator 400 within the air conditioning module 100, the first end of one channel of the regenerator 400 can be connected to the in-vehicle heat exchanger 150 or the out-of-vehicle heat exchanger 140, and the second end of the same channel can be connected to either the in-vehicle heat exchanger 150 or the out-of-vehicle heat exchanger 140. The first end of another channel of the regenerator 400 can be connected to either the in-vehicle heat exchanger 150 or the out-of-vehicle heat exchanger 140, and the second end of the same channel can be connected to the inlet 112 of the compressor 110.

[0064] Therefore, the refrigerant in one channel of the regenerator 400 can transfer heat to the refrigerant in the other channel, thereby increasing the temperature of the refrigerant in the other channel. This increases the temperature of the refrigerant returning to the compressor 110 after passing through the regenerator 400, and after being pressurized by the compressor 110, it can form a high-temperature and high-pressure refrigerant. Moreover, by exchanging heat between the refrigerants in the two channels of the regenerator 400, the heat of the refrigerant in the refrigerant circuit does not need to be released to the outside through the external heat exchanger 140. Furthermore, the heat of the refrigerant in the refrigerant circuit can be recovered after exchanging heat with the refrigerant flowing through the regenerator 400, thereby improving the energy recovery rate of the thermal management system 1, reducing energy loss of the thermal management system 1, and achieving higher energy utilization.

[0065] In addition, the integrated valve 300 controls the flow of refrigerant in the refrigerant circuit to control the in-vehicle heat exchanger 150, the external heat exchanger 140 and the battery heat exchange assembly 220 to act as condensers or evaporators respectively.

[0066] Specifically, when heating is required for the vehicle interior, the integrated valve 300 controls the refrigerant to flow first through the in-vehicle heat exchanger 150 and then through the out-of-vehicle heat exchanger 140. The in-vehicle heat exchanger 150 releases heat into the vehicle to raise the interior temperature, and then the out-of-vehicle heat exchanger 140 absorbs heat from the outside. In this case, the in-vehicle heat exchanger 150 acts as a condenser, and the out-of-vehicle heat exchanger 140 acts as an evaporator. Conversely, when cooling is required for the vehicle interior, the integrated valve 300 controls the refrigerant to flow first through the out-of-vehicle heat exchanger 140 and then through the in-vehicle heat exchanger 150. The out-of-vehicle heat exchanger 140 releases heat into the outside, and then the in-vehicle heat exchanger 150 absorbs heat from the inside, lowering the interior temperature. In this case, the out-of-vehicle heat exchanger 140 acts as a condenser, and the in-vehicle heat exchanger 150 acts as an evaporator.

[0067] When the battery needs to be heated, the battery heater 210 can be turned on directly to heat the battery. When the battery needs to be cooled, the integrated valve 300 can control the refrigerant to flow through the external heat exchanger 140 and then through the battery heat exchange assembly 220. The external heat exchanger 140 can release heat to the outside of the vehicle to reduce the temperature of the refrigerant. Then the refrigerant absorbs heat from the battery temperature control module 200 through the battery heat exchange assembly 220 to reduce the temperature of the battery. At this time, the external heat exchanger 140 acts as a condenser and the battery heat exchange assembly 220 acts as an evaporator.

[0068] Therefore, by controlling the integrated valve 300 alone, the direction and path of refrigerant flow can be changed, thereby enabling the switching between vehicle heating and cooling, as well as battery heating and cooling. Operation is simpler, and there is no need to set up a lot of pipelines to switch the refrigerant flow path to achieve different modes of the thermal management system 1. The structure of the thermal management system 1 is simpler, which is conducive to shortening the pipeline length of the thermal management system 1, thereby reducing heat flow loss and improving the heat exchange efficiency of the thermal management system 1. Moreover, by integrating multiple valves onto the integrated valve 300, the integration is higher, and the volume of the integrated valve 300 is smaller than the overall volume of multiple valves, making the structure more compact and easier to install and maintain. This reduces the overall volume of the thermal management system 1 and facilitates its layout.

[0069] Thus, the thermal management system according to embodiments of the present invention can not only regulate the temperature of the battery using the air conditioning module and the battery heater, but also has the advantages of high integration, high energy utilization and high battery heating efficiency.

[0070] In some specific embodiments of the present invention, the thermal management system 1 has at least an air conditioning cooling state. When the thermal management system 1 is in the air conditioning cooling state, the refrigerant flowing from the regenerator 400 to the compressor 100 inlet 112 is heat-exchanged to recover heat. Thus, when the thermal management system 1 is in the air conditioning cooling state, the refrigerant flows through the regenerator 400 to further increase its temperature before flowing back to the compressor 110. This causes the liquid droplets entrained in the return gas flowing to the compressor 110 to vaporize, preventing liquid slugging in the compressor 110. Furthermore, it ensures that the heat in the refrigerant circuit can be effectively recovered when the thermal management system 1 is in the air conditioning cooling state, which is beneficial for improving the energy recovery rate and reducing energy loss in the thermal management system 1.

[0071] Furthermore, the thermal management system 1 has at least a switchable air conditioning cooling state and an air conditioning heating state. In the air conditioning cooling state, the in-vehicle heat exchanger is cooled, and in the air conditioning heating state, the in-vehicle heat exchanger is heated. When the thermal management system 1 is in the air conditioning cooling state and the air conditioning heating state, the refrigerant flowing to the inlet 112 of the compressor 110 in the regenerator 400 is heat exchanged to recover heat. In this way, regardless of whether the thermal management system 1 is in air conditioning cooling or air conditioning heating mode, the refrigerant will flow through the regenerator 400 to further increase the temperature of the refrigerant before flowing back to the compressor 110. This causes the liquid droplets carried in the return gas flowing to the compressor 110 to vaporize, preventing liquid slugging in the compressor 110. Moreover, regardless of whether the thermal management system 1 is in air conditioning cooling or air conditioning heating mode, the refrigerant in the two channels of the regenerator 400 will undergo heat exchange. That is to say, the heat of the refrigerant in the refrigerant circuit will be transferred to the refrigerant flowing through the regenerator 400. This ensures that the heat in the refrigerant circuit can be effectively recovered when the thermal management system 1 is in air conditioning cooling or air conditioning heating mode, which is beneficial to improving the energy recovery rate and reducing the energy loss of the thermal management system 1.

[0072] Furthermore, as long as the compressor 110 is running, the refrigerant flowing to the inlet 112 of the regenerator 400 towards the compressor 110 is heat-exchanged to recover heat. In other words, regardless of the state of the thermal management system 1, as long as the compressor 110 is running, the regenerator 400 will heat the refrigerant flowing through it, further improving the energy recovery rate of the thermal management system 1, more effectively reducing the energy loss of the thermal management system 1, and enabling the vaporization of liquid droplets entrained in the return gas, avoiding the problem of liquid slugging in the compressor 110, and making the gas entering the compressor 110 superheated vapor, reducing harmful superheating.

[0073] In some specific embodiments of the present invention, the battery heat exchange assembly 220 uses the air conditioning module 100 to cool the battery, and the battery heat exchange assembly 220 uses the battery heater 210 to heat the battery.

[0074] Specifically, when the battery needs to be cooled, at least one of the battery heat exchange assembly 220 and the external heat exchanger 140 can act as a condenser to release the heat of the refrigerant before it flows to the battery heat exchange assembly 220. The battery heat exchange assembly 220 acts as an evaporator to absorb the heat of the battery, thereby enabling the air conditioning module 100 to cool the battery.

[0075] When the battery needs to be heated, the air conditioning module 100 and the battery heat exchange component 220 can work independently. The air conditioning module 100 can cool or heat the vehicle interior, but the refrigerant flowing through the air conditioning module 100 no longer exchanges heat with the battery heat exchange component 220. The battery heat exchange component 220 only heats the battery through the battery heater 210 to raise the battery temperature. In this way, the rate at which the thermal management system 1 heats the battery can depend on the power of the battery heater 210, thereby greatly improving the efficiency of heating the battery and enabling the vehicle in this embodiment of the invention to drive normally under low ambient temperature conditions.

[0076] Furthermore, the battery heater 210 is an electric heater. For example, the battery heater 210 can be a PTC (Positive Temperature Coefficient) water heater, which allows the battery heater 210 to be smaller in size and has higher heating efficiency, further improving the efficiency of heating the battery.

