Thermal management system and vehicle having the same

Abstract

The application discloses a heat management system and a vehicle with the same, and relates to the technical field of heat management systems. The heat management system comprises: an air conditioning module, the air conditioning module comprising a compressor, an indoor heat exchanger, an outdoor heat exchanger and a regenerator connected into a refrigerant circuit, the regenerator being used for exchanging heat for the refrigerant flowing to the inlet of the compressor to recover heat; a battery temperature control module comprising an intermediate heat exchanger and a battery heat exchanger adapted to exchange heat with a battery; the intermediate heat exchanger has a first heat exchange channel and a second heat exchange channel which exchange heat with each other, the first heat exchange channel is connected into the refrigerant circuit of the air conditioning module, and the second heat exchange channel is connected with the battery heat exchanger into a temperature control circuit; and an integrated valve, the integrated valve controlling the flow direction of the refrigerant in the refrigerant circuit to control the indoor heat exchanger, the outdoor heat exchanger and the intermediate heat exchanger to act as a condenser or an evaporator respectively. The heat management system according to the application not only can exchange heat between the air conditioning module and the battery temperature control module, but also has the advantages of high integration degree, small volume and high heat exchange efficiency.

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] Thermal management systems in related technologies typically include an air conditioning module and a battery temperature control module. The air conditioning module can exchange heat with the battery temperature control module, thereby heating or cooling the battery. However, due to the complex refrigerant flow path and numerous pipes in the thermal management system, the thermal management system is large in size and difficult to arrange. Furthermore, the long pipe flow path results in low heat exchange efficiency between the air conditioning module and the battery temperature control module. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a thermal management system that not only enables heat exchange between the air conditioning module and the battery temperature control module, but also has the advantages of high integration, small size and high heat exchange efficiency.

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

[0005] To achieve the above objectives, a thermal management system is disclosed according to a first aspect of the present invention, comprising: an air conditioning module, the air conditioning module including a compressor, an in-vehicle heat exchanger, an external heat exchanger, and a regenerator connected in a refrigerant circuit, the regenerator being used to recycle heat from the refrigerant flowing into the compressor inlet; a battery temperature control module, the battery temperature control module including an intermediate heat exchanger and a battery heat exchanger adapted to exchange heat with the battery, the intermediate heat exchanger having a first heat exchange channel and a second heat exchange channel for mutual heat exchange, the first heat exchange channel being connected to the refrigerant circuit of the air conditioning module, and the second heat exchange channel being connected to the battery heat exchanger to form a temperature control circuit; and an integrated valve, the integrated valve controlling the flow direction of the refrigerant in the refrigerant circuit to control the in-vehicle heat exchanger, the external heat exchanger, and the intermediate heat exchanger to act as a condenser or an evaporator, respectively.

[0006] The thermal management system according to embodiments of the present invention not only enables heat exchange between the air conditioning module and the battery temperature control module, but also has the advantages of high integration, small size and high heat exchange efficiency.

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

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

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

[0010] According to some embodiments of the present invention, the regenerator has a first channel and a second channel for mutual heat exchange. A first end of the first channel is selectively connected to a second end of the external heat exchanger, a second end of the internal heat exchanger, and a second end of the intermediate heat exchanger. A second end of the first channel is selectively connected to a first end of the external heat exchanger, a first end of the internal heat exchanger, and a first end of the intermediate heat exchanger. A first end of the second channel is selectively connected to a second end of the external heat exchanger, a second end of the internal heat exchanger, and a second end of the intermediate heat exchanger. A second end of the second channel is connected to the inlet of the compressor.

[0011] According to some embodiments of the present invention, when the compressor is running, the integrated valve controls the refrigerant to flow through at least two of the in-vehicle heat exchanger, the external heat exchanger, and the intermediate heat exchanger, wherein one of the at least two acts as a condenser and the other acts as an evaporator.

[0012] According to some embodiments of the present invention, the integrated valve has: a first interface and a second interface; the regenerator has a first channel and a second channel; the first interface is connected to the outlet of the compressor; a first end of the second channel is connected to the second interface; and a second end of the second channel is connected to the inlet of the compressor; a third interface and a fourth interface, the third interface and the fourth interface being respectively connected to both ends of the external heat exchanger; a fifth interface and a sixth interface, the fifth interface and the sixth interface being respectively connected to both ends of the internal heat exchanger; a seventh interface and an eighth interface, the seventh interface and the eighth interface being respectively connected to both ends of the intermediate heat exchanger; and a ninth interface and a tenth interface, the ninth interface and the tenth interface being respectively connected to both ends of the first channel; the integrated valve controls: the first interface to be selectively connected to at least one of the third interface, the fifth interface, and the seventh interface; the second interface to be selectively connected to at least one of the fourth interface, the sixth interface, and the eighth interface; the ninth interface to be selectively connected to at least one of the fourth interface, the sixth interface, and the eighth interface; and the tenth interface to be selectively connected to at least one of the third interface, the fifth interface, and the seventh interface.

[0013] According to some embodiments of the present invention, the thermal management system has a switchable air conditioning heating state and an air conditioning cooling state; when the thermal management system is in the air conditioning heating state, the first interface is connected to the fifth interface, the sixth interface is connected to the ninth interface, the tenth interface is connected to the third interface, and the fourth interface is connected to the second interface, the in-vehicle heat exchanger acts as a condenser, and the out-of-vehicle heat exchanger acts as an evaporator; when the thermal management system is in the air conditioning cooling state, the first interface is connected to the third interface, the fourth interface is connected to the ninth interface, the tenth interface is connected to the fifth interface, and the sixth interface is connected to the second interface, the in-vehicle heat exchanger acts as an evaporator, and the out-of-vehicle heat exchanger acts as a condenser; in both the air conditioning cooling state and the air conditioning heating state, the refrigerant in the second channel of the regenerator exchanges heat with the refrigerant in the first channel.

[0014] According to some embodiments of the present invention, the thermal management system has at least one of an air conditioning heating and defogging state and a dehumidification state; when the thermal management system is in the air conditioning heating and defogging state, the first interface is connected to the fifth interface, the sixth interface is connected to the ninth interface, the tenth interface is connected to the third interface, and the fourth interface is connected to the second interface, the in-vehicle heat exchanger acts as a condenser, and the out-of-vehicle heat exchanger acts as an evaporator; when the thermal management system is in the dehumidification state, the first interface is connected to the third interface, the fourth interface is connected to the ninth interface, the tenth interface is connected to the fifth interface, and the sixth interface is connected to the second interface, the in-vehicle heat exchanger acts as an evaporator, and the out-of-vehicle heat exchanger acts as a condenser; in both the air conditioning heating and defogging state and the dehumidification state, the refrigerant in the second channel of the regenerator exchanges heat with the refrigerant in the first channel.

[0015] According to some embodiments of the present invention, the thermal management system has at least one of a battery heating state and a battery cooling state; when the thermal management system is in the battery heating state, the first interface is connected to the seventh interface, the eighth interface is connected to the ninth interface, the tenth interface is connected to the third interface, and the fourth interface is connected to the second interface, the intermediate heat exchanger acts as a condenser, and the external heat exchanger acts as an evaporator; when the thermal management system is in the battery cooling state, the first interface is connected to the third interface, the fourth interface is connected to the ninth interface, the tenth interface is connected to the seventh interface, and the eighth interface is connected to the second interface, the intermediate heat exchanger acts as an evaporator, and the external heat exchanger acts as a condenser; in both the battery heating state and the battery cooling state, the refrigerant in the second channel of the regenerator exchanges heat with the refrigerant in the first channel.

[0016] According to some embodiments of the present invention, the thermal management system has at least one of a first air-heating-electric-cooling state, a first air-cooling-electric-heating state, an air-heating-electric-heating state, and an air-cooling-electric-cooling state; when the thermal management system is in the first air-heating-electric-cooling state, the first interface is connected to the fifth interface, the sixth interface is connected to the ninth interface, the tenth interface is connected to the seventh interface, and the eighth interface is connected to the second interface, the in-vehicle heat exchanger acts as a condenser, and the intermediate heat exchanger acts as an evaporator; when the thermal management system is in the first air-cooling-electric-heating state, the first interface is connected to the seventh interface, the eighth interface is connected to the ninth interface, the tenth interface is connected to the fifth interface, and the sixth interface is connected to the second interface, the in-vehicle heat exchanger acts as an evaporator, and the intermediate heat exchanger acts as a condenser; when the thermal management system is in the air-heating-electric-heating state, the first interface is connected to the... The fifth interface is connected to the seventh interface, the sixth and eighth interfaces are both connected to the ninth interface, the tenth interface is connected to the third interface, and the fourth interface is connected to the second interface. The in-vehicle heat exchanger and the intermediate heat exchanger act as condensers, and the external heat exchanger acts as an evaporator. When the thermal management system is in the air-cooled and electric-cooled state, the first interface is connected to the third interface, the fourth interface is connected to the ninth interface, the tenth interface is connected to both the fifth and seventh interfaces, and the sixth and eighth interfaces are both connected to the second interface. The in-vehicle heat exchanger and the intermediate heat exchanger act as evaporators, and the external heat exchanger acts as a condenser. In the first air-heated and electric-cooled state, the first air-cooled and electric-heated state, the air-heated and electric-heated state, and the air-cooled and electric-cooled state, the refrigerant in the second channel of the regenerator exchanges heat with the refrigerant in the first channel.

[0017] According to some embodiments of the present invention, the thermal management system further includes at least a second air-heat-electric-cool state. When the thermal management system is in the second air-heat-electric-cool state, the first interface is connected to the fifth interface, the sixth interface is connected to the ninth interface, the tenth interface is connected to the third interface and the seventh interface respectively, and the fourth interface and the eighth interface are both connected to the second interface. The in-vehicle heat exchanger acts as a condenser, and the out-of-vehicle heat exchanger and the intermediate heat exchanger act as evaporators. In the second air-heat-electric-cool state, the refrigerant in the second channel of the regenerator exchanges heat with the refrigerant in the first channel.

[0018] According to some embodiments of the present invention, the integrated valve further has at least a second air-cooled electrothermal state. When the thermal management system is in the second air-cooled electrothermal state, the first interface is connected to the seventh interface and the third interface respectively, the fourth interface and the eighth interface are both connected to the ninth interface, the tenth interface is connected to the fifth interface, the sixth interface is connected to the second interface, the in-vehicle heat exchanger acts as an evaporator, and the out-of-vehicle heat exchanger and the intermediate heat exchanger act as condensers. In the second air-cooled electrothermal state, the refrigerant in the second channel of the regenerator exchanges heat with the refrigerant in the first channel.

