Thermal management system and vehicle having the same

Abstract

This invention discloses a thermal management system and a vehicle having the same. The thermal management system includes an air conditioning module, an intermediate heat exchanger, and a heat absorption / release module. The air conditioning module includes a compressor, an in-vehicle heat exchanger, and an external heat exchanger connected in a refrigerant circuit. The intermediate heat exchanger has a first heat exchange path and a second heat exchange path that exchange heat with each other. The first heat exchange path is connected to the refrigerant circuit. The heat absorption / release module and the second heat exchange path of the intermediate heat exchanger are connected in a coolant circuit. According to the thermal management system of this invention, excess heat or cold energy in the air conditioning module is stored through the heat absorption / release module, and the heat absorption / release module can release energy, avoiding energy waste and reducing vehicle energy consumption.

Description

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] In related technologies, vehicle thermal management systems typically include an air conditioning module and a battery module, with the air conditioning module capable of exchanging heat with the battery module to heat or cool the battery. However, when a vehicle is traveling at high speeds, the maximum cooling or heating capacity of the thermal management system far exceeds the load demand, leading to energy waste. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of this invention is to provide a thermal management system that stores excess heat or cold energy from the air conditioning module through a heat absorption and release module, and can release energy when the energy released by the air conditioning module is insufficient, thereby avoiding energy waste and reducing vehicle energy consumption.

[0004] Another object of the present invention is to provide a vehicle having the above-described thermal management system.

[0005] According to a first aspect of the present invention, a thermal management system includes: an air conditioning module, the air conditioning module including a compressor, an in-vehicle heat exchanger and an out-of-vehicle heat exchanger connected to form a refrigerant circuit; an intermediate heat exchanger having a first heat exchange flow path and a second heat exchange flow path for mutual heat exchange, the first heat exchange flow path being connected to the refrigerant circuit; and a heat absorption / release module, the heat absorption / release module and the second heat exchange flow path of the intermediate heat exchanger being connected to form a coolant circuit.

[0006] The thermal management system according to an embodiment of the present invention incorporates a heat absorption / release module in the coolant circuit, and the coolant in the coolant circuit exchanges heat with the refrigerant circuit of the air conditioning module through an intermediate heat exchanger, thereby achieving heat exchange between the heat absorption / release module and the air conditioning module. Thus, the thermal management system can not only cool or heat the vehicle interior, but also store excess heat or cold energy from the air conditioning module through the heat absorption / release module. Furthermore, when the air conditioning module is not operating, the heat absorption / release module can release energy, thereby avoiding energy waste and reducing vehicle energy consumption.

[0007] According to some embodiments of the present invention, when the compressor is running, the heat absorption and release module is adapted to store heat or cold; when the compressor is stopped, the heat absorption and release module is adapted to release heat or cold to the coolant circuit.

[0008] According to some embodiments of the present invention, the in-vehicle heat exchanger includes a first heat exchanger connected to the coolant circuit. When the compressor stops running, the heat absorption and release module releases heat or coolness to the vehicle cabin through the first heat exchanger.

[0009] According to some embodiments of the present invention, the air conditioning module further includes a regenerator connected to the refrigerant circuit of the air conditioning module; the regenerator has a first channel and a second channel, wherein the refrigerant flowing through the first channel is adapted to exchange heat with the refrigerant flowing through the second channel.

[0010] According to some embodiments of the present invention, the thermal management system has at least an air conditioning cooling state. When the thermal management system is in the air conditioning cooling state, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

[0011] 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 in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

[0012] According to some embodiments of the present invention, as long as the compressor is running, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

[0013] According to some embodiments of the present invention, the in-vehicle heat exchanger includes a second heat exchanger and a third heat exchanger. A first end of the second heat exchanger is connected to the outlet of the compressor, and a second end of the second heat exchanger is connected to the first end of the external heat exchanger. A first end of the first channel is selectively connected to the second end of the third heat exchanger and the second end of the external heat exchanger, and a second end of the first channel is selectively connected to the first end of the second heat exchanger and the first end of the external heat exchanger. A second end of the second channel is selectively connected to the second end of the third heat exchanger and the second end of the external heat exchanger, and a second end of the second channel is connected to the inlet of the compressor. A first end of the first heat exchange flow path is selectively connected to the second end of the first channel and the outlet of the compressor, and a second end of the first heat exchange flow path is selectively connected to the first end of the second channel and the first end of the first channel.

[0014] According to some embodiments of the present invention, the thermal management system further includes: a battery temperature control module, the battery temperature control module including a battery heat exchanger adapted to exchange heat with the battery, the battery heat exchanger being connected to the coolant circuit.

[0015] According to some embodiments of the present invention, when the compressor stops running, the heat absorption and release module releases heat or cools the coolant circuit, and the coolant circuit heats or cools the battery through the battery heat exchanger.

[0016] According to some embodiments of the present invention, the thermal management system has at least one of the following states: in-vehicle heat absorption / release state, battery and in-vehicle heat absorption / release state, and battery heat absorption / release state; when the thermal management system is in the in-vehicle heat absorption / release state, the compressor stops operating, and coolant flows through the first heat exchanger and the heat absorption / release module, the heat absorption / release module releasing heat or cooling to the vehicle compartment; when the thermal management system is in the battery and in-vehicle heat absorption / release state, the compressor stops operating, and coolant flows through the first heat exchanger, the battery heat exchanger, and the heat absorption / release module, the heat absorption / release module simultaneously releasing heat or cooling to the vehicle compartment and the battery; when the thermal management system is in the battery heat absorption / release state, the compressor stops operating, and coolant flows through the battery heat exchanger and the heat absorption / release module, the heat absorption / release module releasing heat or cooling to the battery.

[0017] According to some embodiments of the present invention, the thermal management system includes: a first solenoid valve connected between a first end of the second heat exchange flow path and a first end of the heat absorption / release module; a second solenoid valve connected between a second end of the battery heat exchanger and a first end of the heat absorption / release module; and a third solenoid valve connected between a second end of the first heat exchanger and a first end of the first heat exchange flow path.

[0018] According to some embodiments of the present invention, when the thermal management system is in the heat absorption / release state within the vehicle, the compressor stops operating, the first and third solenoid valves open, the second solenoid valve closes, and the heat absorption / release module releases heat or cools the vehicle compartment; when the thermal management system is in the heat absorption / release state between the battery and the vehicle interior, the compressor stops operating, the second and third solenoid valves open, the first solenoid valve closes, and the heat absorption / release module simultaneously releases heat or cools the vehicle compartment and the battery; when the thermal management system is in the heat absorption / release state of the battery, the compressor stops operating, the first and second solenoid valves open, the third solenoid valve closes, and the heat absorption / release module releases heat or cools the battery.

[0019] According to some embodiments of the present invention, the thermal management system further includes: a fourth solenoid valve connected between the outlet of the compressor and a first end of the first heat exchange flow path; a fifth solenoid valve connected between a second end of the second heat exchanger and a first end of the external heat exchanger; a sixth solenoid valve connected between a second end of the external heat exchanger and a first end of the first channel; a seventh solenoid valve connected between a second end of the external heat exchanger and a first end of the second channel; an eighth solenoid valve connected between a second end of the third heat exchanger and a first end of the first channel; a ninth solenoid valve connected between a second end of the third heat exchanger and a first end of the second channel, and between a second end of the first heat exchange flow path and a first end of the second channel; a tenth solenoid valve connected between a first end of the second heat exchange flow path and a first end of the battery heat exchanger; and an eleventh solenoid valve connected between a second end of the second heat exchanger and a first end of the third heat exchanger.

[0020] According to some embodiments of the present invention, the thermal management system further includes: a first throttling device connected between a second end of the first channel and a first end of the first heat exchange flow path, and between the outlet of the compressor and the first end of the first heat exchange flow path; a second throttling device connected between a second end of the first channel and a first end of the third heat exchanger; and a third throttling device connected between a second end of the first channel and a first end of the external heat exchanger.

[0021] According to some embodiments of the present invention, the thermal management system has one of a heat storage state and a cold storage state; when the thermal management system is in the heat storage state, the fourth, seventh, eighth, tenth, and first solenoid valves are open, and the fifth, sixth, ninth, second, and eleventh solenoid valves are closed, the external heat exchanger acts as an evaporator, the intermediate heat exchanger acts as a condenser, and the heat absorption / release module stores heat; when the thermal management system is in the cold storage state, the fifth, sixth, ninth, tenth, and first solenoid valves are open, and the fourth, seventh, eighth, second, and eleventh solenoid valves are closed, the external heat exchanger acts as a condenser, the intermediate heat exchanger acts as an evaporator, and the heat absorption / release module stores cold; in both the heat storage state and the cold storage state, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

[0022] According to some embodiments of the present invention, the thermal management system has at least one of a battery heating and heat storage state and a battery cooling and cold storage state; when the thermal management system is in the battery heating and heat storage state, the fourth, seventh, eighth, tenth, and second solenoid valves are open, and the fifth, sixth, ninth, first, and eleventh solenoid valves are closed, the external heat exchanger acts as an evaporator, the intermediate heat exchanger acts as a condenser, and the heat absorption and release module stores heat; when the thermal management system is in the battery cooling and cold storage state, the fifth, sixth, ninth, tenth, and second solenoid valves are open, and the fourth, seventh, eighth, tenth, first, and eleventh solenoid valves are closed, the external heat exchanger acts as a condenser, the intermediate heat exchanger acts as an evaporator, and the heat absorption and release module stores cold; in both the battery heating and heat storage state and the battery cooling and cold storage state, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

[0023] According to some embodiments of the present invention, the thermal management system has an in-vehicle heating and heat storage state and an in-vehicle cooling and cold storage state; when the thermal management system is in the in-vehicle heating and heat storage state, the fourth, seventh, eighth, tenth, first, and eleventh solenoid valves are open, and the fifth, sixth, ninth, and second solenoid valves are closed; the external heat exchanger acts as an evaporator, the internal heat exchanger and the intermediate heat exchanger act as condensers, and the heat absorption and release module stores heat; the thermal management system is in the in-vehicle heating and heat storage state. In the in-vehicle cooling and cold storage state, the fifth, sixth, ninth, tenth, and first solenoid valves are open, while the fourth, seventh, eighth, second, and eleventh solenoid valves are closed. The external heat exchanger acts as a condenser, and the internal and intermediate heat exchangers act as evaporators. The heat absorption and release module stores cold. In the in-vehicle heating and cold storage state and the in-vehicle cooling and cold storage state, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

[0024] According to some embodiments of the present invention, the thermal management system has at least one of a demisting heat storage state and a dehumidifying cold storage state; when the thermal management system is in the demisting heat storage state, the fourth, seventh, eighth, tenth, first, and eleventh solenoid valves are open, and the fifth, sixth, ninth, and second solenoid valves are closed; the external heat exchanger acts as an evaporator, the internal heat exchanger and the intermediate heat exchanger act as condensers, and the heat absorption and release module stores heat; the thermal management system... When the system is in the dehumidification and cold storage state, the fifth, sixth, ninth, tenth, and first solenoid valves are open, while the fourth, seventh, eighth, second, and eleventh solenoid valves are closed. The external heat exchanger acts as a condenser, and the internal heat exchanger and intermediate heat exchanger act as evaporators. The heat absorption and release module stores cold. In the demisting and heat storage states, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