[0077] It should be noted that the embodiment of the present invention uses a PTC water heater to heat the battery because the battery itself generates some heat when it is working. In addition, the battery itself has a small heat load when the ambient temperature is ≥-10℃. The thermal management system 1 of the present invention is particularly suitable for use in vehicles in areas where the winter ambient temperature is ≥-10℃.

[0078] In some specific embodiments of the present invention, as shown in Figures 1-10, the battery heat exchange assembly 220 includes an intermediate heat exchanger 221 and a battery heat exchanger 224. The battery temperature control module 200 may also include a water pump 230, which drives the flow of coolant in the battery temperature control module 200 to improve its heat exchange efficiency. Both the intermediate heat exchanger 221 and the battery heat exchanger 224 can be plate heat exchangers.

[0079] The intermediate heat exchanger 221 has a first heat exchange channel 222 and a second heat exchange channel 223 that exchange heat with each other. The first heat exchange channel 222 is connected to the refrigerant circuit. The battery heat exchanger 224, the second heat exchange channel 223 and the battery heater 210 are connected in series to form a circuit. The battery heat exchanger 224 is suitable for exchanging heat with the battery.

[0080] In other words, the battery temperature control module 200 first exchanges heat with the air conditioning module 100 through the intermediate heat exchanger 221. The air conditioning module 100 can absorb heat from the coolant in the battery temperature control module 200 through the intermediate heat exchanger 221, or the air conditioning module 100 can release heat to the battery temperature control module 200 through the intermediate heat exchanger 221, thereby lowering or raising the temperature of the coolant in the battery temperature control module 200. Then, the battery temperature control module 200 exchanges heat with the battery heat exchanger 224 and the battery to cool or heat the battery, thus realizing indirect heat exchange between the air conditioning module 100 and the battery, causing the battery temperature to change slowly, which is beneficial to protecting the battery.

[0081] In some specific embodiments of the present invention, as shown in FIG11, the channel of the battery heat exchange component 220 is connected to the refrigerant circuit, the battery heat exchange component 220 is adapted to exchange heat with the battery, and the battery heat exchange component 220 and the battery heater 210 are connected in series to form a circuit. That is, the battery heat exchanger 224 of the battery heat exchange component 220 is directly connected to the refrigerant circuit, the battery heat exchanger 224 is adapted to exchange heat with the battery, and the battery heat exchanger 224 and the battery heater 210 are connected in series to form a circuit. In other words, the air conditioning module 100 can directly exchange heat with the battery through the battery heat exchanger 224 to directly cool the battery, resulting in higher cooling efficiency, and the structure of the battery heat exchange component 220 is simpler, and the structure of the battery temperature control module 200 is also simpler.

[0082] Specifically, the battery heat exchange assembly 220 has a third heat exchange channel and a fourth heat exchange channel. The third heat exchange channel is connected to the refrigerant circuit, and the battery heat exchange assembly 220 is adapted to exchange heat with the battery. The fourth heat exchange channel is connected in series with the battery heater 210 to form a circuit. In this way, the air conditioning module 100 can directly exchange heat with the battery through the third heat exchange channel, thereby directly cooling the battery. The battery heater 210 can directly exchange heat with the battery through the fourth heat exchange channel, thereby directly heating the battery. The battery temperature control module 200 has a simpler structure, and the battery heating and cooling efficiency is higher.

[0083] In some specific embodiments of the present invention, the in-vehicle heat exchanger 150 includes a first in-vehicle heat exchanger 120 and a second in-vehicle heat exchanger 130, and the integrated valve 300 is connected to the compressor 110, the first in-vehicle heat exchanger 120, the second in-vehicle heat exchanger 130, the external heat exchanger 140, the regenerator 400 and the battery heat exchange assembly 220 respectively.

[0084] Therefore, the integrated valve 300 can control whether the refrigerant flows through the first in-vehicle heat exchanger 120, the second in-vehicle heat exchanger 130, the external heat exchanger 140, the regenerator 400, and the battery heat exchange assembly 220, and the direction of the refrigerant flow through the first in-vehicle heat exchanger 120, the second in-vehicle heat exchanger 130, the external heat exchanger 140, the regenerator 400, and the battery heat exchange assembly 220, so as to control the first in-vehicle heat exchanger 120, the second in-vehicle heat exchanger 130, the external heat exchanger 140, and the battery heat exchange assembly 220 to act as condensers or evaporators.

[0085] The integrated valve 300 controls whether the refrigerant flows through the first in-vehicle heat exchanger 120, the second in-vehicle heat exchanger 130, the external heat exchanger 140, the regenerator 400, and the battery heat exchange assembly 220. This means that the integrated valve 300 controls whether the refrigerant flows through the first in-vehicle heat exchanger 120, the second in-vehicle heat exchanger 130, the external heat exchanger 140, and the battery heat exchange assembly 220. Furthermore, the control of whether the refrigerant flows through the first in-vehicle heat exchanger 120, the second in-vehicle heat exchanger 130, the external heat exchanger 140, and the battery heat exchange assembly 220 by the integrated valve 300 does not affect each other.

[0086] Specifically, the integrated valve 300 controls the direction of refrigerant flow through the first in-vehicle heat exchanger 120, the second in-vehicle heat exchanger 130, the external heat exchanger 140, the regenerator 400, and the battery heat exchange assembly 220. This means that the integrated valve 300 controls the flow direction of the refrigerant after it flows out of the first in-vehicle heat exchanger 120, the second in-vehicle heat exchanger 130, the external heat exchanger 140, and the battery heat exchange assembly 220. Furthermore, the flow directions of the refrigerant controlled by the integrated valve 300 after it flows out of the first in-vehicle heat exchanger 120, the second in-vehicle heat exchanger 130, the external heat exchanger 140, and the battery heat exchange assembly 220 are independent of each other.

[0087] For example, when heating is needed inside the vehicle, the integrated valve 300 can control the refrigerant to flow first through the first in-vehicle heat exchanger 120 and then through the outside heat exchanger 140. The first in-vehicle heat exchanger 120 releases heat into the vehicle to raise the interior temperature, and then the outside heat exchanger 140 absorbs heat from outside. In this case, the first in-vehicle heat exchanger 120 acts as a condenser, and the outside heat exchanger 140 acts as an evaporator. When cooling is needed inside the vehicle, the integrated valve 300 can control the refrigerant to flow first through the outside heat exchanger 140 and then through the second in-vehicle heat exchanger 130. The outside heat exchanger 140 releases heat into the vehicle, and then the second in-vehicle heat exchanger 130 absorbs heat from inside, lowering the interior temperature. In this case, the outside heat exchanger 140 acts as a condenser, and the second in-vehicle heat exchanger 130 acts as an evaporator.

[0088] When the battery needs to be heated, the battery heater 210 can be turned on directly to heat the battery. When the battery needs to be cooled, the integrated valve 300 can control the refrigerant to flow through the external heat exchanger 140 and then through the battery heat exchange assembly 220. The external heat exchanger 140 can release heat to the outside of the vehicle to reduce the temperature of the refrigerant. Then the refrigerant absorbs heat from the battery temperature control module 200 through the battery heat exchange assembly 220 to reduce the temperature of the battery. At this time, the external heat exchanger 140 acts as a condenser and the battery heat exchange assembly 220 acts as an evaporator.

[0089] Therefore, by controlling the integrated valve 300 alone, the direction and path of refrigerant flow can be changed, thereby enabling the switching between vehicle heating and cooling, as well as battery heating and cooling. Operation is simpler, and there is no need to set up a lot of pipelines to switch the refrigerant flow path to achieve different modes of the thermal management system 1. The structure of the thermal management system 1 is simpler, which is conducive to shortening the pipeline length of the thermal management system 1, thereby reducing heat flow loss and improving the heat exchange efficiency of the thermal management system 1. Moreover, by integrating multiple valves onto the integrated valve 300, the integration is higher, and the volume of the integrated valve 300 is smaller than the overall volume of multiple valves, making the structure more compact and easier to install and maintain. This reduces the overall volume of the thermal management system 1 and facilitates its layout.