[0019] According to some embodiments of the present invention, the integrated valve includes: a first on / off valve connected between the first port and the third port; a second on / off valve connected between the fourth port and the ninth port; a third on / off valve connected between the sixth port and the second port; a fourth on / off valve connected between the fifth port and the first port; a fifth on / off valve connected between the sixth port and the ninth port; a sixth on / off valve connected between the fourth port and the second port; a seventh on / off valve connected between the eighth port and the second port; an eighth on / off valve connected between the first port and the seventh port; a ninth on / off valve connected between the ninth port and the eighth port; a tenth on / off valve connected between the tenth port and the fifth port; and an eleventh on / off valve connected between the tenth port and the seventh port.

[0020] According to some embodiments of the present invention, the integrated valve further includes: a first throttle valve connected between the first interface and the fifth interface and between the fifth interface and the tenth interface; a second throttle valve connected between the tenth interface and the third interface; and a third throttle valve connected between the first interface and the seventh interface and between the tenth interface and the seventh interface.

[0021] According to some embodiments of the present invention, the in-vehicle heat exchanger includes: a first in-vehicle heat exchanger, wherein the integrated valve has an eleventh port and a twelfth port, both ends of the first in-vehicle heat exchanger are respectively connected to the eleventh port and the twelfth port, the eleventh port is selectively connected to the first port, and the twelfth port is selectively connected to one of the third port and the fifth port; a second in-vehicle heat exchanger, both ends of the second in-vehicle heat exchanger are respectively connected to the fifth port and the sixth port; a twelfth on-off valve is connected between the twelfth port and the fifth port; wherein the first on-off valve is connected between the twelfth port and the third port; a fourth on-off valve is connected between the first port and the eleventh port; and a first throttling valve is connected between the twelfth port and the fifth port.

[0022] A vehicle is provided according to a second aspect of the present invention, including the thermal management system described in the first aspect of the present invention.

[0023] The vehicle according to the second aspect embodiment of the present invention, by utilizing the thermal management system described in the first aspect embodiment of the present invention, not only enables heat exchange between the air conditioning module and the battery temperature control module, but also has the advantages of high integration, small size and high heat exchange efficiency.

[0024] 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

[0025] 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:

[0026] Figure 1 This is a schematic diagram of a thermal management system according to an embodiment of the present invention.

[0027] Figure 2 This is a schematic diagram of the air conditioning heating state of the thermal management system according to an embodiment of the present invention.

[0028] Figure 3 This is a schematic diagram of the air conditioning cooling state of the thermal management system according to an embodiment of the present invention.

[0029] Figure 4 This is a schematic diagram of the battery heating state of the thermal management system according to an embodiment of the present invention.

[0030] Figure 5 This is a schematic diagram of the battery cooling state of the thermal management system according to an embodiment of the present invention.

[0031] Figure 6This is a schematic diagram of the first air-cooled thermoelectric cooling state of the thermal management system according to an embodiment of the present invention.

[0032] Figure 7 This is a schematic diagram of the first air-cooled electrothermal state of the thermal management system according to an embodiment of the present invention.

[0033] Figure 8 This is a schematic diagram of the air-thermal-electrical-thermal state of the thermal management system according to an embodiment of the present invention.

[0034] Figure 9 This is a schematic diagram of the air-cooled and electric-cooled state of the thermal management system according to an embodiment of the present invention.

[0035] Figure 10 This is a schematic diagram of the second air-thermal-electric cooling state of the thermal management system according to an embodiment of the present invention.

[0036] Figure 11 This is a schematic diagram of the second air-cooled electrothermal state of the thermal management system according to an embodiment of the present invention.

[0037] Figure label:

[0038] 1. Thermal management system;

[0039] 100. Air conditioning module; 110. Compressor; 111. Outlet; 112. Inlet; 120. Interior heat exchanger; 121. First interior heat exchanger; 122. Second interior heat exchanger; 130. Exterior heat exchanger;

[0040] 200. Battery temperature control module; 210. Battery heat exchanger; 220. Water pump; 230. Intermediate heat exchanger; 231. First heat exchange channel; 232. Second heat exchange channel;

[0041] 300. Integrated valve; 311. First interface; 312. Second interface; 313. Third interface; 314. Fourth interface; 315. Fifth interface; 316. Sixth interface; 317. Seventh interface; 318. Eighth interface; 319. Ninth interface; 3110. Tenth interface; 3111. Eleventh interface; 3112. Twelfth interface; 321. First on / off valve; 322. Second on / off valve; 323. Third on / off valve; 324. Fourth on / off valve; 325. Fifth on / off valve; 326. Sixth on / off valve; 327. Seventh on / off valve; 328. Eighth on / off valve; 329. Ninth on / off valve; 3210. Tenth on / off valve; 3211. Eleventh on / off valve; 3212. Twelfth on / off valve; 330. First throttle valve; 331. Second throttle valve; 332. Third throttle valve;

[0042] 400. Regenerator; 410. First channel; 420. Second channel;

[0043] 500. Gas-liquid separator; 600. Fan. Detailed Implementation

[0044] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0045] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0046] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0047] In the description of this invention, "a plurality of" means two or more, and "several" means one or more.

[0048] A thermal management system 1 according to an embodiment of the present invention will now be described with reference to the accompanying drawings.

[0049] like Figures 1-11 As shown, the thermal management system 1 according to an embodiment of the present invention includes an air conditioning module 100, a battery temperature control module 200, and an integrated valve 300.

[0050] The air conditioning module 100 includes a compressor 110, an in-vehicle heat exchanger 120, an out-of-vehicle heat exchanger 130, and a regenerator 400 connected in a refrigerant circuit. The regenerator 400 is used to recycle heat by exchanging heat with the refrigerant flowing into the inlet 112 of the compressor 110. The battery temperature control module 200 includes an intermediate heat exchanger 230 and a battery heat exchanger 210 adapted to exchange heat with the battery. The intermediate heat exchanger 230 has a first heat exchange channel 231 and a second heat exchange channel 232 that exchange heat with each other. The first heat exchange channel 231 is connected to the refrigerant circuit of the air conditioning module 100, and the second heat exchange channel 232 is connected to the battery heat exchanger 210 to form a temperature control circuit. The integrated valve 300 controls the flow direction of the refrigerant in the refrigerant circuit to control the in-vehicle heat exchanger 120, the out-of-vehicle heat exchanger 130, and the intermediate heat exchanger 230 to act as condensers or evaporators, respectively.

[0051] A gas-liquid separator 500 may be provided at the inlet 112 of the compressor 110. The gas-liquid separator 500 can separate the gaseous and liquid refrigerant, so that the refrigerant returning to the compressor 110 is all gaseous refrigerant, ensuring 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] It should be noted that, in Figures 2-11 In the diagram, the solid lines represent the flow paths of the refrigerant in the air conditioning module 100 and the coolant in the battery temperature control module 200.

[0053] According to the thermal management system 1 of the present invention, the air conditioning module 100 includes a compressor 110, an in-vehicle heat exchanger 120, an external heat exchanger 130 and a regenerator 400 connected in a refrigerant circuit. The regenerator 400 is used to exchange heat with the refrigerant flowing to the inlet 112 of the compressor 110 to recover heat.

[0054] In other words, the high-temperature, high-pressure refrigerant flowing out of the compressor 110 can flow through the in-vehicle heat exchanger 120 and the out-of-vehicle heat exchanger 130. When the air conditioning module 100 is used for heating the vehicle interior, the refrigerant flowing out of the compressor 110 can flow through the in-vehicle heat exchanger 120 and the out-of-vehicle heat exchanger 130 in sequence. At this time, the in-vehicle heat exchanger 120 acts as a condenser to release heat into the vehicle interior, and the out-of-vehicle heat exchanger 130 acts as an evaporator to absorb heat from outside the vehicle, thereby achieving heating inside the vehicle. When the air conditioning module 100 is used for cooling the vehicle interior, the refrigerant flowing out of the compressor 110 can flow through the out-of-vehicle heat exchanger 130 and the in-vehicle heat exchanger 120 in sequence. At this time, the out-of-vehicle heat exchanger 130 acts as a condenser to release heat into outside the vehicle, and the in-vehicle heat exchanger 120 acts as an evaporator to absorb heat from inside the vehicle, thereby achieving cooling inside the vehicle.

[0055] Furthermore, by installing a regenerator 400 within the air conditioning module 100, the first end of one channel of the regenerator 400 can be connected to the in-vehicle heat exchanger 120 or the out-of-vehicle heat exchanger 130, and the second end of the same channel can be connected to either the in-vehicle heat exchanger 120 or the out-of-vehicle heat exchanger 130. The first end of another channel of the regenerator 400 can be connected to either the in-vehicle heat exchanger 120 or the out-of-vehicle heat exchanger 130, and the second end of the same channel can be connected to the inlet 112 of the compressor 110.

[0056] Therefore, the refrigerant in one channel of the regenerator 400 can transfer heat to the refrigerant in the other channel, thereby increasing the temperature of the refrigerant in the other channel. This increases the temperature of the refrigerant returning to the compressor 110 after passing through the regenerator 400, and after being pressurized by the compressor 110, it can form a high-temperature and high-pressure refrigerant. Moreover, by exchanging heat between the refrigerants in the two channels of the regenerator 400, the heat of the refrigerant in the refrigerant circuit does not need to be released to the outside through the external heat exchanger 130. Furthermore, the heat of the refrigerant in the refrigerant circuit can be recovered after exchanging heat with the refrigerant flowing through the regenerator 400, thereby improving the energy recovery rate of the thermal management system 1, reducing energy loss of the thermal management system 1, and achieving higher energy utilization.

[0057] Additionally, the battery temperature control module 200 includes an intermediate heat exchanger 230 and a battery heat exchanger 210 adapted for heat exchange with the battery. The intermediate heat exchanger 230 has a first heat exchange channel 231 and a second heat exchange channel 232 that exchange heat with each other. The first heat exchange channel 231 is connected to the refrigerant circuit of the air conditioning module 100, and the second heat exchange channel 232 is connected to the battery heat exchanger 210 to form a temperature control circuit. The battery temperature control module 200 may also include a water pump 220, which drives the flow of coolant in the battery temperature control module 200 to improve its heat exchange efficiency. In this way, the refrigerant of the air conditioning module 100 can flow through the first heat exchange channel 231, and the coolant in the temperature control circuit can flow through the second heat exchange channel 232, thereby enabling heat exchange between the refrigerant of the air conditioning module 100 and the coolant in the temperature control circuit through the intermediate heat exchanger 230.