[0025] According to some embodiments of the present invention, the thermal management system has at least one of a vehicle-heated electric thermal storage state, a vehicle-cooled electric thermal storage state, and a vehicle-heated electric thermal storage state; when the thermal management system is in the vehicle-heated electric thermal storage state, the fourth, seventh, eighth, tenth, second, and eleventh solenoid valves are open, and the fifth, sixth, ninth, and first solenoid valves are closed, the external heat exchanger acts as an evaporator, the internal heat exchanger and the intermediate heat exchanger act as condensers, and the heat absorption and release module stores heat; when the thermal management system is in the vehicle-cooled electric thermal storage state, the fifth, sixth, ninth, tenth, and second solenoid valves are open, and the fourth, seventh, and eleventh solenoid valves are closed. The eighth, first, and eleventh solenoid valves are closed, the external heat exchanger acts as a condenser, the internal heat exchanger and the intermediate heat exchanger act as evaporators, and the heat absorption and release module stores cold. When the thermal management system is in the vehicle-heat-electric-cooling cold storage state, the fifth, sixth, ninth, tenth, and second solenoid valves are open, and the fourth, seventh, eighth, first, and eleventh solenoid valves are closed. The internal and external heat exchangers act as condensers, the intermediate heat exchanger acts as an evaporator, and the heat absorption and release module stores cold. In the vehicle-heat-electric-heat storage state, the vehicle-cooling-electric-cooling cold storage state, and the vehicle-heat-electric-cooling cold storage state, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

[0026] According to some embodiments of the present invention, both the intermediate heat exchanger and the battery heat exchanger are plate heat exchangers.

[0027] A vehicle according to a second aspect embodiment of the present invention includes a thermal management system according to the first aspect embodiment described above.

[0028] 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

[0029] 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:

[0030] Figure 1 This is a schematic diagram of a thermal management system according to an embodiment of the present invention;

[0031] Figure 2 This is a schematic diagram of the heat storage state of the thermal management system according to an embodiment of the present invention;

[0032] Figure 3 This is a schematic diagram of the cold storage state of the thermal management system according to an embodiment of the present invention;

[0033] Figure 4 This is a schematic diagram of the battery heating and heat storage state of the thermal management system according to an embodiment of the present invention;

[0034] Figure 5 This is a schematic diagram of the battery cooling and cold storage state of the thermal management system according to an embodiment of the present invention;

[0035] Figure 6 This is a schematic diagram of the in-vehicle heating and heat storage state of the thermal management system according to an embodiment of the present invention;

[0036] Figure 7 This is a schematic diagram of the in-vehicle cooling and cold storage state of the thermal management system according to an embodiment of the present invention;

[0037] Figure 8 This is a schematic diagram of the vehicle thermal and electric thermal storage state of the thermal management system according to an embodiment of the present invention;

[0038] Figure 9 This is a schematic diagram of the vehicle-cooled, electrically cooled, and cold-storage state of the thermal management system according to an embodiment of the present invention;

[0039] Figure 10 This is a schematic diagram of the vehicle thermal-electric-cooled cold storage state of the thermal management system according to an embodiment of the present invention;

[0040] Figure 11This is a schematic diagram of the heat absorption and release state inside the vehicle according to an embodiment of the thermal management system of the present invention;

[0041] Figure 12 This is a schematic diagram of the heat absorption and release states of the battery and vehicle interior in a thermal management system according to an embodiment of the present invention.

[0042] Figure 13 This is a schematic diagram of the battery heat absorption and release state of the thermal management system according to an embodiment of the present invention.

[0043] Figure label:

[0044] 1. Thermal management system;

[0045] 100. Air Conditioning Module; 110. Compressor; 120. In-vehicle Heat Exchanger; 121. First Heat Exchanger; 1211. Second End of First Heat Exchanger; 122. Second Heat Exchanger; 1221. First End of Second Heat Exchanger; 1222. Second End of Second Heat Exchanger; 123. Third Heat Exchanger; 1231. First End of Third Heat Exchanger; 1232. Second End of Third Heat Exchanger; 130. Out-of-vehicle Heat Exchanger; 131. First End of Out-of-vehicle Heat Exchanger; 132. Second End of Out-of-vehicle Heat Exchanger; 140. Intermediate Heat Exchanger; 141. First End of First Heat Exchange Flow Path; 142. Second End of First Heat Exchange Flow Path; 143. First End of Second Heat Exchange Flow Path; 150. Regenerator; 151. First End of First Channel; 152. Second End of First Channel; 153. First End of Second Channel End; 154, Second end of the second channel; 160, Gas-liquid separator; 170, Fan; 200, Battery temperature control module; 210, Battery heat exchanger; 211, First end of the battery heat exchanger; 212, Second end of the battery heat exchanger; 220, Water pump; 300, Heat absorption and release module; 310, First end of the heat absorption and release module; 311, Second end of the heat absorption and release module; 430, Fourth solenoid valve; 431, Fifth solenoid valve; 432, Sixth solenoid valve; 433, Seventh solenoid valve; 434, Eighth solenoid valve; 435, Ninth solenoid valve; 436, Tenth solenoid valve; 437, First solenoid valve; 438, Second solenoid valve; 439, Eleventh solenoid valve; 440, Third solenoid valve; 450, First throttling device; 451, Second throttling device; 452, Third throttling device. Detailed Implementation

[0046] The following is for reference. Figures 1-13 A thermal management system 1 according to an embodiment of the first aspect of the present invention is described.

[0047] like Figures 1-13 As shown, the thermal management system 1 according to a first aspect embodiment of the present invention includes an air conditioning module 100, an intermediate heat exchanger 140, and a heat absorption and release module 300.

[0048] Specifically, the air conditioning module 100 includes a compressor 110, an in-vehicle heat exchanger 120, and an out-of-vehicle heat exchanger 130 connected in a refrigerant circuit. An intermediate heat exchanger 140 has a first heat exchange path and a second heat exchange path that exchange heat with each other; the first heat exchange path is connected to the refrigerant circuit. The heat absorption / release module 300 and the second heat exchange path of the intermediate heat exchanger 140 are connected to form a coolant circuit.

[0049] In other words, the high-temperature and high-pressure refrigerant flowing out of the compressor 110 can flow through the in-vehicle heat exchanger 120, the external heat exchanger 130, and the intermediate heat exchanger 140. When the air conditioning module 100 is used for heating the vehicle interior, the in-vehicle heat exchanger 120 and / or the intermediate heat exchanger 140 act as condensers to release heat into the vehicle interior, and the external heat exchanger 130 acts as an evaporator to absorb heat from the ambient air, thereby achieving heating in the vehicle interior. When the air conditioning module 100 is used for cooling the vehicle interior, the external heat exchanger 130 acts as a condenser to release heat into the ambient air, and the in-vehicle heat exchanger 120 and / or the intermediate heat exchanger 140 acts as an evaporator to absorb heat from the vehicle interior, thereby achieving cooling in the vehicle interior.

[0050] The heat absorption / release module 300 is connected to the coolant circuit. The refrigerant in the refrigerant circuit flows through the first heat exchange path, and the coolant flowing out of the heat absorption / release module 300 flows to the second heat exchange path. The refrigerant in the first heat exchange path exchanges heat with the coolant in the second heat exchange path, so that the air conditioning module 100 can release heat or cold to the heat absorption / release module 300. That is, when the heat or cold capacity of the air conditioning module 100 is greater than the heat or cold capacity required by the thermal management system 1, the heat absorption / release module 300 exchanges heat with the intermediate heat exchanger 140 to store the excess heat and cold capacity in the heat absorption / release module 300; when the heat or cold capacity of the air conditioning module 100 is less than the heat or cold capacity required by the thermal management system 1, the heat absorption / release module 300 releases the previously stored heat or cold capacity to replenish the air conditioning module 100. Alternatively, when the heat absorption and release module 300 stores a large amount of heat and cold, the compressor 110 can stop operating and use only the heat or cold from the heat absorption and release module 300 to cool and heat the vehicle interior or battery.

[0051] Additionally, a gas-liquid separator 160 can be provided at the air inlet of the compressor 110. The gas-liquid separator 160 can separate the gaseous and liquid refrigerant, ensuring that the refrigerant returning to the compressor 110 is all gaseous refrigerant, thus guaranteeing stable air intake of the compressor 110. Furthermore, the refrigerant in the air conditioning module 100 of the thermal management system 1 of this embodiment can be carbon dioxide (CO2). The coolant in the battery temperature control module 200 can be water.

[0052] According to the thermal management system 1 of this invention, a heat absorption / release module 300 is provided in the coolant circuit, and the coolant in the coolant circuit exchanges heat with the refrigerant circuit of the air conditioning module 100 through an intermediate heat exchanger 140, thus realizing heat exchange between the heat absorption / release module 300 and the air conditioning module 100. Therefore, the thermal management system 1 can not only cool or heat the vehicle interior, but also store excess heat or cold energy in the air conditioning module 100 through the heat absorption / release module 300. Furthermore, when the energy released by the air conditioning module 100 is insufficient, the heat absorption / release module 300 can release energy, thereby avoiding energy waste and reducing vehicle energy consumption.

[0053] According to some embodiments of the present invention, when the compressor 110 is running, the heat absorption / release module 300 is adapted to store heat or cold. That is, when the compressor 110 is running, if the heat or cold released by the refrigerant is greater than the heat or cold required by the thermal management system 1, the heat absorption / release module 300 is used to store the excess heat or cold. When the compressor 110 stops running, the heat absorption / release module 300 is adapted to release heat or cold to the coolant circuit. In other words, when the heat absorption / release module 300 stores a large amount of heat or cold, the vehicle cabin can be heated or cooled solely by the heat or cold stored in the heat absorption / release module 300. This improves the utilization rate of heat or cold, thereby reducing the vehicle's energy consumption.

[0054] According to some embodiments of the present invention, the in-vehicle heat exchanger 120 includes a first heat exchanger 121 connected to the coolant circuit. When the compressor 11 stops running, the heat absorption / release module 300 releases heat or coolant to the vehicle cabin through the first heat exchanger 121. Specifically, when the heat absorption / release module 300 stores a large amount of heat, the high-temperature coolant flowing out of the outlet of the heat absorption / release module 300 flows to the first heat exchanger 121, and low-temperature air flows through the first heat exchanger 121 to exchange heat with the high-temperature coolant. The high-temperature air after heat exchange then flows into the vehicle cabin to increase the temperature of the vehicle cabin. Similarly, when the heat absorption / release module 300 stores a large amount of cold energy, the low-temperature coolant flowing out of the outlet of the heat absorption / release module 300 flows to the first heat exchanger 121, and high-temperature air flows through the first heat exchanger 121 to exchange heat with the low-temperature coolant. The low-temperature air after heat exchange then flows into the vehicle cabin to decrease the temperature of the vehicle cabin.

