Vehicle and thermal management system

Abstract

The present application relates to a vehicle and a thermal management system thereof, wherein the vehicle thermal management system includes: a humidifier. The humidifier is used to adjust the humidity of the gas interacting between the external space and the cabin space; the working state of the humidifier includes a switchable dehumidification state and a release state, when the humidifier is in the dehumidification state, it absorbs water vapor to reduce the humidity of the gas interacting between the external space and the cabin space; when the humidifier is in the dehumidification state, it releases water vapor to increase the humidity of the gas interacting between the external space and the cabin space. The benefit of the present application is that it provides a vehicle thermal management system that improves the safety and comfort of use.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle-mounted equipment, and in particular to a vehicle and a thermal management system thereof. Background Art

[0002] Traditional automotive thermal management systems generally use a single-stage vapor compression cycle. When cooling, the system evaporator must simultaneously process the latent heat and sensible heat of the humid air, limiting the system's energy efficiency ratio (Cooling Performance Rate, hereinafter referred to as COP); at the same time, the retention of condensed water on the surface of the evaporator increases the risk of bacteria and mold gathering on the surface of the evaporator, affecting the quality of the air output from the air conditioner and the release state. When the automotive thermal management system is heating in winter, the air is often dry, and there is no effective humidification method in the relevant technology, affecting the comfort inside the vehicle. Summary of the invention

[0003] The embodiments of the present application provide a vehicle and a thermal management system thereof, which improve the safety and comfort of use of the thermal management system, so as to at least partially solve the above-mentioned technical problems.

[0004] In order to achieve the above object, according to a first aspect of the present application, a vehicle thermal management system is provided, comprising:

[0005] A humidifier is used to adjust the humidity of the gas that interacts with the external space and the cabin space;

[0006] The working state of the humidifier includes a switchable dehumidification state and a release state. When the humidifier is in the dehumidification state, water vapor is adsorbed to reduce the humidity of the gas interacting between the external space and the cabin space; when the humidifier is in the dehumidification state, water vapor is released to increase the humidity of the gas interacting between the external space and the cabin space.

[0007] Optionally, the humidifier comprises:

[0008] The heat exchange device is used to change the temperature of the humidifier so that the temperature of the humidifier is higher or lower than the ambient temperature.

[0009] Optionally, the vehicle thermal management system includes a plurality of the humidifiers; and,

[0010] The heat distribution device is used to configure heat exchange medium for the heat exchange devices of the multiple humidifiers so that the multiple humidifiers have the same or different working conditions.

[0011] Optionally, the vehicle thermal management system further includes:

[0012] A compressor, used to drive a heat exchange medium;

[0013] Wherein, the operating state of the vehicle thermal management system includes a first operating state;

[0014] When the vehicle thermal management system is in the first working state, the compressor is disconnected from the heat exchange device of the humidifier, so that the heat exchange medium driven by the compressor is directly used to achieve cooling of the vehicle battery.

[0015] Optionally, the plurality of humidifiers include:

[0016] a first humidifier and a second humidifier;

[0017] The heat distribution device is connected to the first humidifier and the second humidifier respectively, so that the first humidifier and the second humidifier have a first heat distribution mode and the second heat distribution mode.

[0018] Optionally, when the first humidifier and the second humidifier are in the first heat distribution mode, the first humidifier is in a dehumidification state, and the second humidifier is in a release state;

[0019] When the first humidifier and the second humidifier are in the second heating distribution mode, the first humidifier is in a release state, and the second humidifier is in a dehumidification state.

[0020] Optionally, the operating state of the vehicle thermal management system further includes a second operating state;

[0021] When the vehicle thermal management system is in the second working state, the compressor is connected to the heat exchange device of the humidifier, so that the heat exchange medium driven by the compressor is used to achieve cooling of the vehicle battery and the cabin.

[0022] Optionally, the operating state of the vehicle thermal management system further includes a third operating state;

[0023] When the vehicle thermal management system is in the third working state, the compressor is connected to the heat exchange device of the humidifier so that the heat exchange medium driven by the compressor is used to realize waste heat recovery of the vehicle battery, heating of the vehicle compartment and waste heat recovery of the vehicle motor electronic control.

[0024] Optionally, the operating state of the vehicle thermal management system further includes a fourth operating state;

[0025] When the vehicle thermal management system is in the fourth working state, the compressor is connected to the heat exchange device of the humidifier, so that the heat exchange medium driven by the compressor is used to heat the vehicle battery and the vehicle compartment.