[0058] Therefore, the battery temperature control module 200 can first exchange heat with the air conditioning module 100 through the intermediate heat exchanger 230, so that the air conditioning module 100 can absorb the heat of the coolant in the battery temperature control module 200 through the intermediate heat exchanger 230, thereby reducing the temperature of the coolant in the battery temperature control module 200. The coolant in the battery temperature control module 200 can also exchange heat with the battery through the battery heat exchanger 210, thereby absorbing the heat of the battery to cool it down, preventing the battery temperature from getting too high, which is beneficial to improving the battery's electrical safety and further improving the control of the battery temperature. It can also achieve indirect cooling of the battery by the air conditioning module 100, so that the battery temperature drops slowly, improving battery protection and thus increasing the vehicle's effective driving range.

[0059] Alternatively, the air conditioning module 100 can release heat to the battery temperature control module 200 through the intermediate heat exchanger 230, thereby increasing the temperature of the coolant in the battery temperature control module 200. The coolant in the battery temperature control module 200 can exchange heat with the battery through the battery heat exchanger 210, thereby releasing heat to the battery to heat it. This allows the air conditioning module 100 to indirectly heat the battery, causing the battery temperature to rise slowly, which is beneficial for battery protection.

[0060] In addition, the integrated valve 300 controls the flow of refrigerant in the refrigerant circuit to control the in-vehicle heat exchanger 120, the external heat exchanger 130 and the intermediate heat exchanger 230 to act as condensers or evaporators respectively.

[0061] Specifically, when heating is required for the vehicle interior, the integrated valve 300 controls the refrigerant to flow first through the in-vehicle heat exchanger 120 and then through the out-of-vehicle heat exchanger 130. The in-vehicle heat exchanger 120 releases heat into the vehicle to raise the interior temperature, and then the out-of-vehicle heat exchanger 130 absorbs heat from the outside. In this case, the in-vehicle heat exchanger 120 acts as a condenser, and the out-of-vehicle heat exchanger 130 acts as an evaporator. When cooling is required for the vehicle interior, the integrated valve 300 controls the refrigerant to flow first through the out-of-vehicle heat exchanger 130 and then through the in-vehicle heat exchanger 120. The out-of-vehicle heat exchanger 130 releases heat into the outside, and then the in-vehicle heat exchanger 120 absorbs heat from the inside, lowering the interior temperature. In this case, the out-of-vehicle heat exchanger 130 acts as a condenser, and the in-vehicle heat exchanger 120 acts as an evaporator.

[0062] When the battery needs to be heated, the integrated valve 300 controls the refrigerant to flow first through the intermediate heat exchanger 230 and then through the external heat exchanger 130. The intermediate heat exchanger 230 then releases heat to the battery to raise its temperature, and the external heat exchanger 130 absorbs heat from outside the vehicle. In this case, the intermediate heat exchanger 230 acts as a condenser, and the external heat exchanger 130 acts as an evaporator. When the battery needs to be cooled, the integrated valve 300 controls the refrigerant to flow first through the external heat exchanger 130 and then through the intermediate heat exchanger 230. The external heat exchanger 130 then releases heat to outside the vehicle to lower the refrigerant's temperature, and the refrigerant then absorbs heat from the battery through the intermediate heat exchanger 230 to lower its temperature. In this case, the external heat exchanger 130 acts as a condenser, and the intermediate heat exchanger 230 acts as an evaporator.

[0063] Therefore, the direction and path of refrigerant flow can be changed simply by controlling the integrated valve 300, thereby enabling the switching between vehicle heating and cooling, as well as battery heating and cooling. The operation is simpler, and there is no need to set up a lot of pipelines to switch the refrigerant flow path to achieve different modes of the thermal management system 1. The structure of the thermal management system 1 is simpler, which is conducive to shortening the pipeline length of the thermal management system 1, thereby reducing heat flow loss and improving the heat exchange efficiency of the thermal management system 1. Moreover, by integrating multiple valves onto the integrated valve 300, the integration is higher, and the volume of the integrated valve 300 is smaller than the overall volume of multiple valves, thereby reducing the overall volume of the thermal management system 1 and making it easier to arrange.

[0064] Thus, the thermal management system 1 according to the embodiments of the present invention not only enables heat exchange between the air conditioning module 100 and the battery temperature control module 200, but also has the advantages of high integration, small size and high heat exchange efficiency.

[0065] 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 is in the air conditioning cooling state, the refrigerant flowing from the regenerator 400 to the compressor 100 inlet 112 is heat-exchanged to recover heat. Thus, when the thermal management system 1 is in the air conditioning cooling state, the refrigerant flows through the regenerator 400 to further increase its temperature before flowing back to the compressor 110. This vaporizes any liquid droplets carried in the return gas flowing to the compressor 110, preventing liquid slugging in the compressor 110. Furthermore, it ensures that heat in the refrigerant circuit can be effectively recovered when the thermal management system 1 is in the air conditioning cooling state, which is beneficial for improving the energy recovery rate and reducing energy loss in the thermal management system 1.

[0066] Furthermore, the thermal management system has at least switchable air conditioning cooling mode and air conditioning heating mode. In the air conditioning cooling mode, the in-vehicle heat exchanger is cooled, and in the air conditioning heating mode, the in-vehicle heat exchanger is heated. When the thermal management system is in the air conditioning cooling mode and the air conditioning heating mode, the refrigerant flowing to the compressor inlet in the regenerator is exchanged for heat to recover heat. In this way, regardless of whether the thermal management system 1 is in air conditioning cooling or air conditioning heating mode, the refrigerant will flow through the regenerator 400 to further increase the temperature of the refrigerant before flowing back to the compressor 110. This causes the liquid droplets carried in the return gas flowing to the compressor 110 to vaporize, preventing liquid slugging in the compressor 110. Moreover, regardless of whether the thermal management system 1 is in air conditioning cooling or air conditioning heating mode, the refrigerant in the two channels of the regenerator 400 will undergo heat exchange. That is to say, the heat of the refrigerant in the refrigerant circuit will be transferred to the refrigerant flowing through the regenerator 400. This ensures that the heat in the refrigerant circuit can be effectively recovered when the thermal management system 1 is in air conditioning cooling or air conditioning heating mode, which is beneficial to improving the energy recovery rate and reducing the energy loss of the thermal management system 1.

[0067] Furthermore, as long as the compressor 110 is running, the refrigerant flowing to the inlet 112 of the regenerator 400 towards the compressor 110 is heat-exchanged to recover heat. In other words, regardless of the state of the thermal management system 1, as long as the compressor 110 is running, the regenerator 400 will heat the refrigerant flowing through it, further improving the energy recovery rate of the thermal management system 1, more effectively reducing the energy loss of the thermal management system 1, and enabling the vaporization of liquid droplets entrained in the return gas, avoiding the problem of liquid slugging in the compressor 110, and making the gas entering the compressor 110 superheated vapor, reducing harmful superheating.

[0068] In some specific embodiments of the present invention, the regenerator 400 has a first channel 410 and a second channel 420 for mutual heat exchange. The first end of the first channel 410 is selectively connected to the second end of the external heat exchanger 130, the second end of the internal heat exchanger 120, and the second end of the intermediate heat exchanger 230. The second end of the first channel 410 is selectively connected to the first end of the external heat exchanger 130, the first end of the internal heat exchanger 120, and the first end of the intermediate heat exchanger 230. The first end of the second channel 420 is selectively connected to the second end of the external heat exchanger 130, the second end of the internal heat exchanger 120, and the second end of the intermediate heat exchanger 230. The second end of the second channel 420 is connected to the inlet 112 of the compressor 110.

[0069] Among them, the first channel 410 of the regenerator 400 can be a high-pressure channel, and the second channel 420 is a low-pressure channel.

[0070] Therefore, the refrigerant in the first channel 410 can transfer heat to the refrigerant in the second channel 420, thereby increasing the temperature of the refrigerant in the second channel 420. This results in a higher temperature for the refrigerant returning to the compressor 110 after passing through the second channel 420. After being pressurized by the compressor 110, it can form a high-temperature and high-pressure refrigerant. Furthermore, by exchanging heat between the refrigerant in the first channel 410 and the refrigerant in the second channel 420, the heat of the refrigerant in the first channel 410 does not need to be released to the outside through the external heat exchanger 130. Moreover, the heat of the refrigerant in the first channel 410 can be recovered after exchanging heat with the refrigerant in the second channel 420, thereby improving the energy recovery rate of the thermal management system 1, reducing the energy loss of the thermal management system 1, and achieving higher energy utilization.

[0071] In some specific embodiments of the present invention, such as Figure 1 As shown, when the compressor 110 is running, the integrated valve 300 controls the refrigerant to flow through at least two of the in-vehicle heat exchanger 120, the external heat exchanger 130, and the intermediate heat exchanger 230, with one of the at least two acting as a condenser and the other as an evaporator.

[0072] For example, the integrated valve 300 can control the flow of refrigerant through the in-vehicle heat exchanger 120, the external heat exchanger 130, and the intermediate heat exchanger 230. At this time, the in-vehicle heat exchanger 120 and the intermediate heat exchanger 230 can act as condensers, and the external heat exchanger 130 can act as an evaporator. In this way, the in-vehicle heat exchanger 120 can be used to release heat into the vehicle to increase the temperature inside the vehicle, and the intermediate heat exchanger 230 can be used to release heat into the battery to increase the temperature of the battery.

[0073] Alternatively, the in-vehicle heat exchanger 120 and the intermediate heat exchanger 230 can act as evaporators, and the external heat exchanger 130 can act as a condenser. In this way, the in-vehicle heat exchanger 120 can absorb heat from the vehicle interior to reduce the vehicle interior temperature, and the intermediate heat exchanger 230 can absorb heat from the battery to reduce the battery temperature.

[0074] Alternatively, the in-vehicle heat exchanger 120 and the out-of-vehicle heat exchanger 130 can act as condensers, and the intermediate heat exchanger 230 can act as an evaporator. In this way, the in-vehicle heat exchanger 120 can release heat into the vehicle, and the intermediate heat exchanger 230 can absorb battery heat, thereby increasing the temperature inside the vehicle while lowering the temperature of the battery.

[0075] Alternatively, the external heat exchanger 130 and the intermediate heat exchanger 230 can act as condensers, and the internal heat exchanger 120 can act as an evaporator. In this way, the intermediate heat exchanger 230 can be used to release heat to the battery, and the internal heat exchanger 120 can be used to absorb heat from the vehicle interior, thereby increasing the battery temperature while lowering the temperature inside the vehicle.