[0090] In some specific embodiments of the present invention, as shown in Figures 1-11, when the compressor 110 is running, the integrated valve 300 controls the refrigerant to flow through at least two of the first in-vehicle heat exchanger 120, the external heat exchanger 140, and the battery heat exchange assembly 220, with one of the at least two acting as a condenser and the other as an evaporator; or, when the compressor 110 is running, the integrated valve 300 controls the refrigerant to flow through at least two of the second in-vehicle heat exchanger 130, the external heat exchanger 140, and the battery heat exchange assembly 220, with one of the at least two acting as a condenser and the other as an evaporator.

[0091] For example, the integrated valve 300 can control the flow of refrigerant through the second in-vehicle heat exchanger 130, the external heat exchanger 140, and the battery heat exchange assembly 220. The second in-vehicle heat exchanger 130 and the battery heat exchange assembly 220 can act as evaporators, and the external heat exchanger 140 can act as a condenser. Thus, the second in-vehicle heat exchanger 130 can absorb heat from the vehicle interior to reduce the vehicle interior temperature, and the battery heat exchange assembly 220 can absorb heat from the battery to reduce the battery temperature. At the same time, the air conditioning module 100 can cool the vehicle interior and the battery.

[0092] Alternatively, the integrated valve 300 can control the flow of refrigerant through the first in-vehicle heat exchanger 120 and the battery heat exchange assembly 220. The first in-vehicle heat exchanger 120 can act as a condenser, and the battery heat exchange assembly 220 can act as an evaporator. In this way, the first in-vehicle heat exchanger 120 can release heat into the vehicle to increase the temperature inside the vehicle, and the battery heat exchange assembly 220 can absorb heat from the battery to reduce the temperature of the battery. At the same time, the air conditioning module 100 can heat the vehicle and cool the battery.

[0093] Alternatively, the integrated valve 300 can control the flow of refrigerant through the first in-vehicle heat exchanger 120, the external heat exchanger 140, and the battery heat exchange assembly 220. The first in-vehicle heat exchanger 120 can act as a condenser, and the battery heat exchange assembly 220 and the external heat exchanger 140 can act as evaporators. In this way, the first in-vehicle heat exchanger 120 can release heat into the vehicle to increase the in-vehicle temperature, and the battery heat exchange assembly 220 can absorb heat from the battery to reduce the battery temperature. At the same time, the air conditioning module 100 can heat the vehicle interior and cool the battery.

[0094] Alternatively, the integrated valve 300 can control the refrigerant to flow only through the first in-vehicle heat exchanger 120 and the external heat exchanger 140. In this case, the first in-vehicle heat exchanger 120 can act as a condenser and the external heat exchanger 140 can act as an evaporator. In this way, the first in-vehicle heat exchanger 120 can release heat into the vehicle to increase the temperature inside the vehicle, so that the air conditioning module 100 can heat the vehicle.

[0095] Alternatively, the integrated valve 300 can control the refrigerant to flow only through the second in-vehicle heat exchanger 130 and the external heat exchanger 140. The second in-vehicle heat exchanger 130 can act as an evaporator, and the external heat exchanger 140 can act as a condenser. This allows the second in-vehicle heat exchanger 130 to absorb heat from the vehicle interior, thereby lowering the interior temperature and enabling the air conditioning module 100 to cool the vehicle interior. It should be noted that when cooling the vehicle interior, the refrigerant can also flow through the first in-vehicle heat exchanger 120, the external heat exchanger 140, and the second in-vehicle heat exchanger 130. In this case, the external heat exchanger 140 acts as a condenser, the second in-vehicle heat exchanger 130 acts as an evaporator, and the first in-vehicle heat exchanger 120 only acts as a pipe. Therefore, when cooling the vehicle interior, the first in-vehicle heat exchanger 120 does not act as either a condenser or an evaporator in the refrigerant circuit.

[0096] Alternatively, the integrated valve 300 can also control the refrigerant flow through the first in-vehicle heat exchanger 120, the external heat exchanger 140, and the battery heat exchange assembly 220. In this case, the battery heat exchange assembly 220 can act as an evaporator, the external heat exchanger 140 can act as a condenser, and the first in-vehicle heat exchanger 120 can act as a pipeline. In this way, the battery heat exchange assembly 220 can absorb the battery heat to reduce the battery temperature and enable the air conditioning module 100 to cool the battery.

[0097] Therefore, it can be seen that the second in-vehicle heat exchanger 130 in the embodiment of the present invention can be used only as an evaporator. The second in-vehicle heat exchanger 130 can always be in a low-pressure state, thus reducing the tube thickness of the second in-vehicle heat exchanger 130, reducing the thermal resistance of the intermediate heat conduction term, thereby improving the heat exchange efficiency. It can also reduce the processing and technological difficulty of the second in-vehicle heat exchanger 130, which is beneficial to reducing the cost of the thermal management system 1.

[0098] In some specific embodiments of the present invention, as shown in FIG1, the regenerator 400 has a first channel 410 and a second channel 420 for mutual heat exchange. The first end of the first channel 410 is selectively connected to the second end of the external heat exchanger 140, the second end of the first internal heat exchanger 120, and the second end of the battery heat exchange assembly 220. The second end of the first channel 410 is selectively connected to the first end of the external heat exchanger 140, the first end of the second internal heat exchanger 130, and the first end of the battery heat exchange assembly 220. The first end of the second channel 420 is selectively connected to the second end of the external heat exchanger 140, the second end of the second internal heat exchanger 130, and the second end of the battery heat exchange assembly 220. The second end of the second channel 420 is connected to the inlet 112 of the compressor 110.

[0099] Among them, the first channel 410 of the regenerator 400 can be a high-pressure channel, and the second channel 420 is a low-pressure channel.

[0100] Therefore, the refrigerant in the first channel 410 can transfer heat to the refrigerant in the second channel 420, thereby increasing the temperature of the refrigerant in the second channel 420. This results in a higher temperature for the refrigerant returning to the compressor 110 after passing through the second channel 420. After being pressurized by the compressor 110, it can form a high-temperature and high-pressure refrigerant. Furthermore, by exchanging heat between the refrigerant in the first channel 410 and the refrigerant in the second channel 420, the heat of the refrigerant in the first channel 410 does not need to be released to the outside through the external heat exchanger 140. Moreover, the heat of the refrigerant in the first channel 410 can be recovered after exchanging heat with the refrigerant in the second channel 420, thereby improving the energy recovery rate of the thermal management system 1, reducing the energy loss of the thermal management system 1, and achieving higher energy utilization.

[0101] In some specific embodiments of the present invention, as shown in Figures 1-11, the regenerator 400 has a first channel 410 and a second channel 420, and the integrated valve 300 has a first interface 311, a second interface 312, a third interface 313, a fourth interface 314, a fifth interface 315, a sixth interface 316, a seventh interface 317, an eighth interface 318 and a ninth interface 319.

[0102] Specifically, the first interface 311 is connected to the first end of the first in-vehicle heat exchanger 120, the second end of the first in-vehicle heat exchanger 120 is connected to the outlet 111 of the compressor 110, the first end of the second channel 420 is connected to the second interface 312 and the second end is connected to the inlet 112 of the compressor 110, the third interface 313 and the fourth interface 314 are respectively connected to the two ends of the external heat exchanger 140, the fifth interface 315 is connected to the first end of the second in-vehicle heat exchanger 130, the second end of the second in-vehicle heat exchanger 130 is connected to the first end of the second channel 420, the sixth interface 316 and the seventh interface 317 are respectively connected to the two ends of the battery heat exchange assembly 220, and the eighth interface 318 and the ninth interface 319 are respectively connected to the two ends of the first channel 410.

[0103] The integrated valve 300 controls the following: the second interface 312 can be selectively connected to at least one of the fourth interface 314 and the seventh interface 317; the third interface 313 can be selectively connected to at least one of the first interface 311 and the ninth interface 319; the fourth interface 314 can be selectively connected to at least one of the second interface 312 and the eighth interface 318; the fifth interface 315 can be selectively connected to the ninth interface 319; the sixth interface 316 can be selectively connected to the ninth interface 319; the seventh interface 317 can be selectively connected to the second interface 312; and the eighth interface 318 can be selectively connected to the first interface 311.

[0104] For example, a gas-liquid separator 500 can be provided between the second end of the second channel 420 and the inlet 112 of the compressor 110. The gas-liquid separator 500 can separate the gas and liquid of the refrigerant so that the refrigerant returning to the compressor 110 is all gaseous refrigerant, ensuring stable intake of the compressor 110 and avoiding liquid slugging in the compressor 110.