[0026] Optionally, the operating state of the vehicle thermal management system further includes a fifth operating state;

[0027] When the vehicle thermal management system is in the fifth working state, the compressor is connected to the heat exchange device of the humidifier, so that the heat exchange medium driven by the compressor is used to achieve heating of the vehicle compartment and defrosting of the vehicle.

[0028] Optionally, the heat distribution device comprises:

[0029] a heat exchange control valve having a first heat exchange control port connected to the first humidifier and a second heat exchange control port connected to the second humidifier;

[0030] Wherein, the heat exchange control valve has a first control state;

[0031] When the heat exchange control valve is in a first control state, the first heat exchange control port is communicated with the second heat exchange control port so that the first humidifier is communicated with the second humidifier through the heat exchange control valve.

[0032] Optionally, the vehicle thermal management system further includes:

[0033] A first heat exchanger, used to allow the heat exchange medium to exchange heat with a battery of the vehicle;

[0034] The heat distribution device also includes:

[0035] a battery heat exchange valve having a first heat exchange on-off port connected to the first humidifier, a second heat exchange on-off port connected to the second humidifier, and a third heat exchange on-off port connected to the first heat exchanger;

[0036] Among them, the battery heat exchange valve has a first on-off state, a second on-off state and a third on-off state; when the battery heat exchange valve is in the first on-off state, the first heat exchange on-off port is connected with the third heat exchange on-off port; when the battery heat exchange valve is in the second on-off state, the first heat exchange on-off port is connected with the third heat exchange on-off port; when the battery heat exchange valve is in the third on-off state, the first heat exchange on-off port and the second heat exchange on-off port are both connected with the third heat exchange on-off port.

[0037] Optionally, the heat distribution device further comprises:

[0038] The first on-off valve has a first working medium on-off port communicating with the first humidifier, a second working medium on-off port communicating with the first heat exchange control port, and a third working medium on-off port communicating with the first heat exchange on-off port.

[0039] Optionally, the heat distribution device further comprises:

[0040] The second on-off valve has a fourth working medium on-off port communicating with the first humidifier, a fifth working medium on-off port communicating with the second heat exchange control port, and a sixth working medium on-off port communicating with the second heat exchange on-off port.

[0041] Optionally, the vehicle thermal management system further includes:

[0042] A second heat exchanger, used for exchanging heat between the heat exchange medium and the vehicle to achieve vehicle defrosting;

[0043] The heat exchange control valve also has a third heat exchange control port connected to the second heat exchanger; when the heat exchange control valve is in a first control state, the third heat exchange control port is connected to the first heat exchange control port and the second heat exchange control port so that the first on-off valve and the second on-off valve are connected to the second heat exchanger through the heat exchange control valve.

[0044] Optionally, the vehicle thermal management system further includes:

[0045] The third heat exchanger is provided with a first heat exchange channel for circulating a cooling medium, and is used for exchanging heat between the heat exchange medium and the cooling medium to realize waste heat recovery of the vehicle motor and electronic control;

[0046] Wherein, the heat exchange control valve is provided with a fourth heat exchange control port communicating with the first heat exchange channel;

[0047] The heat exchange control valve has a second control state; when the heat exchange control valve is in the second control state, at least one of the first heat exchange control port and the second heat exchange control port is communicated with the fourth heat exchange control port.

[0048] Optionally, the vehicle thermal management system further includes:

[0049] a cooling medium pump, used for pumping cooling medium so that the cooling medium circulates in the first heat exchange channel;

[0050] A fourth heat exchanger having a second heat exchange channel connected to the first heat exchange channel;

[0051] The heat distribution device also includes:

[0052] The heat exchange selection valve has a first selection on-off port connected to the first heat exchange channel and a second selection on-off port connected to the second heat exchange channel, so that the first heat exchange channel is connected with the second heat exchange channel when the first selection on-off port is connected with the second selection on-off port.

[0053] Optionally, the heat distribution device further comprises:

[0054] A regulating valve is connected between the first humidifier and the second humidifier to control the flow direction of the heat exchange medium between the first humidifier and the second humidifier.

[0055] Wherein, the regulating valve has a first regulating state and a second regulating state, and when the regulating valve is in the first regulating state, the heat exchange medium flows from the first humidifier to the second humidifier;

[0056] When the regulating valve is in the second regulating state, the heat exchange medium flows from the second humidifier to the first humidifier.

[0057] Optionally, the vehicle thermal management system further includes:

[0058] A working medium delivery pipeline, used for delivering the heat exchange working medium compressed by the compressor;

[0059] A working fluid recovery pipeline is used to transport the heat exchange working fluid to the compressor;

[0060] Wherein, when the regulating valve is in the first regulating state, the working fluid delivery pipeline is connected to the first humidifier and the working fluid recovery pipeline is connected to the second humidifier;

[0061] When the regulating valve is in the second regulating state, the working medium delivery pipeline is connected to the second humidifier and the working medium recovery pipeline is connected to the first humidifier.