[0076] Alternatively, the integrated valve 300 can control the refrigerant to flow only through the in-vehicle heat exchanger 120 and the out-of-vehicle heat exchanger 130. In this case, the in-vehicle heat exchanger 120 can act as a condenser, and the out-of-vehicle heat exchanger 130 can act as an evaporator. In this way, the in-vehicle heat exchanger 120 can release heat into the vehicle to increase the interior temperature. Or, the in-vehicle heat exchanger 120 can act as an evaporator, and the out-of-vehicle heat exchanger 130 can act as a condenser. In this way, the in-vehicle heat exchanger 120 can absorb heat from the vehicle to decrease the interior temperature.

[0077] Alternatively, the integrated valve 300 can control the refrigerant to flow only through the intermediate heat exchanger 230 and the external heat exchanger 130. In this case, the intermediate heat exchanger 230 can act as a condenser, and the external heat exchanger 130 can act as an evaporator. In this way, the intermediate heat exchanger 230 can release heat to the battery to increase the battery temperature. Or, the intermediate heat exchanger 230 can act as an evaporator, and the external heat exchanger 130 can act as a condenser. In this way, the intermediate heat exchanger 230 can absorb heat from the battery to decrease the battery temperature.

[0078] Alternatively, the integrated valve 300 can control the refrigerant to flow only through the in-vehicle heat exchanger 120 and the intermediate heat exchanger 230. In this case, the in-vehicle heat exchanger 120 can act as a condenser, and the intermediate heat exchanger 230 can act as an evaporator. Thus, the in-vehicle heat exchanger 120 can release heat to the vehicle interior to raise the interior temperature, while the intermediate heat exchanger 230 can absorb heat from the battery to lower the battery temperature. Or, the in-vehicle heat exchanger 120 can act as an evaporator, and the intermediate heat exchanger 230 can act as a condenser. Thus, the intermediate heat exchanger 230 can release heat to the battery to raise the battery temperature, while the in-vehicle heat exchanger 120 can absorb heat from the vehicle interior to lower the interior temperature.

[0079] In some specific embodiments of the present invention, such as Figure 1 As shown, the regenerator 400 has a first channel 410 and a second channel 420, and the integrated valve 300 has a first interface 311, a second interface 312, a third interface 313, a fourth interface 314, a fifth interface 315, a sixth interface 316, a seventh interface 317, an eighth interface 318, a ninth interface 319 and a tenth interface 3110.

[0080] Specifically, the first interface 311 is connected to the outlet 111 of the compressor 110, the first end of the second channel 420 is connected to the second interface 312 and the second end is connected to the inlet of the compressor 110, the third interface 313 and the fourth interface 314 are respectively connected to the two ends of the external heat exchanger 130, the fifth interface 315 is connected to the first end of the internal heat exchanger 120, the sixth interface 316 is connected to the second end of the internal heat exchanger 120, the seventh interface 317 and the eighth interface 318 are respectively connected to the two ends of the intermediate heat exchanger 230, and the ninth interface 319 and the tenth interface 3110 are respectively connected to the two ends of the first channel 410.

[0081] Therefore, the refrigerant in the first channel 410 can transfer heat to the refrigerant in the second channel 420, thereby increasing the temperature of the refrigerant in the second channel 420. This results in a higher temperature for the refrigerant returning to the compressor 110 after passing through the second channel 420. After being pressurized by the compressor 110, it can form a high-temperature and high-pressure refrigerant. Furthermore, by exchanging heat between the refrigerant in the first channel 410 and the refrigerant in the second channel 420, the heat of the refrigerant in the first channel 410 does not need to be released to the outside through the external heat exchanger 130. Moreover, the heat of the refrigerant in the first channel 410 can be recovered after exchanging heat with the refrigerant in the second channel 420, thereby improving the energy recovery rate of the thermal management system 1, reducing the energy loss of the thermal management system 1, and achieving higher energy utilization.

[0082] The integrated valve 300 controls the first interface 311 to be selectively connected to at least one of the third interface 313, the fifth interface 315, and the seventh interface 317. Thus, the integrated valve 300 can control the refrigerant flowing out of the compressor 110 to enter the first interface 311 and then flow through the third interface 313 to the external heat exchanger 130, or flow through the first interface 311 and the fifth interface 315 to the internal heat exchanger 120, or flow through the first interface 311 and the seventh interface 317 to the intermediate heat exchanger 230.

[0083] The integrated valve 300 controls the second port 312 to be selectively connected to at least one of the fourth port 314, the sixth port 316, and the eighth port 318. In this way, the integrated valve 300 can control the refrigerant flowing through the external heat exchanger 130 to flow from the fourth port 314 and the second port 312 to the inlet 112 of the compressor 110, and the refrigerant flowing through the internal heat exchanger 120 to flow from the sixth port 316 and the second port 312 to the inlet 112 of the compressor 110, or the refrigerant flowing through the intermediate heat exchanger 230 to flow from the eighth port 318 and the second port 312 to the inlet 112 of the compressor 110.

[0084] The integrated valve 300 controls the ninth port 319 to be selectively connected to at least one of the fourth port 314, the sixth port 316, and the eighth port 318. In this way, the integrated valve 300 can control the refrigerant flowing through the external heat exchanger 130 to flow from the fourth port 314 and the ninth port 319 to the first channel 410, or the refrigerant flowing through the internal heat exchanger 120 to flow from the sixth port 316 and the ninth port 319 to the first channel 410, or the refrigerant flowing through the intermediate heat exchanger 230 to flow from the eighth port 318 and the ninth port 319 to the first channel 410.

[0085] The integrated valve 300 controls the tenth port 3110 to be selectively connected to at least one of the third port 313, the fifth port 315, and the seventh port 317. In this way, the integrated valve 300 can control the refrigerant flowing through the first channel 410 to flow from the tenth port 3110 and the third port 313 to the external heat exchanger 130, or the refrigerant flowing through the first channel 410 to flow from the tenth port 3110 and the fifth port 315 to the internal heat exchanger 120, or the refrigerant flowing through the first channel 410 to flow from the tenth port 3110 and the seventh port 317 to the intermediate heat exchanger 230.

[0086] In some specific embodiments of the present invention, such as Figure 2 and Figure 3 As shown, the thermal management system 1 has a switchable air conditioning heating mode and an air conditioning cooling mode. In both the air conditioning cooling and air conditioning heating modes, the refrigerant in the second channel 420 of the regenerator 400 exchanges heat with the refrigerant in the first channel 410.

[0087] like Figure 2 As shown, when the thermal management system 1 is in air conditioning heating mode, the first interface 311 is connected to the fifth interface 315, the sixth interface 316 is connected to the ninth interface 319, the tenth interface 3110 is connected to the third interface 313, the fourth interface 314 is connected to the second interface 312, the in-vehicle heat exchanger 120 acts as a condenser, and the out-of-vehicle heat exchanger 130 acts as an evaporator.

[0088] In this way, the refrigerant flowing out of the compressor 110 can flow through the first interface 311, the fifth interface 315 and the in-vehicle heat exchanger 120. At this time, the in-vehicle heat exchanger 120 acts as a condenser, releasing heat into the vehicle to raise the temperature inside the vehicle. Next, the refrigerant flows out of the in-vehicle heat exchanger 120 and flows through the sixth interface 316 and the ninth interface 319 to the first channel 410, and then through the tenth interface 3110 and the third interface 313 to the external heat exchanger 130. At this time, the external heat exchanger 130 acts as an evaporator, absorbing heat from outside the vehicle, and the refrigerant becomes high-temperature refrigerant again. Finally, the refrigerant flows out of the external heat exchanger 130 and then flows back to the compressor 110 through the fourth interface 314 and the second interface 312 via the second channel 420, realizing the air conditioning heating cycle. When the thermal management system 1 is in the air conditioning heating state, the thermal management system 1 can blow hot air out by blowing it towards the air outlets of passengers or towards the air outlets of the windows and windshield.

[0089] like Figure 3 As shown, when the thermal management system 1 is in air conditioning cooling mode, the first interface 311 is connected to the third interface 313, the fourth interface 314 is connected to the ninth interface 319, the tenth interface 3110 is connected to the fifth interface 315, the sixth interface 316 is connected to the second interface 312, the in-vehicle heat exchanger 120 acts as an evaporator, and the out-of-vehicle heat exchanger 130 acts as a condenser.

[0090] In this way, the refrigerant flowing out of the compressor 110 can flow sequentially through the first interface 311 and the third interface 313 to the external heat exchanger 130. At this time, the external heat exchanger 130 acts as a condenser, releasing heat to the outside of the vehicle, and the temperature of the refrigerant decreases. Next, the refrigerant flows out of the external heat exchanger 130, through the fourth interface 314 and the ninth interface 319 to the first channel 410, and then through the tenth interface 3110 and the fifth interface 315 to the internal heat exchanger 120. At this time, the internal heat exchanger 120 acts as an evaporator, absorbing heat from the vehicle interior, thereby reducing the temperature inside the vehicle. Finally, the refrigerant flows out of the internal heat exchanger 120, through the sixth interface 316 and the second interface 312, through the second channel 420 and back to the compressor 110, realizing the air conditioning cooling cycle. When the thermal management system 1 is in the air conditioning cooling state, the thermal management system 1 can blow cold air out by blowing it towards the air outlets of passengers or towards the air outlets of the windows and windshield.

[0091] In some embodiments of the present invention, the thermal management system 1 has at least one of an air conditioning heating and defogging state and a dehumidification state, and in both the air conditioning heating and defogging state and the dehumidification state, the refrigerant in the second channel 420 of the regenerator 400 exchanges heat with the refrigerant in the first channel 410.

[0092] When the thermal management system 1 is in the air conditioning heating and defogging state, the first interface 311 is connected to the fifth interface 315, the sixth interface 316 is connected to the ninth interface 319, the tenth interface 3110 is connected to the third interface 313, and the fourth interface 314 is connected to the second interface 312. At this time, the air conditioning module 100 can also defog the interior of the vehicle. It can be understood that at this time, the refrigerant can release heat to the outside by flowing through the in-vehicle heat exchanger 120. The in-vehicle heat exchanger 120 acts as a condenser. The low-temperature air in the vehicle can be heated into high-temperature air by passing through the in-vehicle heat exchanger 120. Thus, this part of high-temperature air can be used to defog the interior of the vehicle. When the thermal management system 1 is in the heating and defogging state, the thermal management system 1 can open the air outlets blowing towards the windows and windshield to release hot air, thus using high-temperature air to defog the glass.