[0105] By setting up a regenerator 400, heat exchange can be achieved between the high-pressure, high-temperature refrigerant flowing out of the condenser and the low-temperature refrigerant flowing out of the evaporator. By reducing the temperature of the refrigerant flowing out of the condenser through heat exchange, it is beneficial to increase the overall cooling capacity (or heating capacity) and energy efficiency of the thermal management system 1. The refrigerant in the first channel 410 can transfer heat to the refrigerant in the second channel 420, thereby increasing the temperature of the refrigerant in the second channel 420. This makes the temperature of the refrigerant returning to the inlet 112 of the compressor 110 higher after passing through the second channel 420. After being pressurized by the compressor 110, it is easier to form a high-temperature, high-pressure refrigerant, which reduces the working pressure of the compressor 110.

[0106] Furthermore, by exchanging heat between the refrigerant in the first channel 410 and the refrigerant in the second channel 420, the heat of the refrigerant in the first channel 410 does not need to be released to the outside through the external heat exchanger 140. Moreover, the heat of the refrigerant in the first channel 410 can be recovered by exchanging heat with the refrigerant in the second channel 420, thereby improving the energy recovery rate of the thermal management system 1, reducing the energy loss of the thermal management system 1, and achieving higher energy utilization.

[0107] Furthermore, the air conditioning module 100 using carbon dioxide as refrigerant differs from existing air conditioning modules using traditional refrigerants. It belongs to a transcritical cycle, where the heat exchanger on the high-pressure side of the compressor 110 releases heat to the air. The refrigerant inside the heat exchanger does not undergo a latent heat release process due to phase change from gas to liquid; instead, it only undergoes a sensible heat release process due to the decrease in refrigerant gas temperature, resulting in low heat release efficiency. Therefore, a regenerator 400 needs to be installed after the high-pressure side heat exchanger to further reduce the temperature of the high-pressure side refrigerant. The enthalpy of the refrigerant decreases as the temperature decreases. Reducing the enthalpy of the refrigerant at the outlet of the high-pressure side heat exchanger can be considered equivalent to reducing the enthalpy at the outlet of the evaporator, thereby increasing the cooling capacity of the evaporator. With the compressor 110 power remaining unchanged, the energy efficiency of the air conditioning module 100 increases accordingly.

[0108] The second interface 312 can be selectively connected to at least one of the fourth interface 314 and the seventh interface 317. This means that the second interface 312 can be connected to the fourth interface 314 but not to the seventh interface 317, or the second interface 312 can be not connected to the fourth interface 314 but connected to the seventh interface 317, or the second interface 312 can be connected to both the fourth interface 314 and the seventh interface 317 simultaneously. In this way, the integrated valve 300 can control the refrigerant flowing through the external heat exchanger 140 to flow back to the compressor 110 through the fourth interface 314 and the second interface 312, and control the refrigerant flowing through the battery heat exchange assembly 220 to flow back to the compressor 110 through the seventh interface 317 and the second interface 312.

[0109] The third interface 313 can be selectively connected to at least one of the first interface 311 and the ninth interface 319. This means that the third interface 313 can be connected to the first interface 311 but not to the ninth interface 319, or the third interface 313 can be not connected to the first interface 311 but connected to the ninth interface 319, or the third interface 313 can be connected to both the first interface 311 and the ninth interface 319 simultaneously. In this way, the integrated valve 300 can control the refrigerant flowing through the first in-vehicle heat exchanger 120 to flow to the external heat exchanger 140 through the first interface 311 and the third interface 313, and control the refrigerant flowing through the intermediate heat exchanger 221 to flow to the external heat exchanger 140 through the ninth interface 319 and the third interface 313.

[0110] The fourth interface 314 can be selectively connected to at least one of the second interface 312 and the eighth interface 318. This means that the fourth interface 314 can be connected only to the second interface 312 and not to the eighth interface 318; or, the fourth interface 314 can be connected to the eighth interface 318 but not to the second interface 312; or, the fourth interface 314 can be connected to both the second interface 312 and the eighth interface 318 simultaneously. In this way, the integrated valve 300 can control the refrigerant flowing through the external heat exchanger 140 to flow back to the compressor 110 through the fourth interface 314 and the second interface 312, and can also control the refrigerant flowing through the external heat exchanger 140 to flow from the fourth interface 314 and the eighth interface 318 to the external heat exchanger 140 or the battery heat exchange assembly 220.

[0111] The fifth port 315 can be selectively connected to the ninth port 319, meaning that the fifth port 315 can be connected to or not connected to the ninth port 319. In this way, the integrated valve 300 can control the refrigerant flowing through the external heat exchanger 140 to flow to the second internal heat exchanger 130 through the fifth port 315 and the ninth port 319.

[0112] The sixth interface 316 can be selectively connected to the ninth interface 319, meaning that the sixth interface 316 can be connected to or not connected to the fourth interface 314. In this way, the integrated valve 300 can control the flow of refrigerant flowing through the external heat exchanger 140 to the battery heat exchange assembly 220 through the fourth interface 314 and the ninth interface 319.

[0113] The seventh interface 317 can be selectively connected to the second interface 312, meaning that the seventh interface 317 can be connected to or not connected to the second interface 312. In this way, the integrated valve 300 can control the refrigerant flowing through the battery heat exchange assembly 220 to flow back to the compressor 110 through the seventh interface 317 and the second interface 312.

[0114] In some specific embodiments of the present invention, as shown in Figures 2 and 3, the thermal management system 1 has a switchable air conditioning heating state and an air conditioning cooling state, and in both the air conditioning cooling state and the air conditioning heating state, the refrigerant in the second channel 420 of the regenerator 400 exchanges heat with the refrigerant in the first channel 410.

[0115] As shown in Figure 2, when the thermal management system 1 is in the air conditioning heating state, the first interface 311 is connected to the eighth interface 318, the third interface 313 is connected to the ninth interface 319, the fourth interface 314 is connected to the second interface 312, the first in-vehicle heat exchanger 120 acts as a condenser, and the outside heat exchanger 140 acts as an evaporator.

[0116] In this way, the refrigerant flowing out of the compressor 110 can flow directly to the first in-vehicle heat exchanger 120, where it acts as a condenser. The refrigerant releases heat into the vehicle interior through the first in-vehicle heat exchanger 120 to raise the interior temperature. Next, the refrigerant flows out of the first in-vehicle heat exchanger 120 and through the first port 311 and the eighth port 318, then through the first channel 410, and finally through the ninth port 319 and the third port 313 to the external heat exchanger 140. At this point, the external heat exchanger 140... 0 acts as an evaporator. The refrigerant absorbs heat from outside the vehicle through the external heat exchanger 140, and then becomes a high-temperature refrigerant. Finally, the refrigerant flows out of the external heat exchanger 140, and then flows back to the compressor 110 through the fourth interface 314 and the second interface 312 via the second channel 420, realizing the heating cycle of the air conditioning module 100. When the thermal management system 1 is in the air conditioning heating state, the thermal management system 1 can blow cold air out by blowing it towards the air outlets of passengers or towards the air outlets of the windows and windshield.

[0117] As shown in Figure 3, when the thermal management system 1 is in the air conditioning cooling state, the first interface 311 and the third interface 313 are connected, the fourth interface 314 is connected to the eighth interface 318, the ninth interface 319 is connected to the fifth interface 315, the second in-vehicle heat exchanger 130 acts as an evaporator, and the outside heat exchanger 140 acts as a condenser.

[0118] In this way, the refrigerant flowing out of the compressor 110 can flow sequentially through the first in-vehicle heat exchanger 120, the first port 311, and the third port 313 to the external heat exchanger 140. At this time, the first in-vehicle heat exchanger 120 acts as a pipeline, and the refrigerant does not release heat to the outside through the first in-vehicle heat exchanger 120, or releases very little heat. The external heat exchanger 140 acts as a condenser, and the refrigerant releases heat to the outside through the external heat exchanger 140, thus lowering the refrigerant temperature. Next, the refrigerant flows out from the external heat exchanger 140, passes through the fourth port 314 and the eighth port 318, and flows through the first channel 4. 10. The refrigerant then flows to the second in-vehicle heat exchanger 130 through the ninth interface 319 and the fifth interface 315. At this time, the second in-vehicle heat exchanger 130 acts as an evaporator. The refrigerant absorbs heat from the vehicle interior through the second in-vehicle heat exchanger 130, thereby reducing the temperature inside the vehicle. Finally, the refrigerant flows out of the second in-vehicle heat exchanger 130 and back to the compressor 110, realizing the refrigeration cycle of the air conditioning module 100. When the thermal management system 1 is in the air conditioning cooling state, the thermal management system 1 can blow cold air out by blowing it towards the air outlets of passengers or towards the air outlets of the windows and windshield.