[0055] According to some embodiments of the present invention, the air conditioning module 100 further includes a refrigerant 150 connected to the refrigerant circuit of the air conditioning module 100. The refrigerant 150 has a first channel and a second channel, and the refrigerant flowing through the first channel is adapted to exchange heat with the refrigerant flowing through the second channel. It should be noted that the first channel is the high-pressure channel of the refrigerant 150, and the second channel is the low-pressure channel of the refrigerant 150.

[0056] Since the carbon dioxide air conditioning module 100 is different from the traditional refrigerant air conditioning module, it belongs to the transcritical cycle. In the stage where the high-pressure side of the vehicle's external heat exchanger 130 releases heat to the air, the refrigerant inside the vehicle's external heat exchanger 130, such as carbon dioxide, does not have a phase change latent heat release process of gas to liquid transformation, but only a sensible heat release process of refrigerant gas temperature decrease. The heat release efficiency is low, so a regenerator 150 is required.

[0057] The regenerator 150 is located after the external heat exchanger 130 to further reduce the temperature of the refrigerant on the high-pressure side. The enthalpy of the refrigerant decreases as the temperature decreases. Reducing the enthalpy of the refrigerant at the outlet of the external heat exchanger 130 can be considered as 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 thermal management system 1 increases accordingly.

[0058] Therefore, the refrigerant in the first channel can transfer heat to the refrigerant in the second channel, thereby increasing the temperature of the refrigerant in the second channel. This results in a higher temperature refrigerant returning to the compressor 110 after passing through the second channel. 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 and the refrigerant in the second channel, the temperature of the refrigerant entering the throttling device from the condenser outlet can be reduced. This is beneficial for increasing the overall cooling capacity (or heating capacity) and energy efficiency of the thermal management system 1. Moreover, the heat of the refrigerant in the first channel can be recovered after exchanging heat with the refrigerant in the second channel, 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.

[0059] 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 in the first channel of the regenerator 150 exchanges heat with the refrigerant in the second channel. In this way, when the thermal management system 1 is in the air conditioning cooling state, the refrigerant flows through the regenerator 150 to further increase the temperature of the refrigerant 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. Moreover, 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 to improving the energy recovery rate and reducing the energy loss of the thermal management system 1.

[0060] Furthermore, the thermal management system 1 has at least switchable air conditioning cooling and air conditioning heating modes. When the thermal management system 1 is in either air conditioning cooling or heating mode, the refrigerant in the first channel of the regenerator 150 exchanges heat with the refrigerant in the second channel. Thus, regardless of whether the thermal management system 1 is in air conditioning cooling or heating mode, the refrigerant flows through the regenerator 150 to further increase its temperature before flowing back to the compressor 110. This vaporizes any liquid droplets carried in the return gas flowing to the compressor 110, preventing liquid slugging in the compressor 110. Moreover, regardless of whether the thermal management system 1 is in air conditioning cooling or heating mode, the refrigerant in both channels of the regenerator 150 exchanges heat. That is, the heat from the refrigerant in the refrigerant circuit is transferred to the refrigerant flowing through the regenerator 150. This ensures that the heat in the refrigerant circuit can be effectively recovered when the thermal management system 1 is in either air conditioning cooling or heating mode, which helps improve the energy recovery rate and reduce energy loss in the thermal management system 1.

[0061] Furthermore, as long as the compressor 110 is running, the refrigerant in the first channel of the regenerator 150 exchanges heat with the refrigerant in the second channel. In other words, regardless of the state of the thermal management system 1, as long as the compressor 110 is running, the regenerator 150 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 into superheated steam, reducing harmful superheating.

[0062] According to some embodiments of the present invention, with reference to Figure 1 The in-vehicle heat exchanger 120 includes a second heat exchanger 122 and a third heat exchanger 123. The first end 1221 of the second heat exchanger 122 is connected to the outlet of the compressor 110, and the second end 1222 of the second heat exchanger 122 is connected to the first end 131 of the external heat exchanger 130.

[0063] In this way, when the air conditioning module 100 is running in cooling mode, the refrigerant flowing out of the compressor 110 flows to the second heat exchanger 122. At this time, the second heat exchanger 122 only serves as a flow channel and does not perform heat exchange. The refrigerant flowing out of the second heat exchanger 122 flows to the external heat exchanger 130, which acts as a condenser and releases heat. The refrigerant flowing out of the external heat exchanger 130 then flows to the third heat exchanger 123, which acts as an evaporator to cool the vehicle interior.

[0064] When the air conditioning module 100 is in heating mode, the refrigerant flowing from the compressor 110 flows to the second heat exchanger 122, where it acts as a condenser and the refrigerant releases heat. The refrigerant flowing from the second heat exchanger 122 then flows to the third heat exchanger 123, which also acts as a condenser. Using two heat exchangers as condensers not only increases the heating heat exchange area but also stabilizes the intake air temperature inside the vehicle, preventing large temperature fluctuations with the intake and exhaust of the compressor 110, and improves heating efficiency.

[0065] The first end 151 of the first channel can be selectively connected to the second end 1232 of the third heat exchanger 123 and the second end 132 of the external heat exchanger 130. The second end 152 of the first channel can be selectively connected to the first end 1221 of the second heat exchanger 122 and the first end 131 of the external heat exchanger 130. The first end 153 of the second channel can be selectively connected to the second end 1232 of the third heat exchanger 123 and the second end 132 of the external heat exchanger 130. The second end 154 of the second channel is connected to the inlet of the compressor 110.

[0066] Therefore, the refrigerant in the first channel can transfer heat to the refrigerant in the second channel, thereby increasing the temperature of the refrigerant in the second channel. This results in a higher temperature for the refrigerant returning to the compressor 110 after passing through the second channel. 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 and the refrigerant in the second channel, the heat of the refrigerant in the first channel does not need to be released to the outside through the external heat exchanger 130. Moreover, the heat of the refrigerant in the first channel can be recovered after exchanging heat with the refrigerant in the second channel, 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.

[0067] Furthermore, when the air conditioning module 100 is operating in cooling mode, the refrigerant can flow sequentially through the second heat exchanger 122, the external heat exchanger 130, the first channel of the regenerator 150, the third heat exchanger 123, and the second channel of the regenerator 150 back to the compressor 110. The refrigerant in the first channel of the regenerator 150 can transfer heat to the refrigerant in the second channel of the regenerator 150. When the air conditioning module 100 is operating in heating mode, the refrigerant can flow sequentially through the second heat exchanger 122, the third heat exchanger 123, the first channel of the regenerator 150, the external heat exchanger 130, and the second channel of the regenerator 150 back to the compressor 110. The refrigerant in the first channel of the regenerator 150 can transfer heat to the refrigerant in the second channel 220 of the regenerator 200.

[0068] In other words, 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 150. The refrigerant in the first channel and the refrigerant in the second channel of the regenerator 150 will exchange heat, thereby ensuring 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, further improving the energy recovery rate and reducing the energy loss of the thermal management system 1.

[0069] The first end 141 of the first heat exchange flow path can be selectively connected to the second end 152 of the first channel and the outlet of the compressor 110. When the first end 141 of the first heat exchange flow path is connected to the second end 152 of the first channel, the refrigerant flowing out of the compressor 110 flows through the second heat exchanger 122, the external heat exchanger 130 and the regenerator 150 to the intermediate heat exchanger 140. At this time, the second heat exchanger 122 only serves as a flow channel, and the intermediate heat exchanger 140 serves as an evaporator to cool the vehicle cabin. When the first end 141 of the first heat exchange flow path is connected to the outlet of the compressor 110, the refrigerant flowing out of the compressor 110 flows through the intermediate heat exchanger 140, which serves as a condenser to heat the vehicle cabin.

[0070] The second end 142 of the first heat exchange flow path can be selectively connected to the first end 153 of the second channel and the first end 151 of the first channel. When the second end 142 of the first heat exchange flow path is connected to the first end 153 of the second channel, the refrigerant flowing out from the intermediate heat exchanger 140 flows back to the compressor 110 through the second channel of the regenerator 150, and the air conditioning module 100 operates in cooling mode at this time; when the second end 142 of the first heat exchange flow path is connected to the first end 151 of the first channel, the refrigerant flowing out from the intermediate heat exchanger 140 flows to the external heat exchanger 130 through the first channel of the regenerator 150, and the air conditioning module 100 operates in heating mode at this time.

[0071] Optionally, such as Figure 1 As shown, the thermal management system 1 may also be equipped with a fan 170, which is located on the side of the third heat exchanger 123 away from the second heat exchanger 122. The fan 170 guides the airflow to flow through the third heat exchanger 123 and the second heat exchanger 122 in sequence.

[0072] Understandably, when the second heat exchanger 122 and the third heat exchanger 123 are simultaneously heating the vehicle interior, the refrigerant first flows through the second heat exchanger 122 to release some heat before flowing to the third heat exchanger 123 to continue releasing heat. As a result, the air temperature heated by the second heat exchanger 122 will be higher than the air temperature heated by the third heat exchanger 123. By placing the fan 170 on the side of the third heat exchanger 123 away from the second heat exchanger 122, the airflow will flow through the third heat exchanger 123 and the second heat exchanger 122 in sequence. In this way, the airflow heated by the third heat exchanger 123 can be further heated by the second heat exchanger 122, and the airflow temperature can gradually increase, resulting in better heating effect and a better user experience.

[0073] According to some embodiments of the present invention, the thermal management system 1 includes a battery temperature control module 200, which includes a battery heat exchanger 210 adapted to exchange heat with the battery. The battery heat exchanger 210 is connected to the coolant circuit, so that the refrigerant in the refrigerant circuit can exchange heat with the battery heat exchanger 210, thereby realizing heat exchange between the air conditioning module 100 and the battery heat exchanger 210. The heat from the air conditioning module 100 is used to heat the battery to increase the battery temperature, thereby improving the charging and discharging performance of the vehicle. Alternatively, the cooling capacity of the air conditioning module 100 can be used to cool the battery, thereby reducing the battery temperature, preventing the battery temperature from becoming too high, improving the battery's electrical safety, further improving the control of the battery temperature, which is beneficial to improving battery protection, thereby increasing the effective driving range of the vehicle.

[0074] When the compressor 110 stops running, the heat absorption / release module 300 releases heat or cools the coolant circuit, which then heats or cools the battery via the battery heat exchanger 210. When the heat absorption / release module 300 has a large amount of heat or coolant, the coolant flowing out of the module can flow to the battery heat exchanger 210 to release heat or cool the battery, thus heating or cooling it.