[0093] When the thermal management system 1 is in dehumidification mode, the first interface 311 and the third interface 313 are connected, the fourth interface 314 is connected to the ninth interface 319, the tenth interface 3110 is connected to the fifth interface 315, and the sixth interface 316 is connected to the second interface 312. At this time, the air conditioning module 100 can also dehumidify the vehicle interior. It can be understood that at this time, the vehicle interior heat exchanger 130 can act as an evaporator. The high humidity air in the vehicle interior can be cooled after passing through the vehicle interior heat exchanger 130 to condense water, thereby reducing the humidity of this part of the air. This part of the air then mixes with other air in the vehicle interior, thereby reducing the humidity of the air in the vehicle interior. When the thermal management system 1 is in dehumidification mode, the thermal management system 1 can also blow air out by blowing air towards the passenger vents or towards the vents of the windows and windshield.

[0094] In some specific embodiments of the present invention, such as Figure 4 and Figure 5 As shown, the thermal management system 1 has at least one of a battery heating state and a battery cooling state, and in both the battery heating state and the battery cooling state, the refrigerant in the second channel 420 of the regenerator 400 exchanges heat with the refrigerant in the first channel 410.

[0095] like Figure 4 As shown, when the thermal management system 1 is in the battery heating state, the first interface 311 and the seventh interface 317 are connected, the eighth interface 318 and the ninth interface 319 are connected, the tenth interface 3110 is connected to the third interface 313, the fourth interface 314 is connected to the second interface 312, the intermediate heat exchanger 230 acts as a condenser, and the external heat exchanger 130 acts as an evaporator.

[0096] In this way, the refrigerant flowing out of the compressor 110 can flow sequentially through the first port 311 and the seventh port 317 to the intermediate heat exchanger 230. At this time, the intermediate heat exchanger 230 acts as a condenser, releasing heat to the battery to raise its temperature. Next, the refrigerant flows out of the intermediate heat exchanger 230 and through the eighth port 318 and the ninth port 319 through the first channel 410, and then through the tenth port 3110 and the third port 313 to the external heat exchanger 130. At this time, the external heat exchanger 130 acts as an evaporator, absorbing heat from outside the vehicle, and the refrigerant temperature rises to become a high-temperature refrigerant. Finally, the refrigerant flows out of the external heat exchanger 130 and through the fourth port 314 and the second port 312 through the second channel 420 back to the compressor 110, realizing the battery heating cycle.

[0097] like Figure 5 As shown, when the thermal management system 1 is in the battery cooling state, the first interface 311 and the third interface 313 are connected, the fourth interface 314 and the ninth interface 319 are connected, the tenth interface 3110 is connected to the seventh interface 317, the eighth interface 318 is connected to the second interface 312, the intermediate heat exchanger 230 acts as an evaporator, and the external heat exchanger 130 acts as a condenser.

[0098] In this way, the refrigerant flowing out of the compressor 110 can flow sequentially through the first port 311 and the third port 313 to the external heat exchanger 130. At this time, the external heat exchanger 130 acts as a condenser, releasing heat to the outside of the vehicle, and the temperature of the refrigerant drops. Next, the refrigerant flows out of the external heat exchanger 130, then through the fourth port 314 and the ninth port 319 to the first channel 410, and then through the tenth port 3110 and the seventh port 317 to the intermediate heat exchanger 230. At this time, the intermediate heat exchanger 230 acts as an evaporator, absorbing the heat from the battery, thereby reducing the temperature of the battery. Finally, the refrigerant flows out of the intermediate heat exchanger 230 and flows back to the compressor 110 through the eighth port 318 and the second port 312 via the second channel 420, realizing the battery cooling cycle.

[0099] In some specific embodiments of the present invention, such as Figures 6-9 As shown, the thermal management system 1 has at least one of the following states: a first air-heating-electric-cooling state, a first air-cooling-electric-heating state, an air-heating-electric-heating state, and an air-cooling-electric-cooling state. The air-heating-electric-cooling state refers to heating the vehicle interior and cooling the battery; the air-cooling-electric-heating state refers to cooling the vehicle interior and heating the battery; the air-heating-electric-heating state refers to heating the vehicle interior and heating the battery; and the air-cooling-electric-cooling state refers to cooling the vehicle interior and cooling the battery. Furthermore, in all three states (first air-heating-electric-cooling state, first air-cooling-electric-heating state, air-heating-electric-heating state, and air-cooling-electric-cooling state), the refrigerant in the second channel 420 of the regenerator 400 exchanges heat with the refrigerant in the first channel 410.

[0100] like Figure 6 As shown, when the thermal management system 1 is in the first air-thermal-electric cooling state, the first interface 311 is connected to the fifth interface 315, the sixth interface 316 is connected to the ninth interface 319, the tenth interface 3110 is connected to the seventh interface 317, the eighth interface 318 is connected to the second interface 312, the in-vehicle heat exchanger 120 acts as a condenser, and the intermediate heat exchanger 230 acts as an evaporator.

[0101] In this way, the refrigerant flowing out of the compressor 110 can flow through the first interface 311, the fifth interface 315 and the vehicle interior heat exchanger 120. At this time, the vehicle interior heat exchanger 120 acts as a condenser, releasing heat into the vehicle interior to raise the interior temperature and lower the temperature of the refrigerant. Next, the refrigerant flows out of the vehicle interior heat exchanger 120 and flows through the sixth interface 316 and the ninth interface 319 to the first channel 410, and then through the tenth interface 3110 and the seventh interface 317 to the intermediate heat exchanger 230. At this time, the intermediate heat exchanger 230 acts as an evaporator, and the refrigerant absorbs the heat from the battery, thereby cooling the battery. Finally, the refrigerant flows out of the intermediate heat exchanger 230 and flows back to the compressor 110 through the eighth interface 318 and the second interface 312 via the second channel 420, realizing the first air-thermal-electric cooling cycle.

[0102] like Figure 7 As shown, when the thermal management system 1 is in the first air-cooled electric heating state, the first interface 311 and the seventh interface 317 are connected, the eighth interface 318 and the ninth interface 319 are connected, the tenth interface 3110 and the fifth interface 315 are connected, the sixth interface 316 and the second interface 312 are connected, the in-vehicle heat exchanger 120 acts as an evaporator, and the intermediate heat exchanger 230 acts as a condenser.

[0103] In this way, the refrigerant flowing out of the compressor 110 can flow sequentially through the first port 311 and the seventh port 317 to the intermediate heat exchanger 230. At this time, the intermediate heat exchanger 230 acts as a condenser, releasing heat to the battery, thereby increasing the battery temperature and decreasing the refrigerant temperature. Next, the refrigerant flows out from the battery cooler and flows through the eighth port 318 and the ninth port 319 to the first channel 410, and then through the tenth port 3110 and the fifth port 315 to the vehicle interior heat exchanger 120. At this time, the vehicle interior heat exchanger 120 acts as an evaporator, and the refrigerant absorbs heat from the vehicle interior, thereby reducing the vehicle interior temperature. Finally, the refrigerant flows out from the vehicle interior heat exchanger 120 and flows back to the compressor 110 through the sixth port 316 and the second port 312 via the second channel 420, realizing the first air-cooled electrothermal cycle.

[0104] like Figure 8As shown, when the thermal management system 1 is in the air-heating and electric-heating state, the first interface 311 is connected to the fifth interface 315 and the seventh interface 317 respectively, the sixth interface 316 and the eighth interface 318 are both connected to the ninth interface 319, the tenth interface 3110 is connected to the third interface 313, the fourth interface 314 is connected to the second interface 312, the in-vehicle heat exchanger 120 and the intermediate heat exchanger 230 act as condensers, and the out-of-vehicle heat exchanger 130 acts as an evaporator.

[0105] In this way, a portion of the refrigerant flowing out of the compressor 110 can flow through the first port 311, the fifth port 315, and the in-vehicle heat exchanger 120. At this time, the in-vehicle heat exchanger 120 acts as a condenser, releasing heat from the refrigerant into the vehicle, thereby raising the interior temperature. Then, this portion of the refrigerant flows out of the in-vehicle heat exchanger 120 and through the sixth port 316 and the ninth port 319 to the first channel 410, and then through the tenth port 3110 and the third port 313 to the external heat exchanger 130. Meanwhile, the other portion of the refrigerant flowing out of the compressor 110 flows sequentially through the first port 311 and the seventh port 317 to the intermediate heat exchanger 230. At this time, the intermediate heat exchanger 230 acts as a condenser, releasing heat from the refrigerant into the vehicle. The battery releases heat, which raises the battery temperature. Next, this portion of the refrigerant flows out from the intermediate heat exchanger 230 and through the eighth port 318 and the ninth port 319 to the first channel 410, and then through the tenth port 3110 and the third port 313 to the external heat exchanger 130. In other words, the two portions of refrigerant merge and flow into the external heat exchanger 130 together. At this time, the external heat exchanger 130 acts as an evaporator, absorbing heat from the outside air, and the refrigerant temperature rises. Finally, the refrigerant flows out from the external heat exchanger 130 and through the fourth port 314 and the second port 312 to flow back to the compressor 110 through the second channel 420, realizing an air-heat-electric-heat cycle.

[0106] like Figure 9 As shown, when the thermal management system 1 is in air-cooled and electric-cooled state, the first interface 311 and the third interface 313 are connected, the fourth interface 314 is connected to the ninth interface 319, the tenth interface 3110 is connected to the fifth interface 315 and the seventh interface 317 respectively, the sixth interface 316 and the eighth interface 318 are both connected to the second interface 312, the in-vehicle heat exchanger 120 and the intermediate heat exchanger 230 act as evaporators, and the out-of-vehicle heat exchanger 130 acts as a condenser.

[0107] In this way, a portion of the refrigerant flowing out of the compressor 110 can flow sequentially through the first port 311 and the third port 313 to the external heat exchanger 130. At this time, the external heat exchanger 130 acts as a condenser, releasing heat to the outside of the vehicle, and the refrigerant temperature drops. Next, the refrigerant flows out of the external heat exchanger 130, through the fourth port 314 and the ninth port 319 to the first channel 410. A portion of the refrigerant flows through the tenth port 3110 and the fifth port 315 to the internal heat exchanger 120. At this time, the internal heat exchanger 120 acts as an evaporator, and the refrigerant absorbs heat from inside the vehicle, thereby reducing the interior temperature. One portion of the refrigerant flows from the tenth port 3110 and the seventh port 317 to the intermediate heat exchanger 230. At this time, the intermediate heat exchanger 230 acts as an evaporator, and the refrigerant absorbs the heat from the battery, thereby reducing the battery temperature. Finally, one portion of the refrigerant flows out from the in-vehicle heat exchanger 120 and flows back to the compressor 110 through the sixth port 316 and the second port 312 via the second channel 420. The other portion of the refrigerant flows out from the intermediate heat exchanger 230 and flows back to the compressor 110 through the eighth port 318 and the second port 312 via the second channel 420, thus realizing an air-cooled and electric-cooled cycle.