[0119] In some embodiments of the present invention, the thermal management system 1 has at least one of an air conditioning heating and defogging state and a dehumidification state, and in both the air conditioning heating and defogging state and the dehumidification state, the refrigerant in the second channel 420 of the regenerator 400 exchanges heat with the refrigerant in the first channel 410.

[0120] When the thermal management system 1 is in the air conditioning heating and defogging state, the first interface 311 is connected to the eighth interface 318, the third interface 313 is connected to the ninth interface 319, and the fourth interface 314 is connected to the second interface 312. At this time, the air conditioning module 100 can also defog the interior of the vehicle. It can be understood that at this time, the refrigerant can release heat to the outside by flowing through the first in-vehicle heat exchanger 120. The first in-vehicle heat exchanger 120 acts as a condenser. The low-temperature air in the vehicle can be heated into high-temperature air by passing through the first in-vehicle heat exchanger 120. Thus, this part of high-temperature air can be used to defog the interior of the vehicle. When the thermal management system 1 is in the heating and defogging state, the thermal management system 1 can open the air outlets blowing towards the windows and windshield to release hot air, thus using the high-temperature air to defog the glass.

[0121] When the thermal management system 1 is in dehumidification mode, the first interface 311 and the third interface 313 are connected, the fourth interface 314 is connected to the eighth interface 318, and the ninth interface 319 is connected to the fifth interface 315. At this time, the air conditioning module 100 can also dehumidify the vehicle interior. It can be understood that at this time, the second in-vehicle heat exchanger 130 can act as an evaporator. The high humidity air in the vehicle can be cooled after passing through the second in-vehicle heat exchanger 130 to condense water, thereby reducing the humidity of this part of the air. This part of the air then mixes with other air in the vehicle, thereby reducing the humidity of the air in the vehicle. When the thermal management system 1 is in dehumidification mode, the thermal management system 1 can also blow air out by blowing air towards the passenger vents or towards the vents of the windows and windshield.

[0122] In some specific embodiments of the present invention, as shown in Figures 4 and 5, the thermal management system 1 has at least one of a battery heating state and a battery cooling state, and in the battery cooling state, the refrigerant in the second channel 420 of the regenerator 400 exchanges heat with the refrigerant in the first channel 410.

[0123] As shown in Figure 4, when the thermal management system 1 is in the battery heating state, the battery heater 210 is turned on. That is to say, at this time, the refrigerant in the air conditioning module 100 can not flow, the compressor 110 can be turned off, or the refrigerant in the air conditioning module 100 can not flow through the intermediate heat exchanger 221. The battery heater 210 can heat the coolant in the battery temperature control module 200 to heat the battery and increase the battery temperature.

[0124] As shown in Figure 5, when the thermal management system 1 is in the battery cooling state, the first interface 311 and the third interface 313 are connected, the fourth interface 314 is connected to the eighth interface 318, the ninth interface 319 is connected to the sixth interface 316, the seventh interface 317 is connected to the second interface 312, and the external heat exchanger 140 acts as a condenser.

[0125] In this way, the refrigerant flowing out of the compressor 110 can flow sequentially through the first in-vehicle heat exchanger 120, the first port 311, and the third port 313 to the external heat exchanger 140. At this time, the first in-vehicle heat exchanger 120 acts as a pipeline, and the refrigerant does not release heat to the outside through the first in-vehicle heat exchanger 120, or releases very little heat. The external heat exchanger 140 acts as a condenser, and the refrigerant releases heat to the outside of the vehicle through the external heat exchanger 140, thus lowering the refrigerant temperature. Then, the refrigerant flows out from the external heat exchanger 140. The refrigerant then flows through the first channel 410 via the fourth interface 314 and the eighth interface 318, and then through the ninth interface 319 and the sixth interface 316 to the intermediate heat exchanger 221. At this time, the intermediate heat exchanger 221 acts as an evaporator. The refrigerant absorbs the heat from the battery temperature control module 200 through the intermediate heat exchanger 221, thereby reducing the battery temperature. Finally, the refrigerant flows out of the intermediate heat exchanger 221 and flows back to the compressor 110 through the seventh interface 317 and the second interface 312, realizing the battery cooling cycle.

[0126] In some specific embodiments of the present invention, as shown in Figures 6-9, the thermal management system 1 has at least one of a first air-heat-electric-cool state, an air-cooled-electric-heat state, an air-heat-electric-heat state, and an air-cooled-electric-cool state. In the first air-heat-electric-cool state, the air-cooled-electric-heat state, the air-heat-electric-heat state, and the air-cooled-electric-cool state, the refrigerant in the second channel 420 of the regenerator 400 exchanges heat with the refrigerant in the first channel 410.

[0127] As shown in Figure 6, when the thermal management system 1 is in the first air-thermal-electric cooling state, the first interface 311 is connected to the eighth interface 318, the ninth interface 319 is connected to the third interface 313 and the sixth interface 316 respectively, the second interface 312 is connected to the fourth interface 314 and the seventh interface 317 respectively, the first in-vehicle heat exchanger 120 acts as a condenser, and the battery heat exchange component 220 and the outdoor heat exchanger act as evaporators.

[0128] In this way, the refrigerant flowing out of the compressor 110 can flow to the first in-vehicle heat exchanger 120. At this time, the first in-vehicle heat exchanger 120 acts as a condenser, releasing heat into the vehicle to raise the interior temperature and lower the refrigerant temperature. Next, the refrigerant flows out of the first in-vehicle heat exchanger 120, passes through the first interface 311 and the eighth interface 318, flows through the first channel 410, and a portion of the refrigerant flows through the ninth interface 319 and the sixth interface 316 to the battery heat exchange assembly 220. At this time, the battery heat exchange assembly 220 acts as an evaporator, and the refrigerant absorbs heat from the battery temperature control module 200. The heat from the refrigerant is absorbed and used to cool the battery. Then, this portion of the refrigerant flows out from the battery heat exchange component 220 and returns to the compressor 110 through the seventh interface 317 and the second interface 312 via the second channel 420. Another portion of the refrigerant flows from the ninth interface 319 and the third interface to the external heat exchanger 140. At this time, the external heat exchanger 140 acts as an evaporator, absorbing heat from outside the vehicle, and the refrigerant temperature rises. Finally, this portion of the refrigerant flows back to the compressor 110 through the fourth interface 314 and the second interface 312 via the second channel 420, realizing the first air-thermal-electric cooling cycle.

[0129] With this configuration, only a portion of the refrigerant after passing through the first in-vehicle heat exchanger 120 flows to the battery heat exchange assembly 220 and exchanges heat with it to lower the battery temperature. The other portion of the refrigerant flows through the external heat exchanger 140 and exchanges heat with the outside air. As a result, the amount of refrigerant flowing through the battery heat exchange assembly 220 is relatively reduced, avoiding an excessive amount of refrigerant flowing through the assembly. This allows the battery temperature to decrease slowly, preventing a sharp drop in battery temperature, which helps extend the battery's lifespan and the vehicle's driving range.

[0130] As shown in Figure 7, when the thermal management system 1 is in the air-cooled and electric-heated state, the third interface 313 is connected to the first interface 311, the fourth interface 314 is connected to the eighth interface 318, the fifth interface 315 is connected to the ninth interface 319, the external heat exchanger 140 acts as a condenser, the second internal heat exchanger 130 acts as an evaporator, and the battery heater 210 is turned on.