[0075] According to some embodiments of the present invention, the thermal management system 1 has at least one of the following: in-vehicle heat absorption / dissipation state, battery and in-vehicle heat absorption / dissipation state, and battery heat absorption / dissipation state;

[0076] When the thermal management system 1 is in the in-vehicle heat absorption / release state, the compressor 110 stops running, and the coolant flows through the first heat exchanger 121 and the heat absorption / release module 300, which releases heat or cools the vehicle compartment. In other words, the heat or cold energy of the heat absorption / release module 300 is used to heat or cool the vehicle compartment through the first heat exchanger 121.

[0077] When the thermal management system 1 is in a state of heat absorption and release between the battery and the vehicle interior, the compressor 110 stops operating. The coolant flows through the first heat exchanger 121, the battery heat exchanger 210, and the heat absorption and release module 300. The heat absorption and release module 300 simultaneously releases heat or cools the vehicle compartment and the battery. In other words, the heat or cold energy from the heat absorption and release module 300 is used to heat or cool the vehicle compartment through the first heat exchanger 121, and at the same time, the heat or cold energy from the heat absorption and release module 300 is used to heat or cool the battery through the battery heat exchanger 210.

[0078] When the thermal management system 1 is in the battery heat absorption / release state, the compressor 110 stops running, and the coolant flows through the battery heat exchanger 210 and the heat absorption / release module 300, which releases heat or cools the battery. In other words, the heat or cold energy of the heat absorption / release module 300 is used to heat or cool the battery through the battery heat exchanger 210.

[0079] According to some embodiments of the present invention, the thermal management system 1 includes a first solenoid valve 437, a second solenoid valve 438, and a third solenoid valve 440. The first solenoid valve 437 is connected between the first end 143 of the second heat exchange flow path and the first end 310 of the heat absorption / release module 300. The second solenoid valve 438 is connected between the second end 212 of the battery heat exchanger 210 and the first end 310 of the heat absorption / release module 300. Thus, the first solenoid valve 437 can control whether the coolant flowing out of the intermediate heat exchanger 140 flows to the heat absorption / release module 300; and the second solenoid valve 438 can control whether the coolant flowing out of the battery heat exchanger 210 flows to the heat absorption / release module 300.

[0080] The third solenoid valve 440 is connected between the second end 1212 of the first heat exchanger 121 and the first end 141 of the first heat exchange flow path. The third solenoid valve 440 can control whether the coolant in the intermediate heat exchanger 140 flows to the first heat exchanger 123. In other words, the third solenoid valve 440 can control whether the heat or cold energy of the heat absorption / release module 300 is needed to regulate the temperature inside the vehicle or the battery, making the operation simpler and easier to implement.

[0081] According to some specific embodiments of the present invention, such as Figure 11 As shown, when the thermal management system 1 is in the in-vehicle heat absorption and release state, the compressor 110 stops running, the first solenoid valve 437 and the third solenoid valve 440 open, the second solenoid valve 438 closes, and the heat absorption and release module 300 releases heat or coolness into the vehicle compartment.

[0082] In this way, when the thermal management system 1 is in the heat absorption and release state inside the vehicle, the compressor 110 stops running. The coolant flowing out from the second end 311 of the heat absorption and release module 300 flows to the intermediate heat exchanger 140 through the second end 144 of the second heat exchange flow path. The intermediate heat exchanger 140 exchanges heat with the vehicle compartment. The coolant after heat exchange flows to the first heat exchanger 123. The first heat exchanger 123 also exchanges heat with the vehicle compartment. The coolant flowing out from the first heat exchanger 123 flows back to the heat absorption and release module 300. By releasing the heat or cold stored in the heat absorption and release module 300, the vehicle compartment is cooled or heated.

[0083] like Figure 12 As shown, when the thermal management system 1 is in the state of absorbing and releasing heat from the battery and the vehicle interior, the compressor 110 stops running, the second solenoid valve 438 and the third solenoid valve 440 open, the first solenoid valve 437 closes, and the heat absorption and release module 300 simultaneously releases heat or cools the vehicle compartment and the battery.

[0084] In this way, when the thermal management system 1 is in the state of absorbing and releasing heat in the battery and the vehicle interior, the coolant flowing out from the second end 311 of the heat absorption and release module 300 flows to the intermediate heat exchanger 140 through the second end 144 of the second heat exchange flow path. The intermediate heat exchanger 140 exchanges heat with the vehicle interior, and the coolant after heat exchange flows to the first heat exchanger 123. The first heat exchanger 123 also exchanges heat with the vehicle interior. The coolant flowing out from the first heat exchanger 123 flows to the battery heat exchanger 210, exchanges heat with the battery through the battery heat exchanger 210, and the coolant flowing out from the battery heat exchanger 210 flows back to the heat absorption and release module 300. By releasing the heat or cold stored in the heat absorption and release module 300, the vehicle interior and the battery are cooled or heated at the same time.

[0085] like Figure 13 As shown, when the thermal management system 1 is in the battery heat absorption and release state, the compressor 110 stops running, the first solenoid valve 437 and the second solenoid valve 438 open, the third solenoid valve 440 closes, and the heat absorption and release module 300 releases heat or cools the battery.

[0086] In this way, when the thermal management system 1 is in the battery heat absorption and release state, the coolant flowing out from the second end 311 of the heat absorption and release module 300 flows through the second end 144 of the second heat exchange flow path to the intermediate heat exchanger 140. The intermediate heat exchanger 140 exchanges heat with the vehicle compartment. The coolant after heat exchange flows to the battery heat exchanger 210 and exchanges heat with the battery through the battery heat exchanger 210. The coolant flowing out from the battery heat exchanger 210 flows back to the heat absorption and release module 300. By releasing the heat or cold stored in the heat absorption and release module 300, the battery is cooled down or heated up.

[0087] According to some embodiments of the present invention, such as Figure 1As shown, the thermal management system 1 includes a fourth solenoid valve 430, a fifth solenoid valve 431, a sixth solenoid valve 432, a seventh solenoid valve 433, an eighth solenoid valve 434, a ninth solenoid valve 435, a tenth solenoid valve 436, and an eleventh solenoid valve 439.

[0088] The fourth solenoid valve 430 is connected between the outlet of the compressor 110 and the first end 141 of the first heat exchange flow path. The fifth solenoid valve 431 is connected between the second end 144 of the second heat exchanger and the first end 131 of the external heat exchanger 130. The sixth solenoid valve 432 is connected between the second end 132 of the external heat exchanger 130 and the first end 151 of the first channel. The seventh solenoid valve 433 is connected between the second end 132 of the external heat exchanger 130 and the first end 151 of the second channel. The eighth solenoid valve 434 is connected between the second end 1232 of the third heat exchanger 123 and the first end 151 of the first channel. The ninth solenoid valve 435 is connected between the second end 1232 of the third heat exchanger 123 and the first end 153 of the second channel, as well as between the second end 142 of the first heat exchange flow path and the first end 153 of the second channel. The tenth solenoid valve 436 is connected between the first end 143 of the second heat exchange flow path and the first end 211 of the battery heat exchanger 210. The eleventh solenoid valve 439 is connected between the second end 1222 of the second heat exchanger 122 and the first end 1231 of the third heat exchanger 123.

[0089] Therefore, the fourth solenoid valve 430 controls whether the refrigerant flowing from the compressor 110 flows to the intermediate heat exchanger 140; the fifth solenoid valve 431 controls whether the refrigerant flowing from the second heat exchanger 122 flows to the external heat exchanger 130; the sixth solenoid valve 432 controls whether the refrigerant flowing from the external heat exchanger 130 flows to the regenerator 150; the seventh solenoid valve 433 controls whether the refrigerant flowing from the external heat exchanger 130 flows to the regenerator 150; the eighth solenoid valve... Valve 434 can control whether the refrigerant flowing out of the third heat exchanger 123 flows to the regenerator 150; the ninth solenoid valve 435 can control whether the refrigerant flowing out of the third heat exchanger 123 or the intermediate heat exchanger 140 flows to the regenerator 150; the tenth solenoid valve 436 can control whether the coolant flowing out of the intermediate heat exchanger 140 flows to the battery heat exchanger 210; the eleventh solenoid valve 439 can control the second heat exchanger 122 and the third heat exchanger 123 to be connected in series.

[0090] Furthermore, the thermal management system 1 also includes a first throttling device 450, a second throttling device 451, and a third throttling device 452. The first throttling device 450 is connected between the second end 152 of the first channel and the first end 141 of the first heat exchange flow path, as well as between the outlet of the compressor 110 and the first end 141 of the first heat exchange flow path. The second throttling device 451 is connected between the second end 152 of the first channel and the first end 1231 of the third heat exchanger 123. The third throttling device 452 is connected between the second end 152 of the first channel and the first end 131 of the external heat exchanger 130.

[0091] In this way, when the air conditioning module 100 is in cooling mode, the first throttling device 450 can throttle the refrigerant flowing through the intermediate heat exchanger 140, so that the refrigerant, after releasing heat through the external heat exchanger 130 and being throttled by the first throttling device 450, becomes a low-temperature, low-pressure refrigerant, which then flows to the intermediate heat exchanger 140 to absorb heat from the vehicle interior, thereby reducing the interior temperature or cooling the battery. At the same time, the heat absorption and release module 300 realizes the cold storage function. When the air conditioning module 100 is in heating mode, the first throttling device 450 also throttles the refrigerant flowing through the battery heat exchanger 210. At this time, the first throttling device 450 only acts as a flow channel and does not reduce the temperature of the refrigerant, thereby increasing the interior temperature and the battery temperature.

[0092] Furthermore, the second throttling device 451 can throttle the refrigerant flowing through the vehicle interior heat exchanger 120, so that the refrigerant, after releasing heat through the vehicle exterior heat exchanger 130 and then being throttled by the second throttling device 451, becomes a low-temperature, low-pressure refrigerant, which then flows to the vehicle interior heat exchanger 120 to absorb heat from the vehicle interior, so that the refrigerant becomes a high-temperature refrigerant again before flowing back to the compressor 110.

[0093] In addition, the third throttling device 452 can throttle the refrigerant flowing through the external heat exchanger 130, so that the refrigerant, after releasing heat in the internal heat exchanger 120 and being throttled by the third throttling device 452, becomes a low-temperature, low-pressure refrigerant, and then flows to the external heat exchanger 130 to absorb heat from the environment, thereby increasing the temperature inside the vehicle; or, the third throttling device 452 can throttle the refrigerant flowing through the external heat exchanger 130, so that the refrigerant, after releasing heat in the intermediate heat exchanger 140 and being throttled by the third throttling device 452, becomes a low-temperature, low-pressure refrigerant, and then flows to the external heat exchanger 130 to absorb heat from the environment, thereby increasing the temperature inside the vehicle.