[0108] In some specific embodiments of the present invention, such as Figure 10 As shown, the thermal management system 1 also has at least a second air-thermal-electric cooling state, and in the second air-thermal-electric cooling state, the refrigerant in the second channel 420 of the regenerator 400 exchanges heat with the refrigerant in the first channel 410.

[0109] When the thermal management system 1 is in the second air-thermal-electric cooling state, the first interface 311 and the fifth interface 315 are connected, the sixth interface 316 is connected to the ninth interface 319, the tenth interface 3110 is connected to the third interface 313 and the seventh interface 317 respectively, the fourth interface 314 and the eighth interface 318 are both connected to the second interface 312, the in-vehicle heat exchanger 120 acts as a condenser, and the out-of-vehicle heat exchanger 130 and the intermediate heat exchanger 230 act as evaporators.

[0110] In this way, the refrigerant flowing from the compressor 110 can flow through the first port 311, the fifth port 315, and the vehicle interior heat exchanger 120. At this time, the vehicle interior heat exchanger 120 acts as a condenser, releasing heat into the vehicle interior to raise the interior temperature while lowering the refrigerant temperature. Next, the refrigerant flows out of the vehicle interior heat exchanger 120, passing through the sixth port 316 and the ninth port 319 to the first channel 410. A portion of the refrigerant flows through the tenth port 3110 and the seventh port 317 to the intermediate heat exchanger 230. At this time, the intermediate heat exchanger 230 acts as an evaporator, absorbing heat from the battery. The heat is used to cool the battery. Then, this part of the refrigerant flows out from the intermediate heat exchanger 230 and flows back to the compressor 110 through the eighth port 318 and the second port 312 via the second channel 420. Another part of the refrigerant flows to the external heat exchanger 130 through the tenth port 3110 and the third port 313. At this time, the external heat exchanger 130 acts as an evaporator, absorbing heat from outside the vehicle, and the refrigerant temperature rises. Finally, this part of the refrigerant flows back to the compressor 110 through the fourth port 314 and the second port 312 via the second channel 420, realizing the second air-thermal-electric cooling cycle.

[0111] With this configuration, only a portion of the refrigerant after passing through the in-vehicle heat exchanger 120 flows to the intermediate heat exchanger 230 to exchange heat with it and lower the battery temperature. The other portion of the refrigerant flows through the out-of-vehicle heat exchanger 130 to exchange heat with the outside air. As a result, the amount of refrigerant flowing through the intermediate heat exchanger 230 is relatively reduced, preventing an excessive amount of refrigerant from flowing through it. This allows the battery temperature to decrease slowly, avoiding a sharp drop in battery temperature, which helps extend the battery's lifespan and the vehicle's driving range.

[0112] In some specific embodiments of the present invention, such as Figure 11 As shown, the thermal management system 1 also has at least a second air-cooled electric heating state, and in the second air-cooled electric heating state, the refrigerant in the second channel 420 of the regenerator 400 exchanges heat with the refrigerant in the first channel 410.

[0113] When the thermal management system 1 is in the second air-cooled electric heating state, the first interface 311 is connected to the third interface 313 and the seventh interface 317 respectively, the fourth interface 314 and the eighth interface 318 are both connected to the ninth interface 319, the tenth interface 3110 is connected to the fifth interface 315, the sixth interface 316 is connected to the second interface 312, the in-vehicle heat exchanger 120 acts as an evaporator, and the out-of-vehicle heat exchanger 130 and the intermediate heat exchanger 230 act as condensers.

[0114] In this way, a portion of the refrigerant flowing out of the compressor 110 can flow sequentially through the first port 311 and the seventh port 317 to the intermediate heat exchanger 230. At this time, the intermediate heat exchanger 230 acts as a condenser, releasing heat to the battery, thereby increasing the battery temperature and decreasing the refrigerant temperature. Next, this portion of the refrigerant flows out of the battery cooler and flows through the eighth port 318 and the ninth port 319 to the first channel 410, and then through the tenth port 3110 and the fifth port 315 to the vehicle interior heat exchanger 120. Another portion of the refrigerant flows sequentially through the first interface 311 and the third interface 313 to the external heat exchanger 130. At this time, the external heat exchanger 130 acts as a condenser, releasing heat to the outside of the vehicle, thus lowering the refrigerant temperature. Then, this portion of the refrigerant flows through the fourth interface 314 and the ninth interface 319 to the first channel 410, and then through the tenth interface 3110 and the fifth interface 315 to the internal heat exchanger 120. In other words, the two portions of refrigerant converge before the internal heat exchanger 120 and then flow to the internal heat exchanger 120. At this time, the internal heat exchanger 120 acts as an evaporator, and the refrigerant absorbs heat from inside the vehicle, thereby lowering the temperature inside the vehicle. Finally, the refrigerant flows out of the internal heat exchanger 120 and flows back to the compressor 110 through the sixth interface 316 and the second interface 312 via the second channel, realizing the second air-cooled electric heating cycle.

[0115] With this configuration, only a portion of the refrigerant flowing from the compressor 110 flows to the intermediate heat exchanger 230 and exchanges heat with it to lower the battery temperature, while the other portion of the refrigerant releases heat to the outside of the vehicle. As a result, the amount of refrigerant flowing through the intermediate heat exchanger 230 is relatively reduced, preventing excessive refrigerant flow. This allows the battery temperature to increase slowly, avoiding a sharp rise in battery temperature, which helps extend battery life and vehicle range.

[0116] In some specific embodiments of the present invention, such as Figure 1 As shown, the integrated valve 300 includes a first on / off valve 321, a second on / off valve 322, a third on / off valve 323, a fourth on / off valve 324, a fifth on / off valve, a sixth on / off valve 326, a seventh on / off valve 327, an eighth on / off valve 328, and a ninth on / off valve 329.

[0117] The first on / off valve 321 is connected between the first port 311 and the third port 313; the second on / off valve 322 is connected between the fourth port 314 and the ninth port 319; the third on / off valve 323 is connected between the sixth port 316 and the second port 312; the fourth on / off valve 324 is connected between the first port 311 and the fifth port 315; the fifth on / off valve is connected between the sixth port 316 and the ninth port 319; the sixth on / off valve 326 is connected between the fourth port 314 and the second port 312; the seventh on / off valve 327 is connected between the eighth port 318 and the second port 312; the eighth on / off valve 328 is connected between the first port 311 and the seventh port 317; and the ninth on / off valve 329 is connected between the ninth port 319 and the eighth port 318.

[0118] Therefore, the first on / off valve 321 can control the on / off of the first port 311 and the third port 313, thereby controlling whether the refrigerant flowing from the compressor 110 flows to the external heat exchanger 130; the second on / off valve 322 can control the on / off of the fourth port 314 and the ninth port 319, thereby controlling whether the refrigerant flowing through the external heat exchanger 130 flows to the internal heat exchanger 120 or the intermediate heat exchanger 230; the third on / off valve 323 can control the on / off of the sixth port 316 and the second port 312, thereby controlling whether the refrigerant flowing through the internal heat exchanger 120 flows directly back to the compressor 110; the fourth on / off valve 324 can control the on / off of the first port 311 and the fifth port 315, thereby controlling whether the refrigerant from the compressor 110 flows directly to the internal heat exchanger 120; the fifth on / off valve 325 can control the on / off of the sixth port 316 and the ninth port 319, thereby controlling whether the refrigerant flows to the internal heat exchanger 120. The refrigerant flowing through the in-vehicle heat exchanger 120 flows to the external heat exchanger 130 or to the intermediate heat exchanger 230; the sixth on / off valve 326 can control the on / off of the fourth port 314 and the second port 312, thereby controlling whether the refrigerant flowing through the external heat exchanger 130 flows directly back to the compressor 110; the seventh on / off valve 327 can control the on / off of the eighth port 318 and the second port 312, thereby controlling whether the refrigerant flowing through the intermediate heat exchanger 230 flows directly back to the compressor 110; the eighth on / off valve 328 can control the on / off of the first port 311 and the seventh port 317, thereby controlling whether the refrigerant flowing out of the compressor 110 flows directly to the intermediate heat exchanger 230; the ninth on / off valve 329 can control the on / off of the ninth port 319 and the eighth port 318, thereby controlling whether the refrigerant flowing through the intermediate heat exchanger 230 flows to the external heat exchanger 130 or to the in-vehicle heat exchanger 120.

[0119] In some specific embodiments of the present invention, such as Figure 1 As shown, the integrated valve 300 also includes a first throttle valve 330, a second throttle valve 331, and a third throttle valve 332.

[0120] The first throttle valve 330 is connected between the first port 311 and the fifth port 315, and between the fifth port 315 and the tenth port 3110. The second throttle valve 331 is connected between the tenth port 3110 and the third port 313. The third throttle valve 332 is connected between the first port 311 and the seventh port 317, and between the tenth port 3110 and the seventh port 317.

[0121] In this way, the first throttle valve 330 can throttle the refrigerant flowing through the external heat exchanger 130, so that the refrigerant, after releasing heat in the external heat exchanger 130 and being throttled by the first throttle valve 330, becomes a low-temperature, low-pressure refrigerant, which then flows through the fifth port 315 to the internal heat exchanger 120 to absorb heat from the vehicle interior and reduce the interior temperature. At the same time, the first throttle valve 330 can also throttle the refrigerant flowing through the intermediate heat exchanger 230, so that the refrigerant, after releasing heat in the intermediate heat exchanger 230 and being throttled by the first throttle valve 330, becomes a low-temperature, low-pressure refrigerant, which then flows through the fifth port 315 to the internal heat exchanger 120 to absorb heat from the vehicle interior and reduce the interior temperature.

[0122] Furthermore, the second throttle valve 331 can throttle the refrigerant flowing through the in-vehicle heat exchanger 120, so that the refrigerant, after releasing heat in the in-vehicle heat exchanger 120 and being throttled by the second throttle valve 331, becomes a low-temperature, low-pressure refrigerant, and then flows through the third port 313 to the out-of-vehicle heat exchanger 130 to absorb heat from outside the vehicle, so that the refrigerant becomes a high-temperature refrigerant again before flowing back to the compressor 110. At the same time, the second throttle valve 331 can also throttle the refrigerant flowing through the intermediate heat exchanger 230, so that the refrigerant, after releasing heat in the intermediate heat exchanger 230 and being throttled by the first throttle valve 330, becomes a low-temperature, low-pressure refrigerant, and then flows through the third port 313 to the out-of-vehicle heat exchanger 130 to absorb heat from outside the vehicle, so that the refrigerant becomes a high-temperature refrigerant again before flowing back to the compressor 110.