[0062] Optionally, the heat distribution device further comprises:

[0063] a first expansion valve connected to the first humidifier;

[0064] a first bypass valve connected to the first humidifier and closed when the first expansion valve is opened;

[0065] Wherein, when the first humidifier is in a dehumidification state or a release state, at least one of the first expansion valve and the first bypass valve is opened to allow the heat exchange medium to flow between the first humidifier and the second humidifier.

[0066] Optionally, the heat distribution device further comprises:

[0067] a second expansion valve connected to the second humidifier;

[0068] a second bypass valve connected to the second humidifier and closed when the second expansion valve is opened;

[0069] Wherein, when the second humidifier is in a dehumidification state or a release state, at least one of the first expansion valve and the first bypass valve is opened to allow the heat exchange medium to flow between the first humidifier and the second humidifier.

[0070] According to a second aspect of the present application, a vehicle is also provided, comprising the vehicle thermal management system as described above.

[0071] The benefit of the present application is that it provides a vehicle and a thermal management system thereof that improves safety and comfort in use.

[0072] In the vehicle thermal management system of the embodiment of the present application, the humidifier is used as a heat exchanger for cooling or heating the interior of the vehicle cabin through the above technical solution, which can reduce the accumulation of mold on the heat exchanger due to moisture. The humidifier is regenerative and can evaporate the water vapor adsorbed on it when the temperature rises. Therefore, the humidifier can be flexibly selected to work or regenerate according to the actual needs of the user for cooling or heating, so that it can continue to adsorb water vapor during subsequent use. The safety of use is improved. And in winter, while heating, the release state of the humidifier is used to humidify the cabin, which can improve the comfort of use.

[0073] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0075] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0076] Figure 1 is a schematic diagram of the overall structure of a vehicle thermal management system provided in a first exemplary embodiment of the present application;

[0077] Figure 2 yes Figure 1 The schematic diagram of the vehicle thermal management system shown is in operating mode one;

[0078] Figure 3 yes Figure 1 A schematic diagram showing a vehicle thermal management system in a first mode of operation mode 2;

[0079] Figure 4 yes Figure 1A schematic diagram showing a vehicle thermal management system in a second mode of operation mode 2;

[0080] Figure 5 yes Figure 1 A schematic diagram showing a vehicle thermal management system in a first mode of operation mode three;

[0081] Figure 6 yes Figure 1 A schematic diagram showing a vehicle thermal management system in a second mode of operation mode three;

[0082] Figure 7 yes Figure 1 A schematic diagram showing a vehicle thermal management system in a first mode of operation mode 4;

[0083] Figure 8 yes Figure 1 A schematic diagram showing a vehicle thermal management system in a second mode of operation mode 4;

[0084] Fig. 9 yes Figure 1 A schematic diagram showing a vehicle thermal management system in a first mode of operation mode five;

[0085] Fig.10 yes Figure 1 A schematic diagram showing a vehicle thermal management system in a second mode of operation mode 2;

[0086] Fig.11 is a schematic diagram of the overall structure of a vehicle thermal management system provided in a second exemplary embodiment of the present application;

[0087] Fig.12 It is a schematic diagram of the overall structure of a vehicle provided in an exemplary embodiment of the present application.

[0088] Description of reference numerals:

[0089] 10. Vehicles;

[0090] 100, vehicle thermal management system; 100a, first working fluid passage; 100b, second working fluid passage; 100c, third working fluid passage; 100d, fourth working fluid passage; 100e, fifth working fluid passage; 100f, working fluid delivery pipeline; 100g, working fluid recovery pipeline;

[0091] 101. First humidifier; 102. Second humidifier; 103. Heat exchange control valve; 104. First heat exchanger; 105. Battery heat exchange valve; 106. Fresh air inlet; 107. Return air inlet; 108. In-vehicle fan; 109. Mode damper; 110. Out-vehicle air outlet;

[0092] 111, air outlet in the vehicle; 112, two-way electronic expansion valve; 113, third bypass valve; 114, first three-way valve; 115, second three-way valve; 116, third three-way valve; 117, first on-off valve; 118, second on-off valve; 119, regulating valve; 120, compressor;

[0093] 121, gas-liquid separator; 122, first expansion valve; 123, first bypass valve; 124, second expansion valve; 125, second bypass valve; 126, second heat exchanger; 127, third heat exchanger; 127a, first heat exchange channel; 128, electric control cold plate; 129, motor water jacket; 130, cooling medium pump;