[0094] According to some specific embodiments of the present invention, the thermal management system 1 has at least one of a heat storage state and a cold storage state;

[0095] like Figure 2As shown, when the thermal management system 1 is in heat storage mode, the fourth solenoid valve 430, the seventh solenoid valve 433, the eighth solenoid valve 434, the tenth solenoid valve 436, and the first solenoid valve 437 are open, while the fifth solenoid valve 431, the sixth solenoid valve 432, the ninth solenoid valve 435, the second solenoid valve 438, and the eleventh solenoid valve 439 are closed. The external heat exchanger 130 acts as an evaporator, the intermediate heat exchanger 140 acts as a condenser, and the heat absorption and release module 300 stores heat. At this time, the first throttling device 450 and the third throttling device 452 are open, and the second throttling device 451 is closed.

[0096] In this way, the compressor 110 compresses and discharges high-temperature, high-pressure refrigerant gas, which flows through the fourth solenoid valve 430 and the first throttling device 450 to the intermediate heat exchanger 140. At this time, the intermediate heat exchanger 140 acts as a condenser. The low-temperature coolant from the heat absorption and release module 300 is heated to a high-temperature coolant through the intermediate heat exchanger 140, thereby heating the heat absorption and release module 300 until the target heat storage temperature is reached, completing the heat storage process. The medium-temperature, high-pressure refrigerant flowing out of the intermediate heat exchanger 140 flows through the eighth solenoid valve 434 to the first channel of the regenerator 150. The medium-temperature refrigerant exchanges heat with the low-temperature refrigerant through the regenerator 150, releasing heat and further reducing its temperature. The refrigerant flowing out of the first channel of the regenerator 150 passes through the third throttling device... The refrigerant is cooled by throttling at 452, becoming low-temperature, low-pressure wet steam or subcooled liquid, and flows to the external heat exchanger 130. At this time, the external heat exchanger 130 acts as an evaporator, and the low-temperature, low-pressure refrigerant is heated by the ambient air, completing the process of absorbing heat from the environment. The refrigerant flowing out of the external heat exchanger 130 flows to the second channel of the regenerator 150 through the seventh solenoid valve 433. The low-temperature refrigerant is heated by the high-temperature refrigerant from the external heat exchanger 130 in the regenerator 150, becoming superheated steam. The outlet of the second channel of the regenerator 150 is connected to the gas-liquid separator 160. The gas-liquid separator 160 separates the refrigerant and the refrigeration oil to act as an intermediate refrigerant gas storage tank, ensuring stable gas intake of the compressor 110. Finally, the refrigerant flows back to the compressor 110, and heat storage is achieved through this cycle.

[0097] like Figure 3 As shown, when the thermal management system 1 is in the cold storage state, the fifth solenoid valve 431, the sixth solenoid valve 432, the ninth solenoid valve 435, the tenth solenoid valve 436, and the first solenoid valve 437 are open, while the fourth solenoid valve 430, the seventh solenoid valve 433, the eighth solenoid valve 434, the second solenoid valve 438, and the eleventh solenoid valve 439 are closed. The external heat exchanger 130 acts as a condenser, the intermediate heat exchanger 140 acts as an evaporator, and the heat absorption and release module 300 stores cold. At this time, the first throttling device 450 and the second throttling device 451 are open, and the third throttling device 452 is closed.

[0098] In this way, the compressor 110 compresses and discharges high-temperature, high-pressure refrigerant gas, which flows to the second heat exchanger 122. The second heat exchanger 122 is not blown by air and only serves as a flow channel. At this time, the outlet of the second heat exchanger 122 is still high-temperature, high-pressure refrigerant gas. The refrigerant flowing out of the second heat exchanger 122 flows to the external heat exchanger 130 through the fifth solenoid valve 431. The refrigerant exchanges heat with the environment through the external heat exchanger 130, releasing heat. The medium-temperature, high-pressure refrigerant (which may be liquid or gas, depending on the ambient temperature) flowing out of the external heat exchanger 130 flows to the first channel of the regenerator 150 through the sixth solenoid valve 432. The medium-temperature refrigerant in the regenerator 150 exchanges heat with the low-temperature refrigerant, releasing heat and further reducing the temperature. The refrigerant flowing out of the first channel of the regenerator 150 is throttled and cooled by the first throttling device 450, becoming low-temperature, low-pressure wet steam or subcooled refrigerant. The liquid flows to the intermediate heat exchanger 140, which acts as an evaporator. The high-temperature coolant from the heat absorption and release module 300 is cooled to a low-temperature coolant through the intermediate heat exchanger 140, thereby continuously cooling the heat absorption and release module 300 until the target cold storage temperature is reached, thus realizing the cold storage function. The low-temperature, low-pressure refrigerant flowing out of the intermediate heat exchanger 140 flows to the second channel of the regenerator 150 through the ninth solenoid valve 435. The low-temperature refrigerant is heated by the high-temperature refrigerant from the external heat exchanger 130 in the regenerator 150, turning it into superheated steam. The outlet of the second channel of the regenerator 150 is connected to the gas-liquid separator 160. The gas-liquid separator 160 separates the refrigerant and the refrigeration oil to act as an intermediate refrigerant gas storage tank, ensuring stable gas intake of the compressor 110. Finally, the refrigerant flows back to the compressor 110, and so on, to achieve cold storage.

[0099] In both heat storage and cold storage states, the refrigerant in the first channel of the regenerator 150 exchanges heat with the refrigerant in the second channel.

[0100] According to some embodiments of the present invention, the thermal management system 1 has at least one of a battery heating and heat storage state and a battery cooling and cold storage state;

[0101] like Figure 4 As shown, when the thermal management system 1 is in the battery heating and heat storage state, the fourth solenoid valve 430, the seventh solenoid valve 433, the eighth solenoid valve 434, the tenth solenoid valve 436, and the second solenoid valve 438 are open, while the fifth solenoid valve 431, the sixth solenoid valve 432, the ninth solenoid valve 435, the first solenoid valve 437, and the eleventh solenoid valve 439 are closed. The external heat exchanger 130 acts as an evaporator, the intermediate heat exchanger 140 acts as a condenser, and the heat absorption and release module 300 stores heat. At this time, the first throttling device 450 and the third throttling device 452 are open, with only the third throttling device 452 performing the throttling function, and the second throttling device 451 is closed.

[0102] In this way, the compressor 110 compresses and discharges high-temperature, high-pressure refrigerant gas, which flows to the intermediate heat exchanger 140 through the fourth solenoid valve 430 and the first throttling device 450. The intermediate heat exchanger 140 is a condenser. The low-temperature coolant from the heat absorption and release module 300 is heated to a high-temperature coolant through the intermediate heat exchanger 140, thereby heating the battery and the heat absorption and release module 300. The medium-temperature, high-pressure refrigerant flowing out of the intermediate heat exchanger 140 flows to the first channel of the regenerator 150 through the eighth solenoid valve 434. The medium-temperature refrigerant exchanges heat with the low-temperature refrigerant in the regenerator 150, releasing heat and further reducing its temperature. The refrigerant flowing out of the first channel of the regenerator 150 is throttled and cooled by the third throttling device 452, becoming... Low-temperature, low-pressure wet steam or supercooled liquid flows to the external heat exchanger 130, where it acts as an evaporator. The refrigerant is heated by the ambient air, completing the heat absorption process. The low-temperature, low-pressure refrigerant flowing out of the external heat exchanger 130 flows through the seventh solenoid valve 433 to the second channel of the regenerator 150. The low-temperature refrigerant is heated by the high-temperature refrigerant from the external heat exchanger 130 in the regenerator 150, turning into superheated steam. The outlet of the second channel of the regenerator 150 is connected to the gas-liquid separator 160, which separates the refrigerant and refrigeration oil to act as an intermediate refrigerant gas storage tank, ensuring stable intake of the compressor 110. Finally, the refrigerant flows back to the compressor 110, thus achieving battery heating and heat storage in this cycle.

[0103] like Figure 5 As shown, when the thermal management system 1 is in battery cooling and cold storage mode, the fifth solenoid valve 431, the sixth solenoid valve 432, the ninth solenoid valve 435, the tenth solenoid valve 436, and the second solenoid valve 438 are open, while the fourth solenoid valve 430, the seventh solenoid valve 433, the eighth solenoid valve 434, the tenth solenoid valve 436, the first solenoid valve 437, and the eleventh solenoid valve 439 are closed. The external heat exchanger 130 acts as a condenser, the intermediate heat exchanger 140 acts as an evaporator, and the heat absorption and release module 300 stores cold. At this time, the first throttling device 450 is open, and the second throttling device 451 and the third throttling device 452 are closed.

[0104] In this way, the compressor 110 compresses and discharges high-temperature, high-pressure refrigerant gas, which flows to the second heat exchanger 122. The second heat exchanger 122 is not used by airflow and only serves as a flow channel. At this time, the outlet of the second heat exchanger 122 is still high-temperature, high-pressure refrigerant gas. The refrigerant flowing out of the second heat exchanger 122 flows to the external heat exchanger 130 through the fifth solenoid valve 431. The refrigerant exchanges heat with the environment through the external heat exchanger 130, releasing heat. The medium-temperature, high-pressure refrigerant (which may be liquid or gas, depending on the ambient temperature) flowing out of the external heat exchanger 130 flows to the first channel of the regenerator 150 through the sixth solenoid valve 432. The medium-temperature refrigerant exchanges heat with the low-temperature refrigerant through the regenerator 150, releasing heat and further reducing its temperature. The refrigerant flowing out of the first channel of the regenerator 150 is throttled and cooled by the first throttling device 450, becoming low-temperature, low-pressure wet steam. The supercooled liquid flows to the intermediate heat exchanger 140, which acts as an evaporator. The high-temperature coolant from the battery heat exchanger 210 and the heat absorption / release module 300 is cooled to a low-temperature temperature through the intermediate heat exchanger 140, thereby cooling the battery and the heat absorption / release module 300. The low-temperature, low-pressure refrigerant flowing out of the intermediate heat exchanger 140 flows to the second channel of the regenerator 150 through the ninth solenoid valve 435. The low-temperature refrigerant is heated by the high-temperature refrigerant from the external heat exchanger 130 in the regenerator 150, turning into superheated steam. The outlet of the second channel of the regenerator 150 is connected to the gas-liquid separator 160. The gas-liquid separator 160 separates the refrigerant and the refrigeration oil to act as an intermediate refrigerant gas storage tank, ensuring stable gas intake of the compressor 110. Finally, the refrigerant flows back to the compressor 110, thus achieving battery cooling and cold storage in this cycle.

[0105] In the battery heating and heat storage state and the battery cooling and cold storage state, the refrigerant in the first channel of the regenerator 150 exchanges heat with the refrigerant in the second channel.

[0106] According to some embodiments of the present invention, the thermal management system 1 has an in-vehicle heating and heat storage state and an in-vehicle cooling and cold storage state;

[0107] like Figure 6 As shown, when the thermal management system 1 is in the in-vehicle heating and heat storage state, the fourth solenoid valve 430, the seventh solenoid valve 433, the eighth solenoid valve 434, the tenth solenoid valve 436, the first solenoid valve 437, and the eleventh solenoid valve 439 are open, while the fifth solenoid valve 431, the sixth solenoid valve 432, the ninth solenoid valve 435, the second solenoid valve 438, and the third solenoid valve 440 are closed. The external heat exchanger 130 acts as an evaporator, and the internal heat exchanger 120 and the intermediate heat exchanger 140 act as condensers. The heat absorption and release module 300 stores heat. At this time, the first throttling device 450 and the third throttling device 452 are open, with only the third throttling device 452 performing the throttling function, while the second throttling device 451 is closed.