[0131] In this way, the refrigerant flowing from the compressor 110 will sequentially flow through the first in-vehicle heat exchanger 120, the first port 311, and the third port 313 to the external heat exchanger 140. At this time, the first in-vehicle heat exchanger 120 acts as a pipeline, and the refrigerant does not release heat to the outside through the first in-vehicle heat exchanger 120, or releases very little heat. The external heat exchanger 140 acts as a condenser, and the refrigerant releases heat to the outside of the vehicle through the external heat exchanger 140, and the refrigerant temperature decreases. Then, the refrigerant will flow through the fourth port 314 and the eighth port 318 through the first channel 410, and then through the ninth port... The refrigerant flows through port 319 and the fifth port 315 to the second in-vehicle heat exchanger 130. At this time, the second in-vehicle heat exchanger 130 acts as an evaporator. The refrigerant absorbs heat from the vehicle interior, thereby reducing the temperature inside the vehicle and cooling the interior. Finally, the refrigerant flows out of the second in-vehicle heat exchanger 130 and flows back to the compressor 110 through the second channel 420. At the same time, the battery heater 210 is turned on. The battery temperature control module 200 can heat the coolant in the battery temperature control module 200 through the battery heater 210, thereby increasing the battery temperature and realizing an air-cooled electrothermal cycle.

[0132] As shown in Figure 8, when the thermal management system 1 is in the air-heating and electric-heating state, the first interface 311 and the eighth interface 318 are connected, the ninth interface 319 is connected to the third interface 313, the fourth interface 314 is connected to the second interface 312, the first in-vehicle heat exchanger 120 acts as a condenser, the outside heat exchanger 140 acts as an evaporator, and the battery heater 210 is turned on.

[0133] In this way, the refrigerant flowing out of the compressor 110 can flow to the first in-vehicle heat exchanger 120, where it acts as a condenser, releasing heat into the vehicle interior and raising the interior temperature. Then, the refrigerant flows out of the first in-vehicle heat exchanger 120 and through the first interface 311 and the eighth interface 318 to the first channel 410, and then through the ninth interface 319 and the third interface 313 to the external heat exchanger 140, where it acts as an evaporator, absorbing heat from the outside air and raising the refrigerant temperature. Finally, the refrigerant flows out of the external heat exchanger 140 and through the fourth interface 314 and the second interface 312 back to the compressor 110 via the second channel 420. At the same time, the battery heater 210 is turned on, and the battery temperature control module 200 can heat the coolant in the battery temperature control module 200 through the battery heater 210, thereby raising the battery temperature and realizing an air-heat electrothermal cycle.

[0134] As shown in Figure 9, when the thermal management system 1 is in air-cooled and electric-cooled state, the first interface 311 and the third interface 313 are connected, the fourth interface 314 and the eighth interface 318 are connected, the ninth interface 319 is connected to the fifth interface 315 and the sixth interface 316 respectively, the second interface 312 and the seventh interface 317 are connected, the second in-vehicle heat exchanger 130 and the battery heat exchange component 220 act as evaporators, and the external heat exchanger 140 acts as a condenser.

[0135] In this way, the refrigerant flowing out of the compressor 110 can flow sequentially through the first in-vehicle heat exchanger 120, the first port 311, and the third port 313 to the external heat exchanger 140. At this time, the first in-vehicle heat exchanger 120 acts as a pipeline, and the refrigerant does not release heat to the outside through the first in-vehicle heat exchanger 120, or releases very little heat. The external heat exchanger 140 acts as a condenser, and the refrigerant releases heat to the outside of the vehicle through the external heat exchanger 140, thus lowering the refrigerant temperature. Next, the refrigerant flows out of the external heat exchanger 140, passes through the fourth port 314 and the eighth port 318 to the first channel 410, and a portion of the refrigerant then flows through the ninth port 319 and the fifth port 315 to the second in-vehicle heat exchanger 13. At this time, the second in-vehicle heat exchanger 130 acts as an evaporator, and the refrigerant absorbs heat from the vehicle interior, thereby reducing the interior temperature. Meanwhile, another portion of the refrigerant flows from the ninth interface 319 and the sixth interface 316 to the battery heat exchange assembly 220, where it also acts as an evaporator. The refrigerant absorbs heat from the battery temperature control module 200, thereby reducing the battery temperature. Finally, a portion of the refrigerant flows out of the second in-vehicle heat exchanger 130 and back to the compressor 110 via the second channel 420, while the other portion flows out of the battery heat exchange assembly 220 and back to the compressor 110 via the seventh interface 317 and the second interface 312, thus achieving an air-cooled and electric-cooled cycle.

[0136] In some specific embodiments of the present invention, as shown in FIG10, the thermal management system 1 further has at least a second air-thermal-electric cooling state, and in the second air-thermal-electric cooling state, the refrigerant in the second channel 420 of the regenerator 400 exchanges heat with the refrigerant in the first channel 410.

[0137] When the thermal management system 1 is in the second air-thermal-electric cooling state, the first interface 311 is connected to the eighth interface 318, the ninth interface 319 is connected to the sixth interface 316, the second interface 312 and the seventh interface 317 are connected, the first in-vehicle heat exchanger 120 acts as a condenser, and the battery heat exchange component 220 acts as an evaporator.

[0138] In this way, the refrigerant flowing out of the compressor 110 can flow to the first in-vehicle heat exchanger 120. At this time, the first in-vehicle heat exchanger 120 acts as a condenser, releasing heat into the vehicle to increase the temperature inside the vehicle and lower the temperature of the refrigerant. Next, the refrigerant flows out of the first in-vehicle heat exchanger 120, flows through the first interface 311 and the eighth interface 318 to the first channel 410, and then flows through the ninth interface 319 and the sixth interface 316 to the battery heat exchange assembly 220. At this time, the battery heat exchange assembly 220 acts as an evaporator, and the refrigerant absorbs the heat from the battery temperature control module 200, thereby cooling the battery. Then, the refrigerant flows out of the battery heat exchange assembly 220 and flows back to the compressor 110 through the seventh interface 317 and the second interface 312 via the second channel 420, realizing the second air-thermal-electric cooling cycle.

[0139] With this configuration, all the refrigerant after passing through the first in-vehicle heat exchanger 120 flows to the battery heat exchange assembly 220 and exchanges heat with the battery heat exchange assembly 220 to reduce the battery temperature. This results in a larger amount of refrigerant flowing through the battery heat exchange assembly 220, which can fully meet the battery's cooling requirements.

[0140] In some specific embodiments of the present invention, as shown in Figures 1-11, the integrated valve 300 includes a first on-off valve 321, a second on-off valve 322, a third on-off valve 323, and a fourth on-off valve 324. The first on-off valve 321, the second on-off valve 322, the third on-off valve 323, and the fourth on-off valve 324 can be solenoid valves.

[0141] The first on / off valve 321 is connected between the first port 311 and the third port 313, the second on / off valve 322 is connected between the fourth port 314 and the eighth port 318, the third on / off valve 323 is connected between the fourth port 314 and the second port 312, and the fourth on / off valve 324 is connected between the second port 312 and the seventh port 317.

[0142] Therefore, the first on / off valve 321 can control the on / off of the first port 311 and the third port 313, thereby controlling whether the refrigerant flowing out of the first in-vehicle heat exchanger 120 flows to the external heat exchanger 140; the second on / off valve 322 can control the on / off of the fourth port 314 and the eighth port 318, thereby controlling whether the refrigerant flowing through the external heat exchanger 140 flows to the second in-vehicle heat exchanger 130 or the intermediate heat exchanger 221; the third on / off valve 323 can control the on / off of the fourth port 314 and the second port 312, thereby controlling whether the refrigerant flowing through the external heat exchanger 140 flows directly back to the compressor 110; the fourth on / off valve 324 can control the on / off of the second port 312 and the seventh port 317, thereby controlling whether the refrigerant flowing out of the intermediate heat exchanger 221 flows directly back to the compressor 110.

[0143] In some specific embodiments of the present invention, as shown in Figures 1-11, the integrated valve 300 further includes a first throttle valve 330, a second throttle valve 331, and a third throttle valve 332. The first throttle valve 330, the second throttle valve 331, and the third throttle valve 332 can be electronic expansion valves.

[0144] The first throttle valve 330 is connected between the ninth port 319 and the fifth port 315, the second throttle valve 331 is connected between the sixth port 316 and the ninth port 319, and the third throttle valve 332 is connected between the ninth port 319 and the third port 313.

[0145] In this way, the first throttle valve 330 can throttle the refrigerant flowing to the second in-vehicle heat exchanger 130, so that the refrigerant after releasing heat through the external heat exchanger 140 and after being throttled by the first throttle valve 330 becomes a low-temperature, low-pressure refrigerant, which then flows to the second in-vehicle heat exchanger 130 through the fifth port 315 to absorb heat from the vehicle interior and reduce the temperature inside the vehicle.