[0094] 131. Fourth heat exchanger; 131a. Second heat exchange channel; 132. Heat exchange selection valve; 133. External fan; 134. Fourth three-way valve; 135. Four-way valve; 136. Fifth three-way valve; 137. Sixth three-way valve; 138. Engine cooling water jacket. DETAILED DESCRIPTION

[0095] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0096] According to the first aspect of the present application, referring to Figures 1 to 11 The present application provides a vehicle thermal management system 100, which is used to be arranged on a vehicle for circulating a heat exchange medium, and the heat exchange medium may be, for example, a refrigerant. The vehicle thermal management system 100 includes: a humidifier, a first working medium passage 100a, a second humidifier 102, and a second working medium passage 100b.

[0097] Among them, the humidifier is used to adjust the humidity of the gas interacting between the external space and the cabin space, and its working states include switchable dehumidification state and release state. When the humidifier is in the dehumidification state, it absorbs water vapor to reduce the humidity of the gas interacting between the external space and the cabin space; when the humidifier is in the dehumidification state, it releases water vapor to increase the humidity of the gas interacting between the external space and the cabin space.

[0098] Based on the use of the humidifier, the above scheme uses the first dehumidifier with a dehumidifying effect as a heat exchanger for cooling or heating the interior of the vehicle cabin, which can reduce the accumulation of mold on the heat exchanger due to moisture. The first dehumidifier is regenerative and can evaporate the water vapor adsorbed thereon when the temperature rises, that is, the release of water vapor mentioned above. Therefore, the dehumidifier can be flexibly selected to work or regenerate according to the actual needs of the user for cooling or heating, so that it can continue to adsorb water vapor during subsequent use. The safety of use is improved. And in winter, while heating, the regenerated state of the dehumidifier is used to humidify the cabin, which can improve the comfort of use.

[0099] In some embodiments, the humidifier includes: a heat exchange device. The heat exchange device is used to change the temperature of the humidifier so that the temperature of the humidifier is higher or lower than the ambient temperature, that is, the humidifier has a physical part used as a heat exchanger.

[0100] In some embodiments, the vehicle thermal management system 100 includes multiple humidifiers. The humidifier also includes a heat distribution device. The heat distribution device is used to configure heat exchange media for the heat exchange devices of the multiple humidifiers so that the multiple humidifiers have the same or different working states. That is, by configuring the heat distribution device, the role of the multiple heat exchange devices in the flow path where the heat exchange media flows is changed, so that the heat exchange media can exchange heat with the outside of the heat distribution device through the heat distribution device, thereby changing the state of the multiple humidifiers, for example, some humidifiers are in a dehumidification state, and other parts are in a release state.

[0101] In some embodiments, the plurality of humidifiers include: a first humidifier 101 and a second humidifier 102. The heat distribution device is connected to the first humidifier 101 and the second humidifier 102 respectively, so that the first humidifier 101 and the second humidifier 102 have a first heat distribution mode and a second heat distribution mode. The first humidifier 101 and the second humidifier 102 have different working states, and the first humidifier 101 and the second humidifier 102 can be used to alternately perform dehumidification.

[0102] In a specific scheme, when the first humidifier 101 and the second humidifier 102 are in the first heating distribution mode, the first humidifier 101 is in a dehumidification state and the second humidifier 102 is in a release state; when the first humidifier 101 and the second humidifier 102 are in the second heating distribution mode, the first humidifier 101 is in a release state and the second humidifier 102 is in a dehumidification state.

[0103] In some embodiments, the vehicle thermal management system 100 is provided with a first working fluid passage 100a connected to the first humidifier 101. Correspondingly, the vehicle thermal management system 100 is also provided with a second working fluid passage 100b connected to the second humidifier 102. The first working fluid passage 100a is used to make the first humidifier 101 form a heat exchange with a cold source or a heat source so that the first humidifier 101 is in a dehumidification state or a release state; the second humidifier 102 has a dehumidification state and a release state, the second humidifier 102 adsorbs water vapor in the dehumidification state, and releases water vapor in the release state; the second working fluid passage 100b is used to make the second humidifier 102 form a heat exchange with a cold source or a heat source so that the second humidifier 102 is in a dehumidification state or a release state; when the first working fluid passage 100a makes the first humidifier 101 in a dehumidification state, the second working fluid passage 100b makes the second humidifier 102 in a release state.