[0108] In this way, the compressor 110 compresses and discharges high-temperature, high-pressure refrigerant gas, which is then divided into two parts. One part, high-temperature, high-pressure refrigerant, flows to the second heat exchanger 122, which acts as a condenser. Low-temperature air is heated to high-temperature air by passing through the second heat exchanger 122 to provide heating for the vehicle interior. The other part, medium-temperature, high-pressure refrigerant (which may be liquid or gas, depending on the return air temperature) flows out of the second heat exchanger 122 through the eleventh solenoid valve 439 to the third heat exchanger 123. The second and third heat exchangers 122 and 123 are connected in series to form a refrigerant exchanger. The condenser provides heating for the vehicle interior. The outlet of the third heat exchanger 123 is a medium-temperature, high-pressure refrigerant. Another portion of the high-temperature, high-pressure refrigerant flows through the fourth solenoid valve 430 to the intermediate heat exchanger 140, which acts as a condenser. The low-temperature coolant from the heat absorption / release module 300 is heated to a high-temperature coolant in the intermediate heat exchanger 140, thus heating the heat absorption / release module 300 until the target heat storage temperature is reached, completing the heat storage process. The medium-temperature, high-pressure fluid flows out of the intermediate heat exchanger 140. The outlet of the third heat exchanger 123... After the refrigerant from the intermediate heat exchanger 140 merges with the refrigerant from the outlet of the intermediate heat exchanger 140, it flows through the eighth solenoid valve 434 to the first channel of the regenerator 150. The medium-temperature refrigerant exchanges heat with the low-temperature refrigerant in the regenerator 150, releasing heat and further reducing its temperature. The refrigerant flowing out of the first channel of the regenerator 150 is throttled and cooled by the third throttling device 452, becoming low-temperature, low-pressure wet steam or subcooled liquid, and flows to the external heat exchanger 130. At this time, the external heat exchanger 130 acts as an evaporator, and the refrigerant is heated by the ambient air, completing the process of absorbing heat from the environment. Low-temperature, low-pressure refrigerant flowing from the external heat exchanger 130 flows through the seventh solenoid valve 433 to the second channel of the regenerator 150. The low-temperature refrigerant is heated by the high-temperature refrigerant from the external heat exchanger 130 in the regenerator 150 and becomes superheated steam. The outlet of the second channel of the regenerator 150 is connected to the gas-liquid separator 160. The gas-liquid separator 160 separates the refrigerant and the refrigeration oil to act as an intermediate refrigerant gas storage tank to ensure stable intake of the compressor 110. Finally, the refrigerant flows back to the compressor 110, and so on, to achieve heating and heat storage inside the vehicle.

[0109] like Figure 7 As shown, when the thermal management system 1 is in the in-vehicle cooling and cold storage state, the fifth solenoid valve 431, the sixth solenoid valve 432, the ninth solenoid valve 435, the tenth solenoid valve 436, and the first solenoid valve 437 are open, while the fourth solenoid valve 430, the seventh solenoid valve 433, the eighth solenoid valve 434, the second solenoid valve 438, and the eleventh solenoid valve 439 are closed. The external heat exchanger 130 acts as a condenser, and the internal heat exchanger 120 and the intermediate heat exchanger 140 act as evaporators. The heat absorption and release module 300 stores cold. At this time, the first throttling device 450 and the second throttling device 451 are open, and the third throttling device 452 is closed.

[0110] In this way, the compressor 110 compresses and discharges high-temperature, high-pressure refrigerant gas, which flows to the second heat exchanger 122. The second heat exchanger 122 is not used for airflow and only serves as a flow channel. The outlet of the second heat exchanger 122 is still high-temperature, high-pressure refrigerant. The refrigerant flowing out of the second heat exchanger 122 flows to the external heat exchanger 130 through the fifth solenoid valve 431. The refrigerant exchanges heat with the environment through the external heat exchanger 130, releasing heat. The medium-temperature, high-pressure refrigerant (which may be liquid or gas, depending on the ambient temperature) flowing out of the external heat exchanger 130 passes through the sixth solenoid valve 431. The refrigerant flows through valve 432 to the first channel of the regenerator 150. The medium-temperature refrigerant exchanges heat with the low-temperature refrigerant in the regenerator 150, releasing heat and further reducing its temperature. A portion of the refrigerant flowing out of the first channel of the regenerator 150 is throttled and cooled by the second throttling device 451, becoming low-temperature, low-pressure wet vapor or subcooled liquid, and flows to the third heat exchanger 123. The third heat exchanger 123 is an evaporator, where high-temperature air is cooled to low-temperature air to cool the vehicle interior. Low-temperature, low-pressure refrigerant flows out of the third heat exchanger 123; the refrigerant flows from the first channel of the regenerator 150... Another portion of the refrigerant flowing out is throttled and cooled by the first throttling device 450, becoming low-temperature, low-pressure wet vapor or subcooled liquid, and flows to the intermediate heat exchanger 140. The intermediate heat exchanger 140 is an evaporator. The high-temperature coolant from the heat absorption and release module 300 is cooled to a low-temperature coolant through the intermediate heat exchanger 140, thereby continuously cooling the heat absorption and release module 300 until the target cold storage temperature is reached, realizing the cold storage function. Low-temperature, low-pressure refrigerant flows out of the intermediate heat exchanger 140; the refrigerant at the outlet of the third heat exchanger 123 is mixed with the intermediate heat exchanger... After the refrigerant at the outlet of the heater 140 is combined, it flows to the second channel of the regenerator 150 through the ninth solenoid valve 435. The low-temperature refrigerant is heated by the high-temperature refrigerant from the external heat exchanger 130 in the regenerator 150 and becomes superheated steam. The outlet of the second channel of the regenerator 150 is connected to the gas-liquid separator 160. The gas-liquid separator 160 separates the refrigerant and the refrigeration oil to act as an intermediate storage tank for refrigerant gas, ensuring stable intake of the compressor 110. Finally, the refrigerant flows back to the compressor 110. This cycle is repeated to achieve cooling and cold storage inside the vehicle.

[0111] In both the in-vehicle heating and cooling states, the refrigerant in the first channel of the regenerator 150 exchanges heat with the refrigerant in the second channel.

[0112] According to some embodiments of the present invention, the thermal management system 1 has at least one of a demisting and heat storage state and a dehumidifying and cold storage state;

[0113] like Figure 6As shown, when the thermal management system 1 is in the demisting and heat storage state, the fourth solenoid valve 430, the seventh solenoid valve 433, the eighth solenoid valve 434, the tenth solenoid valve 436, the first solenoid valve 437, and the eleventh solenoid valve 439 are open, while the fifth solenoid valve 431, the sixth solenoid valve 432, the ninth solenoid valve 435, the second solenoid valve 438, and the third solenoid valve 440 are closed. The external heat exchanger 130 acts as an evaporator, and the internal heat exchanger 120 and the intermediate heat exchanger 140 act as condensers. The heat absorption and release module 300 stores heat. At this time, the first throttling device 450 and the third throttling device 452 are open, with only the third throttling device 452 performing the throttling function, while the second throttling device 451 is closed.

[0114] In this way, the compressor 110 compresses and discharges high-temperature, high-pressure refrigerant gas, which then flows through the first channel of the second heat exchanger 122, the third heat exchanger 123, the regenerator 150, and the third throttling device 452 to the external heat exchanger 130. The second and third heat exchangers 122 and 123 are connected in series to form a condenser for heating the vehicle interior, while the external heat exchanger 130 acts as an evaporator, where the refrigerant is heated by the ambient air, completing the heat absorption process. The low-temperature air inside the vehicle can be heated to high-temperature air by passing through the second and third heat exchangers 122 and 123, thus allowing this high-temperature air to be used for defogging inside the vehicle.

[0115] like Figure 7 As shown, when the thermal management system 1 is in the in-vehicle cooling and cold storage state and the dehumidification and cold storage state, the fifth solenoid valve 431, the sixth solenoid valve 432, the ninth solenoid valve 435, the tenth solenoid valve 436 and the first solenoid valve 437 are open, and the fourth solenoid valve 430, the seventh solenoid valve 433, the eighth solenoid valve 434, the second solenoid valve 438 and the eleventh solenoid valve 439 are closed. The external heat exchanger 130 acts as a condenser, the internal heat exchanger 120 and the intermediate heat exchanger 140 act as evaporators, and the heat absorption and release module 300 stores cold. At this time, the first throttling device 450 and the second throttling device 451 are open, and the third throttling device 452 is closed.

[0116] In this way, the compressor 110 compresses and discharges high-temperature and high-pressure refrigerant gas, which flows through the first channel of the second heat exchanger 122, the external heat exchanger 13, and the regenerator 150, and the second throttling device 451 to the third heat exchanger 123. The second heat exchanger 122 is not airflow through and only serves as a flow channel. The refrigerant exchanges heat with the environment through the external heat exchanger 130 and releases heat. The second throttling device 451 throttles and cools the refrigerant. At this time, the third heat exchanger 123 acts as an evaporator. The high-humidity air in the vehicle can be cooled after passing through the third heat exchanger 123 to condense water, thereby reducing the moisture content 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 and realizing the dehumidification function of the air conditioning module 100.

[0117] In the demisting heat storage state and the dehumidifying cold storage state, the refrigerant in the first channel of the regenerator 150 exchanges heat with the refrigerant in the second channel.

[0118] According to some embodiments of the present invention, the thermal management system 1 has at least one of a vehicle thermal and electric thermal storage state, a vehicle cold and electric thermal storage state, and a vehicle thermal and electric thermal storage state;

[0119] like Figure 8 As shown, when the thermal management system 1 is in the vehicle thermal and electrothermal storage state, the fourth solenoid valve 430, the seventh solenoid valve 433, the eighth solenoid valve 434, the tenth solenoid valve 436, the second solenoid valve 438, and the eleventh solenoid valve 439 are open, while the fifth solenoid valve 431, the sixth solenoid valve 432, the ninth solenoid valve 435, and the first solenoid valve 437 are closed. The external heat exchanger 130 acts as an evaporator, and the internal heat exchanger 120 and the intermediate heat exchanger 140 act as condensers. The heat absorption and release module 300 stores heat. At this time, the first throttling device 450 and the third throttling device 452 are open, with only the third throttling device 452 performing the throttling function, while the second throttling device 451 is closed.