[0146] Furthermore, the second throttle valve 331 can throttle the refrigerant flowing through the external heat exchanger 140, so that the refrigerant after releasing heat through the external heat exchanger 140 and after being throttled by the second throttle valve 331 becomes a low-temperature, low-pressure refrigerant, which then flows through the sixth port 316 to the battery heat exchange assembly 220 to absorb the heat from the battery and reduce the battery temperature.

[0147] In addition, the third throttle valve 332 can throttle the refrigerant flowing through the first in-vehicle heat exchanger 120, so that the refrigerant, after releasing heat through the in-vehicle heat exchanger and then being throttled by the third throttle valve 332, becomes a low-temperature, low-pressure refrigerant, which then flows to the external heat exchanger 140 to absorb heat from outside the vehicle, so that the refrigerant becomes a high-temperature refrigerant again and flows back to the compressor 110.

[0148] In some specific embodiments of the present invention, as shown in Figures 1-11, the integrated valve 300 further includes a fifth on-off valve 325 and a sixth on-off valve 326. The fifth on-off valve 325 and the sixth on-off valve 326 can be solenoid valves.

[0149] The fifth shut-off valve 325 is connected between the eighth port 318 and the first port 311, and the sixth shut-off valve 326 is connected between the eighth port 318 and the seventh port 317.

[0150] Thus, the fifth on / off valve 325 can control the on / off of the eighth port 318 and the first port 311, thereby controlling whether the refrigerant flowing through the first in-vehicle heat exchanger 120 flows to the regenerator 400; the sixth on / off valve 326 can control the on / off of the eighth port 318 and the seventh port 317, thereby controlling whether the refrigerant flowing through the battery heat exchange assembly 220 flows to the regenerator 400.

[0151] In some specific embodiments of the present invention, as shown in Figures 1-11, the integrated valve 300 also has a tenth interface 3110 and an eleventh interface 3111.

[0152] The tenth interface 3110 can be selectively connected to at least one of the first interface 311 and the ninth interface 319, and the eleventh interface 3111 is connected to the tenth interface 3110 and the third interface 313 respectively; wherein, the first on / off valve 321 is connected between the first interface 311 and the tenth interface 3110, and the third throttle valve 332 is connected between the ninth interface 319 and the tenth interface 3110.

[0153] The tenth interface 3110 can be selectively connected to at least one of the first interface 311 and the ninth interface 319, meaning that the tenth interface 3110 can be connected to the first interface 311 and not connected to the ninth interface 319, or the tenth interface 3110 can be not connected to the first interface 311 and connected to the ninth interface 319, or the tenth interface 3110 can be connected to both the first interface 311 and the ninth interface 319 at the same time.

[0154] By setting the tenth port 3110 and the eleventh port 3111, the refrigerant can flow out of the integrated valve 300 from the tenth port 3110 and then flow back into the integrated valve 300 from the eleventh port 3111, and then flow to the external heat exchanger 140 through the third port 313. This helps to simplify the piping inside the integrated valve 300, such as the piping path between the first port 311 and the third port 313, and the piping path between the ninth port 319 and the third port 313, making it easier to set up.

[0155] The following description, with reference to the accompanying drawings, describes a vehicle according to an embodiment of the present invention, the vehicle including a thermal management system 1 according to an embodiment of the present invention.

[0156] The vehicle according to the embodiments of the present invention, by utilizing the thermal management system 1 of the present invention as described above, can not only cool the battery with the air conditioning module 100 and heat the battery with the battery heater 210, but also has the advantages of high integration, high energy utilization and high battery heating efficiency.

[0157] The thermal management system 1 according to embodiments of the present invention, and other components and operations of the vehicle specifically thereof, are known to those skilled in the art and will not be described in detail here.

[0158] In the description of this specification, references to terms such as "specific embodiment" or "specific example" refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0159] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system (1), characterized in that, include: An air conditioning module (100) includes a compressor (110) connected in a refrigerant circuit, an in-vehicle heat exchanger (150), an external heat exchanger (140), and a regenerator (400). The in-vehicle heat exchanger (150) includes a first in-vehicle heat exchanger (120) and a second in-vehicle heat exchanger (130). The regenerator (400) has a first channel (410) and a second channel (420) for mutual heat exchange. The regenerator (400) is used to recycle heat by exchanging the refrigerant flowing into the inlet (112) of the compressor (110); a battery temperature control module ( 200), the battery temperature control module (200) includes a battery heater (210) and a battery heat exchange assembly (220), the battery heat exchange assembly (220) is connected to the battery heater (210), and the battery heat exchange assembly (220) is selectively connected to the regenerator (400) so that the battery heat exchange assembly (220) controls the temperature of the battery using the air conditioning module (100) and the battery heater (210); an integrated valve (300) has: a first interface (311), the first interface (311) being connected to the first vehicle The first end of the internal heat exchanger (120) is connected, and the second end of the first internal heat exchanger (120) is connected to the outlet (111) of the compressor (110); the second interface (312) is connected, the first end of the second channel (420) is connected to the second interface (312), and the second end of the second channel (420) is connected to the inlet (112) of the compressor (110); the third interface (313) and the fourth interface (314) are respectively connected to the two ends of the external heat exchanger (140); the fifth interface ( 315), the fifth interface (315) is connected to the first end of the second in-vehicle heat exchanger (130), and the second end of the second in-vehicle heat exchanger (130) is connected to the first end of the second channel (420); the sixth interface (316) and the seventh interface (317) are respectively connected to the two ends of the battery heat exchange assembly (220); the eighth interface (318) and the ninth interface (319) are respectively connected to the two ends of the first channel (410);Specifically, the second interface (312) can be selectively connected to at least one of the fourth interface (314) and the seventh interface (317); the third interface (313) can be selectively connected to at least one of the first interface (311) and the ninth interface (319); the fourth interface (314) can be selectively connected to at least one of the second interface (312) and the eighth interface (318); the fifth interface (315) can be selectively connected to the ninth interface (319); the sixth interface (316) can be selectively connected to the ninth interface (319); the seventh interface (317) can be selectively connected to the second interface (312); and the eighth interface (318) can be selectively connected to the first interface (311).

2. The thermal management system (1) according to claim 1, characterized in that, The thermal management system (1) has at least an air conditioning cooling state. When the thermal management system (1) is in the air conditioning cooling state, the refrigerant flowing from the inlet (112) of the regenerator (400) to the compressor (110) is heat exchanged to recover heat.

3. The thermal management system (1) according to claim 2, characterized in that, The thermal management system (1) has at least a switchable air conditioning cooling state and an air conditioning heating state; wherein, when the thermal management system (1) is in the air conditioning cooling state and the air conditioning heating state, the refrigerant flowing to the inlet (112) of the regenerator (400) to the compressor (110) is heat exchanged to recover heat.

4. The thermal management system (1) according to claim 2, characterized in that, As long as the compressor (110) is running, the refrigerant flowing to the inlet (112) of the regenerator (400) towards the compressor (110) is heat-exchanged to recover heat.

5. The thermal management system (1) according to claim 1, characterized in that, The battery heat exchange assembly (220) uses the air conditioning module (100) to cool the battery; the battery heat exchange assembly (220) uses the battery heater (210) to heat the battery.

6. The thermal management system (1) according to claim 1, characterized in that, The battery heater (210) is an electric heater.

7. The thermal management system (1) according to claim 1, characterized in that, The battery heat exchange assembly (220) further includes: an intermediate heat exchanger (221), which has a first heat exchange channel (222) and a second heat exchange channel (223) for mutual heat exchange, the first heat exchange channel (222) being connected to the refrigerant circuit; and a battery heat exchanger (224), which is connected to the battery heater (210) and the intermediate heat exchanger (221) respectively; wherein the battery heat exchanger (224), the second heat exchange channel (223) and the battery heater (210) are connected in series to form a circuit, and the battery heat exchanger (224) is adapted to exchange heat with the battery.

8. The thermal management system (1) according to claim 1, characterized in that, The channel of the battery heat exchange assembly (220) is connected to the refrigerant circuit. The battery heat exchange assembly (220) is adapted to exchange heat with the battery. The battery heat exchange assembly (220) and the battery heater (210) are connected in series to form a circuit.