[0104] The first humidifier 101 and the second humidifier 102 can be specifically selected as dehumidification heat exchangers, that is, heat exchangers made by attaching certain solid dehumidification materials to the surface of a traditional heat exchanger. The dehumidification heat exchanger has two working states, namely, an adsorption state and a release state. In the adsorption state, the adsorption capacity of the solid dehumidification material on the surface of the dehumidification heat exchanger has not reached saturation, and water vapor can be adsorbed; in the release state, the adsorption capacity of the solid dehumidification material on the surface of the heat exchanger has reached saturation, and water vapor is separated from the adsorption material by heating, so that the heat exchanger gradually restores its adsorption capacity. It can be understood that the part of the dehumidification heat exchanger that serves as a heat exchanger is the heat exchange device of the humidifier mentioned above.

[0105] Through the above scheme, when cooling the cabin, the first humidifier 101 or the second humidifier 102 is used as an evaporator. Compared with conventional evaporator cooling, the dehumidification heat exchange material on the dehumidification heat exchanger can absorb external water vapor, and the cooling capacity of the evaporator is only used to reduce the sensible heat of the air, so the evaporation temperature can be increased to improve the COP of the system; because the water vapor is removed by adsorption rather than condensation, the risk of bacteria and mold accumulation on the heat exchanger surface caused by condensed water is avoided, and the air quality of the air supply can be effectively improved, and the safety of use can be improved. The use state of the first humidifier 101 and the second humidifier 102 is opposite. When one dehumidifier is dehumidifying and cooling the cabin, the other dehumidifier can be heated to evaporate the water vapor adsorbed on it, and then the heated hot air can be discharged to the outside of the cabin through some feasible methods, so as to achieve the purpose of using one dehumidifier to dehumidify and cool the cabin and putting the other dehumidifier in a released state, so that it can continue to adsorb water vapor during subsequent use. And while heating in winter, the cabin can be humidified by using the released state of the dehumidifier, which can improve the comfort of use.

[0106] It should be noted that vehicles are generally equipped with an external heat exchanger for defrosting the exterior of the vehicle body and engine and other parts. In the related art, the use of heat exchangers to defrost the vehicle body often requires the use of other heat exchangers for cooling, and the cold is temporarily discharged into the cabin, affecting the comfort of use. Since the solution of the present application integrates two dehumidifiers with opposite usage states, one of the dehumidifiers can be used for cooling to cooperate with the external heat exchanger to defrost the vehicle body, while the other dehumidifier can be used to heat the vehicle interior and transfer the heat to the cabin, thereby avoiding cooling the cabin and effectively ensuring the thermal comfort of the vehicle interior under low temperature working conditions.

[0107] As a feasible approach, the following exemplarily describes a specific implementation scheme for transferring the cold / heat generated by two dehumidifiers working synchronously to the inside / outside of the vehicle respectively to achieve cooling or heating of the interior of the vehicle cabin.

[0108] In some embodiments, the vehicle thermal management system 100 further includes: a fresh air inlet 106 , a return air inlet 107 , an in-vehicle fan 108 , a mode damper 109 , an out-vehicle air outlet 110 , and an in-vehicle air outlet 111 .

[0109] Among them, the fresh air inlet 106 and the return air inlet 107 are connected to an in-vehicle air duct and are connected to the outside world; the in-vehicle fan 108 is used to supply air from the fresh air inlet 106 and the return air inlet 107 to the in-vehicle air duct when working. The out-vehicle air outlet 110 connects the in-vehicle air duct and the outside environment; the in-vehicle air outlet 111 connects the in-vehicle air duct and the inside of the cabin. Specifically, at least a part of the first humidifier 101 and the second humidifier 102 is arranged in the in-vehicle air duct, so that when the in-vehicle fan 108 supplies air to the in-vehicle air duct, the external gas environment and each dehumidifier perform heat exchange, wherein the gas cooled by the dehumidifier is the heat source, and the gas heated by the dehumidifier is the cold source.

[0110] The mode damper 109 is movably arranged between the vehicle outer air outlet 110 and the vehicle inner air outlet 111, and has at least two use states. In the first use state, the mode damper 109 is moved to make the fresh air inlet 106 communicate with the vehicle outer air outlet 110, and the return air inlet 107 communicate with the vehicle inner air outlet 111; in the second use state, the mode damper 109 is moved to make the fresh air inlet 106 communicate with the vehicle inner air outlet 111, and the return air inlet 107 communicate with the vehicle outer air outlet 110;

[0111] By adopting the above scheme, when the first humidifier 101 and the second humidifier 102 are working, by adjusting the use status of the mode damper 109, the cold source / heat source for heat exchange with the first humidifier 101 and the second humidifier 102 can be flexibly discharged to the vehicle cabin or the outside environment, thereby realizing cooling or heating of the vehicle cabin.