[0120] In this way, the compressor 110 compresses and discharges high-temperature, high-pressure refrigerant gas, which is then divided into two parts. One part, high-temperature refrigerant, flows to the second heat exchanger 122. The heat exchanger inside the vehicle acts as a condenser, where low-temperature air is heated to high-temperature air for heating the vehicle interior. The other part, medium-temperature, high-pressure refrigerant (which may be liquid or gas, depending on the return air temperature), flows from the second heat exchanger 122 to the third heat exchanger 123 via the eleventh solenoid valve 439. The second and third heat exchangers 122 and 123 are connected in series. The condenser provides heating for the vehicle interior, with medium-temperature, high-pressure refrigerant flowing from the third heat exchanger 123. Another portion of the high-temperature refrigerant flows through the fourth solenoid valve 430 to the intermediate heat exchanger 140, which is a condenser. Low-temperature coolant from the heat absorption / release module 300 is heated to high-temperature coolant in the intermediate heat exchanger 140, thus heating the battery and the heat absorption / release module 300. Medium-temperature, high-pressure refrigerant flows out from the intermediate heat exchanger 140. The refrigerant at the outlet of the third heat exchanger 123 is connected to the intermediate heat exchanger. After the refrigerant from outlet 140 merges, it flows through the eighth solenoid valve 434 to the first channel of regenerator 150. The medium-temperature refrigerant exchanges heat with the low-temperature refrigerant in regenerator 150, releasing heat and further reducing its temperature. The refrigerant flowing out of the first channel of regenerator 150 is throttled and cooled by the third throttling device 452, becoming low-temperature, low-pressure wet vapor or subcooled liquid, and flows to the external heat exchanger 130. At this time, the external heat exchanger 130 acts as an evaporator, and the refrigerant is heated by the ambient air, completing the process of absorbing heat from the environment. The low-temperature, low-pressure refrigerant flowing out of the 30 channel flows to the second channel of the regenerator 150 through the seventh solenoid valve 433. The low-temperature refrigerant is heated by the high-temperature refrigerant from the external heat exchanger 130 in the regenerator 150 and becomes superheated steam. The outlet of the second channel of the regenerator 150 is connected to the gas-liquid separator 160. The gas-liquid separator 160 separates the refrigerant and the refrigeration oil to act as an intermediate storage tank for refrigerant gas, ensuring stable intake of the compressor 110. Finally, the refrigerant flows back to the compressor 110. This cycle achieves simultaneous heating of the vehicle interior and the battery.

[0121] like Figure 9 As shown, when the thermal management system 1 is in the vehicle-cooled, electrically-cooled, and cold-storage state, the fifth solenoid valve 431, the sixth solenoid valve 432, the ninth solenoid valve 435, the tenth solenoid valve 436, and the second solenoid valve 438 are open, while the fourth solenoid valve 430, the seventh solenoid valve 433, the eighth solenoid valve 434, the first solenoid valve 437, and the eleventh solenoid valve 439 are closed. The external heat exchanger 130 acts as a condenser, and the internal heat exchanger 120 and the intermediate heat exchanger 140 act as evaporators. The heat absorption and release module 300 stores cold. At this time, the first throttling device 450 and the second throttling device 451 are open, and the third throttling device 452 is closed.

[0122] In this way, the compressor 110 compresses and discharges high-temperature, high-pressure refrigerant gas, which flows to the second heat exchanger 122. The second heat exchanger 122 is a flow channel without airflow, and its outlet is still high-temperature, high-pressure refrigerant gas. The refrigerant flowing out of the second heat exchanger 122 flows to the external heat exchanger 130 through the fifth solenoid valve 431. The refrigerant exchanges heat with the environment through the external heat exchanger 130, releasing heat. The medium-temperature, high-pressure refrigerant (which may be liquid or gas, depending on the ambient temperature) flowing out of the external heat exchanger 130 passes through the sixth solenoid valve 432. The medium-temperature refrigerant flows into the first channel of the regenerator 150, where it exchanges heat with the low-temperature refrigerant to release heat and further reduce its temperature. A portion of the refrigerant flowing out of the high-pressure channel of the regenerator 150 is throttled and cooled by the second throttling device 451, becoming low-temperature, low-pressure wet vapor or subcooled liquid, and flows to the third heat exchanger 123. The third heat exchanger 123 is an evaporator, where high-temperature air is cooled to low-temperature air to cool the vehicle interior. Low-temperature, low-pressure refrigerant flows out of the third heat exchanger 123. Another portion of the refrigerant flowing out of the high-pressure channel of the regenerator 150 passes through the first... The throttling device 450 cools the liquid, converting it into low-temperature, low-pressure wet steam or subcooled liquid, which then flows to the intermediate heat exchanger 140. The intermediate heat exchanger 140 acts as an evaporator. The high-temperature coolant from the battery heat exchanger 210 and the heat absorption / release module 300 is cooled to a low-temperature coolant through the intermediate heat exchanger 140, thereby cooling the battery and the heat absorption / release module 300. This continuously lowers the temperature of the heat absorption / release module 300 until it reaches the target cold storage temperature, achieving both battery cooling and cold storage functions. Low-temperature, low-pressure refrigerant flows out of the intermediate heat exchanger 140; the outlet of the third heat exchanger 123... After the refrigerant from the outlet of the intermediate heat exchanger 140 merges with the refrigerant from the outlet of the intermediate heat exchanger 140, it flows to the second channel of the regenerator 150 through the ninth solenoid valve 435. The low-temperature refrigerant is heated by the high-temperature refrigerant from the external heat exchanger 130 in the regenerator 150 and becomes superheated steam. The outlet of the second channel of the regenerator 150 is connected to the gas-liquid separator 160. The gas-liquid separator 160 separates the refrigerant and the refrigeration oil to act as an intermediate refrigerant gas storage tank to ensure stable gas intake of the compressor 110. Finally, the refrigerant flows back to the compressor 110. This cycle achieves simultaneous cooling of the vehicle interior and the battery.

[0123] like Figure 10 As shown, when the thermal management system 1 is in the vehicle-heated, electrically-cooled, and cold-storage state, the fifth solenoid valve 431, the sixth solenoid valve 432, the ninth solenoid valve 435, the tenth solenoid valve 436, and the second solenoid valve 438 are open, while the fourth solenoid valve 430, the seventh solenoid valve 433, the eighth solenoid valve 434, the first solenoid valve 437, and the eleventh solenoid valve 439 are closed. The in-vehicle heat exchanger 120 and the out-of-vehicle heat exchanger 130 act as condensers, the intermediate heat exchanger 140 acts as an evaporator, and the heat absorption and release module 300 stores cold. At this time, the first throttling device 450 is open, and the second throttling device 451 and the third throttling device 452 are closed.

[0124] In this way, the compressor 110 compresses and discharges high-temperature, high-pressure refrigerant gas, which flows to the second heat exchanger 122. The second heat exchanger 122 is a condenser. Low-temperature air is heated to high-temperature air through the second heat exchanger 122 to heat the vehicle interior. The medium-temperature, high-pressure refrigerant (which may be liquid or gas, depending on the return air temperature) flowing out of the second heat exchanger 122 flows to the outdoor heat exchanger 130 through the fifth solenoid valve 431. The refrigerant exchanges heat with the environment through the outdoor heat exchanger 130, releasing heat. The medium-temperature, high-pressure refrigerant flowing out of the outdoor heat exchanger 130 flows to the first channel of the regenerator 150 through the sixth solenoid valve 432. The medium-temperature refrigerant exchanges heat with the low-temperature refrigerant through the regenerator 150, releasing heat and further reducing its temperature. The refrigerant flowing out of the first channel of the regenerator 150 is throttled and cooled by the first throttling device 450, becoming low-temperature, low-pressure wet vapor. The vapor or supercooled liquid flows to the intermediate heat exchanger 140, which is an evaporator. The high-temperature coolant from the battery heat exchanger 210 and the heat absorption and release module 300 is cooled to a low-temperature coolant through the intermediate heat exchanger 140, thereby cooling the battery and the heat absorption and release module 300. The low-temperature, low-pressure refrigerant flowing out of the intermediate heat exchanger 140 flows to the second channel of the regenerator 150 through the ninth solenoid valve 435. The low-temperature refrigerant is heated by the high-temperature refrigerant from the external heat exchanger 130 in the regenerator 150 and becomes superheated vapor. The outlet of the second channel of the regenerator 150 is connected to the gas-liquid separator 160. The gas-liquid separator 160 separates the refrigerant and the refrigeration oil to act as an intermediate refrigerant gas storage tank to ensure stable gas intake of the compressor 110. Finally, the refrigerant flows back to the compressor 110. This cycle achieves heating inside the vehicle while cooling the battery.

[0125] In the vehicle-heated electric-heated storage state, the vehicle-cooled electric-cooled storage state, and the vehicle-heated electric-cooled storage state, the refrigerant in the first channel of the regenerator 150 exchanges heat with the refrigerant in the second channel.

[0126] Optionally, both the intermediate heat exchanger 140 and the battery heat exchanger 210 are plate heat exchangers. By using a plate heat exchanger for the intermediate heat exchanger 140, the contact area between the refrigerant circuit and the coolant circuit can be increased, improving the heat exchange efficiency between the refrigerant and coolant. Using a plate heat exchanger for the battery heat exchanger 210 allows for direct heat exchange with the battery, directly heating or cooling the battery, resulting in higher heat exchange efficiency. Furthermore, the structure of the battery heat exchanger 210 is simpler, which helps to simplify the structure of the battery temperature control module 200.

[0127] The battery temperature control module 200 may also include a water pump 220, which is located between the tenth solenoid valve 436 and the battery heat exchanger 210. The water pump 220 can drive the flow of coolant in the coolant circuit to improve the heat exchange efficiency between the coolant and the refrigerant.

[0128] A vehicle (not shown) according to a second aspect embodiment of the present invention includes a thermal management system 1 according to the first aspect embodiment described above.

[0129] According to the embodiments of the present invention, by adopting the above-described thermal management system 1, the energy consumption of the vehicle can be reduced, and the overall performance of the vehicle, such as an electric vehicle, and the driving range of the electric vehicle can be improved, thereby enhancing the market competitiveness of the vehicle.

[0130] Other configurations and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0131] In the description of this invention, it should be understood that the terms "center", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0132] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0133] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0134] 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, characterized in that, include: An air conditioning module, comprising a compressor, an in-vehicle heat exchanger, and an out-of-vehicle heat exchanger connected in a refrigerant circuit; An intermediate heat exchanger having a first heat exchange flow path and a second heat exchange flow path that exchange heat with each other, wherein the first heat exchange flow path is connected to the refrigerant circuit. A heat absorption and release module, wherein the heat absorption and release module and the second heat exchange flow path of the intermediate heat exchanger are connected to form a coolant circuit; A battery temperature control module, the battery temperature control module including a battery heat exchanger adapted to exchange heat with the battery, the battery heat exchanger being connected to the coolant circuit; The in-vehicle heat exchanger includes a first heat exchanger, which is connected to the coolant circuit; The thermal management system has at least one of the following states: in-vehicle heat absorption / release state, battery and in-vehicle heat absorption / release state, and battery heat absorption / release state. When the thermal management system is in the heat absorption / release state inside the vehicle, the compressor stops running, and the coolant flows through the first heat exchanger and the heat absorption / release module, and the heat absorption / release module releases heat or coolness into the vehicle cabin. When the thermal management system is in the state of absorbing and releasing heat between the battery and the vehicle interior, the compressor stops running, and the coolant flows through the first heat exchanger, the battery heat exchanger, and the heat absorption and release module. The heat absorption and release module simultaneously releases heat or cools the vehicle compartment and the battery. When the thermal management system is in the state of battery heat absorption and release, the compressor stops running, and the coolant flows through the battery heat exchanger and the heat absorption and release module, which releases heat or cools the battery.