[0123] In addition, the third throttle valve 332 can throttle the refrigerant flowing through the external heat exchanger 130, so that the refrigerant, after releasing heat in the external heat exchanger 130 and then being throttled by the third throttle valve 332, becomes a low-temperature, low-pressure refrigerant, which then flows through the seventh port 317 to the intermediate heat exchanger 230 to absorb heat from the battery and reduce the battery temperature. At the same time, the third throttle valve 332 can also throttle the refrigerant flowing through the internal heat exchanger 120, so that the refrigerant, after releasing heat in the internal heat exchanger 120 and then being throttled by the third throttle valve 332, becomes a low-temperature, low-pressure refrigerant, which then flows through the seventh port 317 to the intermediate heat exchanger 230 to absorb heat from the battery and reduce the battery temperature.

[0124] In some specific embodiments of the present invention, such as Figure 1 As shown, the integrated valve 300 also includes a tenth on / off valve 3210 and an eleventh on / off valve 3211.

[0125] The tenth shut-off valve 3210 is connected between the tenth port 3110 and the fifth port 315, and the eleventh shut-off valve 3211 is connected between the tenth port 3110 and the seventh port 317.

[0126] Therefore, the tenth on / off valve 3210 can control the on / off of the tenth port 3110 and the fifth port 315, and the eleventh on / off valve 3211 can control the on / off of the tenth port 3110 and the seventh port 317, thereby controlling the flow of refrigerant through the first channel 410 to the in-vehicle heat exchanger 120, or to the intermediate heat exchanger 230, or to the out-of-vehicle heat exchanger 130.

[0127] In some specific embodiments of the present invention, such as Figure 1 As shown, the vehicle interior heat exchanger 120 includes a first vehicle interior heat exchanger 121 and a second vehicle interior heat exchanger 122.

[0128] The integrated valve 300 has a twelfth port 3111 and a twelfth port 3112. The two ends of the first in-vehicle heat exchanger 121 are connected to the eleventh port 3111 and the twelfth port 3112, respectively. The eleventh port 3111 can be selectively connected to the first port 311. The twelfth port 3112 can be selectively connected to one of the third port 313 and the fifth port 315. The two ends of the second in-vehicle heat exchanger 122 are connected to the fifth port 315 and the sixth port 316, respectively. A first on-off valve 321 is connected between the twelfth port 3112 and the third port 313, and a fourth on-off valve 324 is connected between the first port 311 and the eleventh port 3111.

[0129] In other words, the refrigerant can flow from the eleventh port 3111 to the first in-vehicle heat exchanger 121, and after flowing out of the first in-vehicle heat exchanger 121, the refrigerant can flow to the twelfth port 3112, and then selectively flow to the external heat exchanger 130 or the second in-vehicle heat exchanger 122. Similarly, the refrigerant can flow from the fifth port 315 to the second in-vehicle heat exchanger 122, and after flowing out of the second in-vehicle heat exchanger 122, the refrigerant can flow to the sixth port 316.

[0130] In this way, the high-temperature, high-pressure refrigerant flowing from the compressor 110 can first flow through the first in-vehicle heat exchanger 121. After flowing out of the first in-vehicle heat exchanger 121, the refrigerant can either flow to the second in-vehicle heat exchanger 122 or to the external heat exchanger 130. Thus, when the air conditioning module 100 is cooling the vehicle interior, the refrigerant can flow along the first in-vehicle heat exchanger 121 to the external heat exchanger 130, releasing heat to the outside through the external heat exchanger 130, and then absorbing heat from the vehicle interior through the second in-vehicle heat exchanger 122. When the air conditioning module 100 is used for vehicle interior cooling, the refrigerant can first flow through the first vehicle interior heat exchanger 121 and release heat into the vehicle interior through the first vehicle interior heat exchanger 121. Then, the refrigerant releases heat into the vehicle interior again through the second vehicle interior heat exchanger 122, further releasing the heat of the refrigerant. The heat exchange between the refrigerant and the air inside the vehicle is more thorough. Furthermore, by simultaneously heating the vehicle interior through the first vehicle interior heat exchanger 121 and the second vehicle interior heat exchanger 122, the heating effect of the air conditioning module 100 is better and the heating efficiency is higher.

[0131] Furthermore, such as Figure 1 As shown, the thermal management system 1 may also be equipped with a fan 600. The fan 600 is located on the side of the second in-vehicle heat exchanger 122 that is away from the first in-vehicle heat exchanger 121. The fan 600 guides the airflow to flow through the second in-vehicle heat exchanger 122 and the first in-vehicle heat exchanger 121 in sequence.

[0132] Understandably, when the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 simultaneously heat the vehicle interior, the refrigerant first flows through the first in-vehicle heat exchanger 121 to release some heat before flowing to the second in-vehicle heat exchanger 122 to continue releasing heat. As a result, the air temperature heated by the first in-vehicle heat exchanger 121 will be higher than the air temperature heated by the second in-vehicle heat exchanger 122. By placing the fan 600 on the side of the second in-vehicle heat exchanger 122 away from the first in-vehicle heat exchanger 121, the airflow will flow through the second in-vehicle heat exchanger 122 and the first in-vehicle heat exchanger 121 in sequence. In this way, the airflow heated by the second in-vehicle heat exchanger 122 can be further heated by the first in-vehicle heat exchanger 121, and the airflow temperature can gradually increase, resulting in better heating effect and a better user experience.

[0133] In some specific embodiments of the present invention, such as Figure 1 As shown, the integrated valve 300 also includes a twelfth on / off valve 3212, which is connected between the twelfth port 3112 and the fifth port 315.

[0134] Therefore, the twelfth on / off valve 3212 can control the on / off of the twelfth port 3112 and the fifth port 315, thereby controlling whether the refrigerant flowing through the first in-vehicle heat exchanger 121 flows to the second in-vehicle heat exchanger 122. In other words, the second on / off valve 322 can control whether the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 need to heat the vehicle interior at the same time, making the operation simpler and easier to implement.

[0135] In some specific embodiments of the present invention, such as Figure 1 As shown, the first throttle valve 330 is connected between the twelfth port 3112 and the fifth port 315.

[0136] In this way, the refrigerant passing through the first in-vehicle heat exchanger 121 can flow sequentially through the twelfth port 3112, the first on / off valve 321, the third port 313, the external heat exchanger 130, the fourth port 314, the second on / off valve 322, the ninth port 319, the first channel 410, the tenth port 3110, the tenth on / off valve 3210, the first throttle valve 330, and the fifth port 315 to the second in-vehicle heat exchanger 122. At this time, the first in-vehicle heat exchanger 121 acts as a pipeline, that is, the first in-vehicle heat exchanger 121 releases almost no heat or very little heat into the vehicle, and the refrigerant can mainly release heat to the outside through the external heat exchanger 130. The external heat exchanger 130 acts as a condenser. After the refrigerant is throttled by the first throttle valve 330, it can flow through the fifth port 315 to the second in-vehicle heat exchanger 122, so that the second in-vehicle heat exchanger 122 can absorb heat from the vehicle to cool the vehicle interior.

[0137] The following description refers to an embodiment of a vehicle according to the present invention, the vehicle including a thermal management system 1 according to the above embodiment of the present invention.

[0138] The vehicle according to the embodiments of the present invention, by utilizing the thermal management system 1 according to the above embodiments of the present invention, can not only exchange heat between the air conditioning module 100 and the battery temperature control module 200, but also has the advantages of high integration, small size and high heat exchange efficiency.

[0139] The thermal management system 1 according to embodiments of the present invention and other configurations and operations of the vehicle having it are known to those skilled in the art and will not be described in detail here.

[0140] 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.

[0141] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system (1), characterized in that, include: An air conditioning module (100) includes a compressor (110), an in-vehicle heat exchanger (120), an out-of-vehicle heat exchanger (130), and a regenerator (400) connected in a refrigerant circuit. The regenerator (400) is used to recycle heat by exchanging the refrigerant flowing into the inlet (112) of the compressor (110). The battery temperature control module (200) includes an intermediate heat exchanger (230) and a battery heat exchanger (210) adapted to exchange heat with the battery. The intermediate heat exchanger (230) has a first heat exchange channel (231) and a second heat exchange channel (232) that exchange heat with each other. The first heat exchange channel (231) is connected to the refrigerant circuit of the air conditioning module (100), and the second heat exchange channel (232) is connected to the battery heat exchanger (210) to form a temperature control circuit. An integrated valve (300) is connected to the outlet (111) of the compressor (110), the in-vehicle heat exchanger (120), the out-of-vehicle heat exchanger (130), the regenerator (400), and the intermediate heat exchanger (230), respectively. The integrated valve (300) controls the flow direction of the refrigerant in the refrigerant circuit so as to control the in-vehicle heat exchanger (120), the out-of-vehicle heat exchanger (130), and the intermediate heat exchanger (230) to act as condensers or evaporators, respectively.

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

3. The thermal management system (1) according to claim 2, characterized in that, The thermal management system (1) has at least a switchable air conditioning cooling state and an air conditioning heating state. In the air conditioning cooling state, the in-vehicle heat exchanger (120) is cooling, and in the air conditioning heating state, the in-vehicle heat exchanger (120) is heating. When the thermal management system (1) is in the air conditioning cooling state and the air conditioning heating state, the refrigerant flowing to the inlet (112) of the regenerator (400) to the compressor (110) is heat exchanged to recover heat.

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

5. The thermal management system (1) according to claim 1, characterized in that, The regenerator (400) has a first channel (410) and a second channel (420) for mutual heat exchange. The first end of the first channel (410) is selectively connected to the second end of the external heat exchanger (130), the second end of the internal heat exchanger (120), and the second end of the intermediate heat exchanger (230). The second end of the first channel (410) is selectively connected to the first end of the external heat exchanger (130), the first end of the internal heat exchanger (120), and the first end of the intermediate heat exchanger (230). The first end of the second channel (420) is selectively connected to the second end of the external heat exchanger (130), the second end of the internal heat exchanger (120), and the second end of the intermediate heat exchanger (230). The second end of the second channel (420) is connected to the inlet (112) of the compressor (110).