[0112] It can be understood that as a vehicle thermal management system, it completes the heat exchange of different parts of the vehicle by configuring different heat exchangers and corresponding pipelines, and utilizes the circulation of heat exchange media in different heat exchangers to achieve functions such as battery cooling, battery heating, motor electronic control waste heat recovery, and vehicle defrosting.

[0113] In some embodiments, the vehicle thermal management system 100 further includes: a compressor 120. The compressor is used to drive the heat exchange medium. Based on the compressor 12 driving the heat exchange medium to flow in the vehicle thermal management system 100, the operating state of the vehicle thermal management system 100 provided in the present application includes a first working state; when the vehicle thermal management system 100 is in the first working state, the compressor 120 disconnects the heat exchange device of the humidifier so that the heat exchange medium driven by the compressor 120 is directly used to achieve the cooling of the vehicle battery.

[0114] In some embodiments, the operating state of the vehicle thermal management system 100 also includes a second working state; when the vehicle thermal management system 100 is in the second working state, the compressor 120 is connected to the heat exchange device of the humidifier so that the heat exchange medium driven by the compressor 120 is used to achieve cooling of the vehicle battery and cooling of the vehicle compartment.

[0115] In some embodiments, the operating state of the vehicle thermal management system 100 also includes a third working state; when the vehicle thermal management system 100 is in the third working state, the compressor 120 is connected to the heat exchange device of the humidifier so that the heat exchange medium driven by the compressor is used to realize waste heat recovery of the vehicle battery, heating of the vehicle compartment and waste heat recovery of the vehicle motor electronic control.

[0116] In some embodiments, the operating state of the vehicle thermal management system 100 also includes a fourth working state; when the vehicle thermal management system 100 is in the fourth working state, the compressor is connected to the heat exchange device of the humidifier so that the heat exchange medium driven by the compressor 120 is used to achieve heating of the vehicle battery and heating of the vehicle compartment.

[0117] In some embodiments, the operating state of the vehicle thermal management system 100 also includes a fifth working state; when the vehicle thermal management system 100 is in the fifth working state, the compressor 120 is connected to the heat exchange device of the humidifier so that the heat exchange medium driven by the compressor 120 is used to achieve heating of the vehicle compartment and defrosting of the vehicle.

[0118] In some embodiments, the heat distribution device includes: a first expansion valve 122 and a first bypass valve 123; wherein the first expansion valve 122 is arranged on the first working fluid passage 100a; the first bypass valve 123 is arranged on the first working fluid passage 100a and is closed when the first expansion valve 122 is opened; when the first humidifier 101 is in a dehumidification state or a release state, at least one of the first expansion valve 122 and the first bypass valve 123 is opened to allow the heat exchange working fluid to flow between the first humidifier 101 and the first working fluid passage 100a.

[0119] When the first humidifier 101 participates in the circulation passage of the heat exchange medium as a condenser, the heat exchange medium enters the corresponding pipeline of the first humidifier 101, cools down and dissipates heat in the first humidifier 101, and then can be reduced in pressure by passing through the first expansion valve 122, so that it can subsequently enter the parts of the circulation passage as an evaporator to heat up and absorb heat, or the heat exchange medium flows to other expansion valves in the circulation pipeline through the first bypass valve 123 after passing through the first humidifier 101. When the first humidifier 101 participates in the circulation passage of the heat exchange medium as an evaporator, the heat exchange medium enters the corresponding pipeline of the first humidifier 101 from the first bypass valve 123, heats up and absorbs heat in the first humidifier 101, or the heat exchange medium flows to the second humidifier 102 to heat up and absorb heat after passing through the first expansion valve 122 and reducing its pressure.

[0120] In some embodiments, the heat distribution device also includes: a second expansion valve 124 and a second bypass valve 125; wherein the second expansion valve 124 is arranged on the second working fluid passage 100b; the second bypass valve 125 is arranged on the second working fluid passage 100b and is closed when the second expansion valve 124 is opened; when the second humidifier 102 is in a dehumidification state or a release state, at least one of the first expansion valve 122 and the first bypass valve 123 is opened to allow the heat exchange working fluid to flow between the first humidifier 101 and the first working fluid passage 100a.

[0121] Similar to the first humidifier 101, when the second humidifier 102 participates in the circulation passage of the heat exchange medium as a condenser, the heat exchange medium enters the corresponding pipeline of the second humidifier 102, cools down and dissipates heat in the second humidifier 102, and then can be reduced in pressure by passing through the second expansion valve 124, so that it can subsequently enter the corresponding parts of the circulation passage as an evaporator to heat up and absorb heat, or the heat exchange medium flows to other expansion valves in the circulation pipeline through the second bypass valve 125 after passing through the second humidifier 102. When the second humidifier 102 participates in the circulation passage of the heat exchange medium as an evaporator, the heat exchange medium enters the corresponding pipeline of the second humidifier 102 from the second bypass valve 125, heats up and absorbs heat in the second humidifier 102, or the heat exchange medium flows to the second humidifier 102 to heat up and absorb heat after passing through the second expansion valve 124 and reducing its pressure.