2. The thermal management system according to claim 1, characterized in that, When the compressor is running, the heat absorption and release module is suitable for heat storage or cold storage; When the compressor stops running, the heat absorption and release module is adapted to release heat or cool to the coolant circuit.

3. The thermal management system according to claim 2, characterized in that, When the compressor stops running, the heat absorption and release module releases heat or coolness into the vehicle compartment through the first heat exchanger.

4. The thermal management system according to claim 3, characterized in that, The air conditioning module also includes a regenerator, which is connected to the refrigerant circuit of the air conditioning module; The regenerator has a first channel and a second channel, wherein the refrigerant flowing through the first channel is adapted to exchange heat with the refrigerant flowing through the second channel.

5. The thermal management system according to claim 4, characterized in that, The thermal management system has at least an air conditioning cooling state. When the thermal management system is in the air conditioning cooling state, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

6. The thermal management system according to claim 4, characterized in that, The thermal management system has at least a switchable air conditioning cooling mode and an air conditioning heating mode. When the thermal management system is in air conditioning cooling mode and air conditioning heating mode, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

7. The thermal management system according to claim 4, characterized in that, As long as the compressor is running, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

8. The thermal management system according to claim 4, characterized in that, The in-vehicle heat exchanger includes a second heat exchanger and a third heat exchanger. The first end of the second heat exchanger is connected to the outlet of the compressor, and the second end of the second heat exchanger is connected to the first end of the out-of-vehicle heat exchanger. The first end of the first channel can be selectively connected to the second end of the third heat exchanger and the second end of the external heat exchanger; the second end of the first channel can be selectively connected to the first end of the second heat exchanger and the first end of the external heat exchanger; the first end of the second channel can be selectively connected to the second end of the third heat exchanger and the second end of the external heat exchanger; and the second end of the second channel is connected to the inlet of the compressor. The first end of the first heat exchange flow path can be selectively connected to the second end of the first channel and the outlet of the compressor, and the second end of the first heat exchange flow path can be selectively connected to the first end of the second channel and the first end of the first channel.

9. The thermal management system according to claim 1, characterized in that, When the compressor stops running, the heat absorption and release module releases heat or cools the coolant circuit, and the coolant circuit heats or cools the battery through the battery heat exchanger.

10. The thermal management system according to claim 8, characterized in that, The thermal management system includes: A first solenoid valve is connected between the first end of the second heat exchange flow path and the first end of the heat absorption and release module. The second solenoid valve is connected between the second end of the battery heat exchanger and the first end of the heat absorption and release module. A third solenoid valve is connected between the second end of the first heat exchanger and the first end of the first heat exchange flow path.

11. The thermal management system according to claim 10, characterized in that, When the thermal management system is in the heat absorption / release state inside the vehicle, the compressor stops running, the first solenoid valve and the third solenoid valve open, the second solenoid valve closes, and the heat absorption / release module releases heat or coolness into the vehicle cabin. When the thermal management system is in the state of absorbing and releasing heat in the battery and vehicle interior, the compressor stops running, the second solenoid valve and the third solenoid valve open, the first solenoid valve closes, and the heat absorption and release module simultaneously releases heat or cools to the vehicle compartment and the battery. When the thermal management system is in the state of the battery absorbing or releasing heat, the compressor stops running, the first and second solenoid valves open, the third solenoid valve closes, and the heat absorption or release module releases heat or coolness to the battery.

12. The thermal management system according to claim 10, characterized in that, Also includes: The fourth solenoid valve is connected between the outlet of the compressor and the first end of the first heat exchange flow path. The fifth solenoid valve is connected between the second end of the second heat exchanger and the first end of the external heat exchanger. The sixth solenoid valve is connected between the second end of the external heat exchanger and the first end of the first channel; The seventh solenoid valve is connected between the second end of the external heat exchanger and the first end of the second channel; The eighth solenoid valve is connected between the second end of the third heat exchanger and the first end of the first channel; The ninth solenoid valve is connected between the second end of the third heat exchanger and the first end of the second channel, and between the second end of the first heat exchange flow path and the first end of the second channel. The tenth solenoid valve is connected between the first end of the second heat exchange flow path and the first end of the battery heat exchanger. The eleventh solenoid valve is connected between the second end of the second heat exchanger and the first end of the third heat exchanger.

13. The thermal management system according to claim 12, characterized in that, Also includes: A first throttling device is connected between the second end of the first channel and the first end of the first heat exchange flow path, and between the outlet of the compressor and the first end of the first heat exchange flow path. The second throttling device is connected between the second end of the first channel and the first end of the third heat exchanger; A third throttling device is connected between the second end of the first channel and the first end of the external heat exchanger.

14. The thermal management system according to claim 12, characterized in that, The thermal management system has at least one of a heat storage state and a cold storage state; When the thermal management system is in the heat storage state, the fourth solenoid valve, the seventh solenoid valve, the eighth solenoid valve, the tenth solenoid valve and the first solenoid valve are open, and the fifth solenoid valve, the sixth solenoid valve, the ninth solenoid valve, the second solenoid valve and the eleventh solenoid valve are closed. The external heat exchanger acts as an evaporator, the intermediate heat exchanger acts as a condenser, and the heat absorption and release module stores heat. When the thermal management system is in the cold storage state, the fifth, sixth, ninth, tenth and first solenoid valves are open, and the fourth, seventh, eighth, second and eleventh solenoid valves are closed. The external heat exchanger acts as a condenser, the intermediate heat exchanger acts as an evaporator, and the heat absorption and release module stores cold. In the heat storage state and the cold storage state, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

15. The thermal management system according to claim 12, characterized in that, The thermal management system has at least one of a battery heating and heat storage state and a battery cooling and cold storage state; When the thermal management system is in the battery heating and heat storage state, the fourth solenoid valve, the seventh solenoid valve, the eighth solenoid valve, the tenth solenoid valve and the second solenoid valve are open, and the fifth solenoid valve, the sixth solenoid valve, the ninth solenoid valve, the first solenoid valve and the eleventh solenoid valve are closed. The external heat exchanger acts as an evaporator, the intermediate heat exchanger acts as a condenser, and the heat absorption and release module stores heat. When the thermal management system is in the battery cooling and cold storage state, the fifth solenoid valve, the sixth solenoid valve, the ninth solenoid valve, the tenth solenoid valve and the second solenoid valve are open, and the fourth solenoid valve, the seventh solenoid valve, the eighth solenoid valve, the tenth solenoid valve, the first solenoid valve and the eleventh solenoid valve are closed. The external heat exchanger acts as a condenser, the intermediate heat exchanger acts as an evaporator, and the heat absorption and release module stores cold. In the battery heating and heat storage state and the battery cooling and cold storage state, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

16. The thermal management system according to claim 12, characterized in that, The thermal management system has a switchable in-vehicle heating and heat storage mode and an in-vehicle cooling and cold storage mode. When the thermal management system is in the in-vehicle heating and heat storage state, the fourth, seventh, eighth, tenth, first, and eleventh solenoid valves are open, and the fifth, sixth, ninth, and second solenoid valves are closed. The external heat exchanger acts as an evaporator, the internal heat exchanger and the intermediate heat exchanger act as condensers, and the heat absorption and release module stores heat. When the thermal management system is in the vehicle interior cooling and cold storage state, the fifth, sixth, ninth, tenth, and first solenoid valves are open, and the fourth, seventh, eighth, second, and eleventh solenoid valves are closed. The external heat exchanger acts as a condenser, the internal heat exchanger and the intermediate heat exchanger act as evaporators, and the heat absorption and release module stores cold. In the in-vehicle heating and heat storage state and the in-vehicle cooling and cold storage state, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

17. The thermal management system according to claim 12, characterized in that, The thermal management system has at least one of a demisting and heat storage state and a dehumidifying and cold storage state; When the thermal management system is in the demisting and heat storage state, the fourth, seventh, eighth, tenth, first, and eleventh solenoid valves are open, and the fifth, sixth, ninth, and second solenoid valves are closed. The external heat exchanger acts as an evaporator, the internal heat exchanger and the intermediate heat exchanger act as condensers, and the heat absorption and release module stores heat. When the thermal management system is in the dehumidification and cold storage state, the fifth, sixth, ninth, tenth, and first solenoid valves are open, and the fourth, seventh, eighth, second, and eleventh solenoid valves are closed. The external heat exchanger acts as a condenser, the internal heat exchanger and the intermediate heat exchanger act as evaporators, and the heat absorption and release module stores cold. In the demisting and heat storage states and the dehumidifying and cold storage states, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

18. The thermal management system according to claim 12, characterized in that, The thermal management system has at least one of the following states: vehicle-heated electric thermal storage, vehicle-cooled electric thermal storage, and vehicle-heated electric thermal storage. When the thermal management system is in the vehicle thermal and electrothermal storage state, the fourth, seventh, eighth, tenth, second, and eleventh solenoid valves are open, and the fifth, sixth, ninth, and first solenoid valves are closed. The external heat exchanger acts as an evaporator, the internal heat exchanger and the intermediate heat exchanger act as condensers, and the heat absorption and release module stores heat. When the thermal management system is in the vehicle-cooled electric cold storage state, the fifth, sixth, ninth, tenth, and second solenoid valves are open, and the fourth, seventh, eighth, first, and eleventh solenoid valves are closed. The external heat exchanger acts as a condenser, the internal heat exchanger and the intermediate heat exchanger act as evaporators, and the heat absorption and release module stores cold. When the thermal management system is in the vehicle thermal-electric-cooled cold storage state, the fifth, sixth, ninth, tenth, and second solenoid valves are open, and the fourth, seventh, eighth, first, and eleventh solenoid valves are closed. The in-vehicle heat exchanger and the out-of-vehicle heat exchanger act as condensers, the intermediate heat exchanger acts as an evaporator, and the heat absorption and release module stores cold. In the vehicle thermal and electric thermal storage state, the vehicle cold and electric cold storage state, and the vehicle thermal and electric cold storage state, the refrigerant in the first channel of the regenerator exchanges heat with the refrigerant in the second channel.

19. The thermal management system according to any one of claims 1-18, characterized in that, Both the intermediate heat exchanger and the battery heat exchanger are plate heat exchangers.

20. A vehicle, characterized in that, Includes the thermal management system according to any one of claims 1-19.

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