6. The thermal management system (1) according to claim 5, characterized in that, When the compressor (110) is running, the integrated valve (300) controls the refrigerant to flow through at least two of the in-vehicle heat exchanger (120), the external heat exchanger (130), and the intermediate heat exchanger (230), one of which acts as a condenser and the other as an evaporator.

7. The thermal management system (1) according to claim 6, characterized in that, The integrated valve (300) has: The regenerator (400) has a first interface (311) and a second interface (312), a first channel (410) and a second channel (420), the first interface (311) being connected to the outlet (111) of the compressor (110), the first end of the second channel being connected to the second interface (312), and the second end of the second channel (420) being connected to the inlet (112) of the compressor (110); The third interface (313) and the fourth interface (314) are respectively connected to the two ends of the external heat exchanger (130); The fifth interface (315) and the sixth interface (316) are respectively connected to the two ends of the in-vehicle heat exchanger (120); The seventh interface (317) and the eighth interface (318) are respectively connected to the two ends of the intermediate heat exchanger (230); The ninth interface (319) and the tenth interface (3110) are respectively connected to the two ends of the first channel (410); The integrated valve (300) controls: the first interface (311) can be selectively connected to at least one of the third interface (313), the fifth interface (315) and the seventh interface (317); the second interface (312) can be selectively connected to at least one of the fourth interface (314), the sixth interface (316) and the eighth interface (318); the ninth interface (319) can be selectively connected to at least one of the fourth interface (314), the sixth interface (316) and the eighth interface (318); and the tenth interface (3110) can be selectively connected to at least one of the third interface (313), the fifth interface (315) and the seventh interface (317).

8. The thermal management system (1) according to claim 7, characterized in that, The thermal management system (1) has a switchable air conditioning heating state and air conditioning cooling state; When the thermal management system (1) is in the air conditioning heating state, the first interface (311) is connected to the fifth interface (315), the sixth interface (316) is connected to the ninth interface (319), the tenth interface (3110) is connected to the third interface (313), the fourth interface (314) is connected to the second interface (312), the in-vehicle heat exchanger (120) acts as a condenser, and the out-of-vehicle heat exchanger (130) acts as an evaporator; When the thermal management system (1) is in the air conditioning cooling state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the ninth interface (319), the tenth interface (3110) is connected to the fifth interface (315), the sixth interface (316) is connected to the second interface (312), the in-vehicle heat exchanger (120) acts as an evaporator, and the out-of-vehicle heat exchanger (130) acts as a condenser. In both the air conditioning cooling state and the air conditioning heating state, the refrigerant in the second channel (420) of the regenerator (400) exchanges heat with the refrigerant in the first channel (410).

9. The thermal management system (1) according to claim 7, characterized in that, The thermal management system (1) has at least one of an air conditioning heating and defogging state and a dehumidification state; When the thermal management system (1) is in the air conditioning heating and defogging state, the first interface (311) is connected to the fifth interface (315), the sixth interface (316) is connected to the ninth interface (319), the tenth interface (3110) is connected to the third interface (313), the fourth interface (314) is connected to the second interface (312), the in-vehicle heat exchanger (120) acts as a condenser, and the out-of-vehicle heat exchanger (130) acts as an evaporator; When the thermal management system (1) is in the dehumidification state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the ninth interface (319), the tenth interface (3110) is connected to the fifth interface (315), the sixth interface (316) is connected to the second interface (312), the in-vehicle heat exchanger (120) acts as an evaporator, and the out-of-vehicle heat exchanger (130) acts as a condenser. In the air conditioning heating and defogging state and the dehumidification state, the refrigerant in the second channel (420) of the regenerator (400) exchanges heat with the refrigerant in the first channel (410).

10. The thermal management system (1) according to claim 7, characterized in that, The thermal management system (1) has at least one of a battery heating state and a battery cooling state; When the thermal management system (1) is in the battery heating state, the first interface (311) is connected to the seventh interface (317), the eighth interface (318) is connected to the ninth interface (319), the tenth interface (3110) is connected to the third interface (313), the fourth interface (314) is connected to the second interface (312), the intermediate heat exchanger (230) acts as a condenser, and the external heat exchanger (130) acts as an evaporator. When the thermal management system (1) is in the battery cooling state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the ninth interface (319), the tenth interface (3110) is connected to the seventh interface (317), the eighth interface (318) is connected to the second interface (312), the battery heat exchanger (210) acts as an evaporator, and the external heat exchanger (130) acts as a condenser. In both the battery heating state and the battery cooling state, the refrigerant in the second channel (420) of the regenerator (400) exchanges heat with the refrigerant in the first channel (410).

11. The thermal management system (1) according to claim 7, characterized in that, The thermal management system (1) has at least one of the following: a first air-heating and electric-cooling state, a first air-cooling and electric-heating state, an air-heating and electric-heating state, and an air-cooling and electric-cooling state. When the thermal management system (1) is in the first air-thermal-electric cooling state, the first interface (311) is connected to the fifth interface (315), the sixth interface (316) is connected to the ninth interface (319), the tenth interface (3110) is connected to the seventh interface (317), the eighth interface (318) is connected to the second interface (312), the in-vehicle heat exchanger (120) acts as a condenser, and the intermediate heat exchanger (230) acts as an evaporator; When the thermal management system (1) is in the first air-cooled electric heating state, the first interface (311) and the seventh interface (317) are connected, the eighth interface (318) and the ninth interface (319) are connected, the tenth interface (3110) and the fifth interface (315) are connected, the sixth interface (316) and the second interface (312) are connected, the in-vehicle heat exchanger (120) acts as an evaporator, and the intermediate heat exchanger (230) acts as a condenser; When the thermal management system (1) is in the air-thermal-electric state, the first interface (311) is connected to the fifth interface (315) and the seventh interface (317), the sixth interface (316) and the eighth interface (318) are both connected to the ninth interface (319), the tenth interface (3110) is connected to the third interface (313), the fourth interface (314) is connected to the second interface (312), the in-vehicle heat exchanger (120) and the intermediate heat exchanger (230) act as condensers, and the out-of-vehicle heat exchanger (130) acts as an evaporator; When the thermal management system (1) is in the air-cooled and electric-cooled state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the ninth interface (319), the tenth interface (3110) is connected to the fifth interface (315) and the seventh interface (317), the sixth interface (316) and the eighth interface (318) are both connected to the second interface (312), the in-vehicle heat exchanger (120) and the intermediate heat exchanger (230) act as evaporators, and the out-of-vehicle heat exchanger (130) acts as a condenser; In the first air-heated and electric-cooled state, the first air-cooled and electric-heated state, the air-heated and electric-heated state, and the air-cooled and electric-cooled state, the refrigerant in the second channel (420) of the regenerator (400) exchanges heat with the refrigerant in the first channel (410).

12. The thermal management system (1) according to claim 11, characterized in that, The thermal management system (1) also has at least a second air-thermal-electric cooling state. When the thermal management system (1) is in the second air-thermal-electric cooling state, the first interface (311) is connected to the fifth interface (315), the sixth interface (316) is connected to the ninth interface (319), the tenth interface (3110) is connected to the third interface (313) and the seventh interface (317) respectively, the fourth interface (314) and the eighth interface (318) are both connected to the second interface (312), the in-vehicle heat exchanger (120) acts as a condenser, and the out-of-vehicle heat exchanger (130) and the intermediate heat exchanger (230) act as evaporators. In the second air-thermal-electric cooling state, the refrigerant in the second channel (420) of the regenerator (400) exchanges heat with the refrigerant in the first channel (410).

13. The thermal management system (1) according to claim 11, characterized in that, The thermal management system (1) also has at least a second air-cooled electric heating state. When the thermal management system (1) is in the second air-cooled electric heating state, the first interface (311) is connected to the seventh interface (317) and the third interface (313) respectively, the fourth interface (314) and the eighth interface (318) are both connected to the ninth interface (319), the tenth interface (3110) is connected to the fifth interface (315), the sixth interface (316) is connected to the second interface (312), the in-vehicle heat exchanger (120) acts as an evaporator, and the out-of-vehicle heat exchanger (130) and the intermediate heat exchanger (230) act as condensers. In the second air-cooled electric heating state, the refrigerant in the second channel (420) of the regenerator (400) exchanges heat with the refrigerant in the first channel (410).

14. The thermal management system (1) according to claim 7, characterized in that, The integrated valve (300) includes: A first on / off valve (321) is connected between the first interface (311) and the third interface (313); The second on / off valve (322) is connected between the fourth port (314) and the ninth port (319); The third shut-off valve (323) is connected between the sixth port (316) and the second port (312); A fourth on / off valve (324) is connected between the first port (311) and the fifth port (315); A fifth on / off valve (325) is connected between the sixth port (316) and the ninth port (319); A sixth shut-off valve (326) is connected between the fourth port (314) and the second port (312); A seventh shut-off valve (327) is connected between the eighth port (318) and the second port (312); The eighth on / off valve (328) is connected between the first port (311) and the seventh port (317); A ninth on / off valve (329) is connected between the ninth port (319) and the eighth port (318); The tenth shut-off valve (3210) is connected between the tenth port (3110) and the fifth port (315); The eleventh shut-off valve (3211) is connected between the tenth port (3110) and the seventh port (317).

15. The thermal management system (1) according to claim 14, characterized in that, The integrated valve (300) also includes: A first throttle valve (330) is connected between the first port (311) and the fifth port (315) and between the fifth port (315) and the tenth port (3110); The second throttle valve (331) is connected between the tenth port (3110) and the third port (313); The third throttle valve (332) is connected between the first port (311) and the seventh port (317) and between the tenth port (3110) and the seventh port (317).

16. The thermal management system (1) according to claim 15, characterized in that, The in-vehicle heat exchanger (120) includes: The first in-vehicle heat exchanger (121) has an integrated valve (300) having an eleventh port (3111) and a twelfth port (3112). The two ends of the first in-vehicle heat exchanger (121) are respectively connected to the eleventh port (3111) and the twelfth port (3112). The eleventh port (3111) can be selectively connected to the first port (311), and the twelfth port (3112) can be selectively connected to one of the third port (313) and the fifth port (315). The second in-vehicle heat exchanger (122) is connected at both ends to the fifth interface (315) and the sixth interface (316), respectively. The twelfth port (3112) and the fifth port (315) are connected to the twelfth on / off valve (3212). The first on / off valve (321) is connected between the twelfth port (3112) and the third port (313); The fourth on / off valve (324) is connected between the first port (311) and the eleventh port (3111); The first throttle valve (330) is connected between the twelfth port (3112) and the fifth port (315).

17. A vehicle, characterized in that, Includes the thermal management system (1) according to any one of claims 1-16.

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