[0122] In some embodiments, the vehicle thermal management system 100 also includes: a working fluid delivery pipeline 100f and a working fluid recovery pipeline 100g; wherein the compressor 120 is used to compress the heat exchange working fluid; the working fluid delivery pipeline 100f is used to deliver the heat exchange working fluid compressed by the compressor 120; the working fluid recovery pipeline 100g is used to deliver the heat exchange working fluid to the compressor 120; when the regulating valve 119 is in the first regulating state, the working fluid delivery pipeline 100f is connected to the first working fluid passage 100a and the working fluid recovery pipeline 100g is connected to the second working fluid passage 100b; when the regulating valve 119 is in the second regulating state, the working fluid delivery pipeline 100f is connected to the second working fluid passage 100b and the working fluid recovery pipeline 100g is connected to the first working fluid passage 100a. Through the coordinated use of the compressor 120, the first humidifier 101, the second humidifier 102, the first expansion valve 122, the second expansion valve 124 and the pipelines between these components, a passage is formed for the heat exchange medium to complete the heat exchange cycle.

[0123] In some embodiments, a gas-liquid separator 121 may be provided on the working medium recovery pipeline 100g, and the gas-liquid separator 121 allows the heat exchange working medium to pass through and dries the heat exchange working medium. This application does not involve improvements to the structure of the gas-liquid separator 121 itself, and will not be elaborated here.

[0124] In some embodiments, the heat exchange device further includes: a heat exchange control valve 103; wherein the heat exchange control valve 103 has a first heat exchange control port connected to the first working fluid passage 100a, and a second heat exchange control port connected to the second working fluid passage 100b; the heat exchange control valve 103 has a first control state; when the heat exchange control valve 103 is in the first control state, the first heat exchange control port is connected to the second heat exchange control port, so that the first working fluid passage 100a is connected to the second working fluid passage 100b through the heat exchange control valve 103. The first humidifier 101 and the second humidifier 102 are connected through the heat exchange control valve 103.

[0125] In some embodiments, the vehicle thermal management system 100 further includes: a regulating valve 119; wherein the regulating valve 119 is connected between the first working fluid passage 100a and the second working fluid passage 100b to control the flow direction of the heat exchange working fluid between the first working fluid passage 100a and the second working fluid passage 100b. The regulating valve 119 has a first regulating state and a second regulating state. When the regulating valve 119 is in the first regulating state, the heat exchange working fluid flows from the first working fluid passage 100a to the second working fluid passage 100b; when the regulating valve 119 is in the second regulating state, the heat exchange working fluid flows from the second working fluid passage 100b to the first working fluid passage 100a.

[0126] In a specific optional implementation scheme, the regulating valve 119 is connected through a pipeline between the compressor 120, the first humidifier 101, and the second humidifier 102. Through the coordination of the regulating valve 119, the first humidifier 101, the second humidifier 102, and the control valve, the flow direction of the heat exchange medium between the first humidifier 101 and the second humidifier 102 is controlled.

[0127] In some embodiments, the vehicle thermal management system 100 further includes: a first heat exchanger 104 and a third working fluid passage 100c. The first heat exchanger 104 is used to perform heat exchange with the vehicle battery. Specifically, when used on a vehicle, the first heat exchanger 104 may be a battery cold plate of the vehicle, which contacts the vehicle battery to perform heat exchange with the vehicle battery; accordingly, the corresponding third working fluid passage 100c may be configured to be connected to the first heat exchanger 104, so as to enable the first heat exchanger 104 to perform heat exchange with a cold source or a heat source, which may specifically be a vehicle battery, so that the heat exchange working fluid may be used to cool or heat the vehicle at the first heat exchanger 104.

[0128] The heat distribution device also includes: a battery heat exchange valve 105. The battery heat exchange valve 105 has a first heat exchange on-off port connected to the first working fluid passage 100a, a second heat exchange on-off port connected to the second working fluid passage 100b, and a third heat exchange on-off port connected to the third working fluid passage 100c; the battery heat exchange valve 105 has a first on-off state, a second on-off state, and a third on-off state; when the battery heat exchange valve 105 is in the first on-off state, the first heat exchange on-off port is connected to the third heat exchange on-off port; when the battery heat exchange valve 105 is in the second on-off state, the first heat exchange on-off port is connected to the third heat exchange on-off port; when the battery heat exchange valve 105 is in the third on-off state, the first heat exchange on-off port and the second heat exchange on-off port are both connected to the third heat exchange on-off port.