9. The thermal management system (1) according to claim 1, characterized in that, The battery heat exchange assembly (220) has a third heat exchange channel and a fourth heat exchange channel. The third heat exchange channel is connected to the refrigerant circuit. The battery heat exchange assembly (220) is adapted to exchange heat with the battery. The fourth heat exchange channel is connected in series with the battery heater (210) to form a circuit.

10. The thermal management system (1) according to claim 1, characterized in that, The integrated valve (300) is connected to the first in-vehicle heat exchanger (120), the second in-vehicle heat exchanger (130), the external heat exchanger (140), the regenerator (400), and the battery heat exchange assembly (220), respectively.

11. The thermal management system (1) according to claim 10, characterized in that, When the compressor (110) is running, the integrated valve (300) controls the refrigerant to flow through at least two of the first in-vehicle heat exchanger (120), the external heat exchanger (140), and the battery heat exchange assembly (220), one of which acts as a condenser and the other as an evaporator; or when the compressor (110) is running, the integrated valve (300) controls the refrigerant to flow through at least two of the second in-vehicle heat exchanger (130), the external heat exchanger (140), and the battery heat exchange assembly (220), one of which acts as a condenser and the other as an evaporator.

12. The thermal management system (1) according to claim 10, characterized in that, The regenerator (400) has a first channel (410) and a second channel (420) for mutual heat exchange. The first end of the first channel (410) is selectively connected to the second end of the external heat exchanger (140) and the second end of the first internal heat exchanger (120). The second end of the first channel (410) is selectively connected to the first end of the external heat exchanger (140), the first end of the second internal heat exchanger (130), and the first end of the battery heat exchange assembly (220). The first end of the second channel (420) is selectively connected to the second end of the external heat exchanger (140), the second end of the second internal heat exchanger (130), and the second end of the battery heat exchange assembly (220). The second end of the second channel (420) is connected to the inlet (112) of the compressor (110).

13. The thermal management system (1) according to claim 1, characterized in that, The thermal management system (1) has switchable air conditioning heating mode and air conditioning cooling mode; when the thermal management system (1) is in the air conditioning heating mode, the first interface (311) is connected to the eighth interface (318), the third interface (313) is connected to the ninth interface (319), the fourth interface (314) is connected to the second interface (312), the first in-vehicle heat exchanger (120) acts as a condenser, and the outside heat exchanger (140) acts as an evaporator; when the thermal management system (1) is in the air conditioning cooling mode... In the air conditioning cooling state and the air conditioning heating state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the eighth interface (318), the ninth interface (319) is connected to the fifth interface (315), the second in-vehicle heat exchanger (130) acts as an evaporator, and the outside heat exchanger (140) acts as a condenser; in the air conditioning cooling state and the air conditioning heating state, the refrigerant in the second channel (420) of the regenerator (400) exchanges heat with the refrigerant in the first channel (410).

14. The thermal management system (1) according to claim 1, characterized in that, The thermal management system (1) has at least one of an air conditioning heating and defogging state and a dehumidification state; the thermal management system (1) is in the air conditioning heating and defogging state, the first interface (311) is connected to the eighth interface (318), the third interface (313) is connected to the ninth interface (319), the fourth interface (314) is connected to the second interface (312), the first in-vehicle heat exchanger (120) acts as a condenser, and the outside heat exchanger (140) acts as an evaporator; the thermal management system (1) is in the defogging state. In a humid state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the eighth interface (318), and the ninth interface (319) is connected to the fifth interface (315). The second in-vehicle heat exchanger (130) acts as an evaporator, and the external heat exchanger (140) acts as a condenser. In the air conditioning heating and defogging state and the dehumidification state, the refrigerant in the second channel (420) of the regenerator (400) exchanges heat with the refrigerant in the first channel (410).

15. The thermal management system (1) according to claim 1, characterized in that, The thermal management system (1) has at least one of a battery heating state and a battery cooling state; when the thermal management system (1) is in the battery heating state, the battery heater (210) is turned on; when the thermal management system (1) is in the battery cooling state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the eighth interface (318), the ninth interface (319) is connected to the sixth interface (316), the seventh interface (317) is connected to the second interface (312), and the external heat exchanger (140) acts as a condenser; in the battery cooling state, the refrigerant in the second channel (420) of the regenerator (400) exchanges heat with the refrigerant in the first channel (410).

16. The thermal management system (1) according to claim 1, characterized in that, The thermal management system (1) has at least one of the following states: a first air-heat-electric cooling state, an air-cooled electric heating state, an air-heat-electric heating state, and an air-cooled electric cooling state; when the thermal management system (1) is in the first air-heat-electric cooling state, the first interface (311) is connected to the eighth interface (318), the ninth interface (319) is connected to the third interface (313) and the sixth interface (316) respectively, the second interface (312) is connected to the fourth interface (314) and the seventh interface (317) respectively, the first in-vehicle heat exchanger (120) acts as a condenser, and the battery exchanger... The thermal assembly (220) and the external heat exchanger (140) act as evaporators; when the thermal management system (1) is in the air-cooled electric heating state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the eighth interface (318), the ninth interface (319) is connected to the fifth interface (315), the external heat exchanger (140) acts as a condenser, the second internal heat exchanger (130) acts as an evaporator, and the battery heater (210) is turned on; when the thermal management system (1) is in the air-cooled electric heating state, the The first interface (311) is connected to the eighth interface (318), the ninth interface (319) is connected to the third interface (313), the fourth interface (314) is connected to the second interface (312), the first in-vehicle heat exchanger (120) acts as a condenser, the external heat exchanger (140) acts as an evaporator, and the battery heater (210) is turned on; when the thermal management system (1) is in the air-cooled and electric-cooled state, the first interface (311) and the third interface (313) are connected, and the fourth interface (314) and the eighth interface (318) are connected. The ninth interface (319) is connected to the fifth interface (315) and the sixth interface (316) respectively, the second interface (312) and the seventh interface (317) are connected, the second in-vehicle heat exchanger (130) and the battery heat exchange assembly (220) act as evaporators, and the external heat exchanger (140) acts as a condenser; in the first air-heat-electric-cool state, the air-cool-electric-heat state, the air-heat-electric-heat state and the air-cool-electric-cool state, the refrigerant in the second channel (420) of the regenerator (400) exchanges heat with the refrigerant in the first channel (410).

17. The thermal management system (1) according to claim 16, characterized in that, The thermal management system (1) also has at least a second air-thermal-electric cooling state. When the thermal management system (1) is in the second air-thermal-electric cooling state, the first interface (311) is connected to the eighth interface (318), the ninth interface (319) is connected to the sixth interface (316), the second interface (312) is connected to the seventh interface (317), the first in-vehicle heat exchanger (120) acts as a condenser, and the battery heat exchange assembly (220) acts as an evaporator. In the second air-thermal-electric cooling state, the refrigerant in the second channel (420) of the regenerator (400) exchanges heat with the refrigerant in the first channel (410).

18. The thermal management system (1) according to claim 1, characterized in that, The integrated valve (300) includes: a first on / off valve (321) connected between the first port (311) and the third port (313); a second on / off valve (322) connected between the fourth port (314) and the eighth port (318); a third on / off valve (323) connected between the fourth port (314) and the second port (312); a fourth on / off valve (324) connected between the second port (312) and the seventh port (317); a fifth on / off valve (325) connected between the eighth port (318) and the first port (311); and a sixth on / off valve (326) connected between the eighth port (318) and the seventh port (317).

19. The thermal management system (1) according to claim 18, characterized in that, The integrated valve (300) further includes: a first throttle valve (330) connected between the ninth port (319) and the fifth port (315); a second throttle valve (331) connected between the sixth port (316) and the ninth port (319); and a third throttle valve (332) connected between the ninth port (319) and the third port (313).

20. The thermal management system (1) according to claim 19, characterized in that, The integrated valve (300) further comprises: a tenth port (3110) and an eleventh port (3111), the tenth port (3110) being selectively connected to at least one of the first port (311) and the ninth port (319), and the eleventh port (3111) being connected to the tenth port (3110) and the third port (313); wherein the first on / off valve (321) is connected between the first port (311) and the tenth port (3110), and the third throttle valve (332) is connected between the ninth port (319) and the tenth port (3110).

21. A vehicle, characterized in that, Includes the thermal management system (1) according to any one of claims 1-20.

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