[0129] Through the above scheme, the first heat exchanger 104 can be used to participate in the heat exchange cycle of the heat exchange medium, so that the heat exchange medium and the battery can exchange heat, for example, the battery can be cooled. In some embodiments, a two-way electronic expansion valve 112 and a third bypass valve 113 can be provided on the third working medium passage 100c. The heat exchange medium can enter the first heat exchanger 104 to heat up and absorb heat after the pressure is reduced by the two-way electronic expansion valve 112, or the heat exchange medium can pass through the third bypass valve 113 and flow to the first heat exchanger 104 to heat up and absorb heat to cool the battery. The specific selection can be made according to actual needs.

[0130] It is understandable that a plurality of valves may be provided in conjunction with the first heat exchanger 104, the first humidifier 101, the second humidifier 102 and the compressor 120 so as to flexibly select the flow direction of the heat exchange medium in the four. Figure 1A first three-way valve 114, a second three-way valve 115, a third three-way valve 116 and a fourth three-way valve 134 are provided on the pipelines where the first heat exchanger 104, the first humidifier 101, the second humidifier 102 and the compressor 120 are located. The specific usage scenarios and usage plans of these valves will be specifically described below.

[0131] In some embodiments, the vehicle thermal management system 100 also includes: a first on-off valve 117; wherein the first on-off valve 117 has a first working fluid on-off port connected to the first humidifier 101 (specifically, for example, it is realized by connecting to the first humidifier 101 through the first working fluid passage 100a), a second working fluid on-off port connected to the first heat exchange control port, and a third working fluid on-off port connected to the first heat exchange on-off port.

[0132] In some embodiments, the vehicle thermal management system 100 further includes: a second on-off valve 118. The second on-off valve 118 has a fourth working medium on-off port connected to the first humidifier 101 (specifically, for example, connected to the first humidifier 101 through the first working medium passage 100a), a fifth working medium on-off port connected to the second heat exchange control port, and a sixth working medium on-off port connected to the second heat exchange on-off port.

[0133] In some embodiments, the vehicle thermal management system 100 also includes: a second heat exchanger 126. The second heat exchanger 126 is arranged outside the vehicle compartment, and is used to allow the heat exchange medium to exchange heat with the vehicle to achieve vehicle defrosting. That is, the second heat exchanger 126 is used as an off-vehicle heat exchanger, and can be used specifically to defrost the vehicle. Accordingly, a fourth working medium passage 100d connected to the second heat exchanger 126 can be configured. The fourth working medium passage 100d is used to allow the second heat exchanger 126 to form a heat exchange with a cold source or a heat source, and the cold source or the heat source can specifically be a component to be defrosted on the vehicle, so that the heat exchange medium is used to defrost the vehicle at the second heat exchanger 126. The heat exchange control valve 103 also has a third heat exchange control port connected to the fourth working medium passage 100d. When the heat exchange control valve 103 is in the first control state, the third heat exchange control port is connected to the first heat exchange control port and the second heat exchange control port so that the first on-off valve 117 and the second on-off valve 118 are connected to the fourth working medium passage 100d through the heat exchange control valve 103.

[0134] In some embodiments, the vehicle thermal management system 100 further includes: a third heat exchanger 127. The third heat exchanger 127 is provided with a first heat exchange channel 127a for the circulation of a cooling medium, and the third heat exchanger 127 is used to exchange heat between the heat exchange medium and the cooling medium to realize waste heat recovery of the vehicle motor electronic control. Accordingly, a fifth working medium passage 100e connected to the third heat exchanger 127 can be configured. The fifth working medium passage 100e is used to exchange heat between the heat exchange medium and the cooling medium in the first heat exchange channel 127a of the third heat exchanger 127.

[0135] The heat exchange control valve 103 has a fourth heat exchange control port connected to the fifth working medium passage 100e. The heat exchange control valve 103 has a second control state. When the heat exchange control valve 103 is in the second control state, at least one of the first heat exchange control port and the second heat exchange control port is connected to the fourth heat exchange control port.

[0136] Reference Figure 1 In a specific solution, the third heat exchanger 127 can be configured as a plate heat exchanger on the vehicle. Correspondingly, the cooling medium introduced into the first heat exchange channel 127a can be cooling water, which can be connected to structures such as the electric control cold plate 128 and the motor water jacket 129 through a pipeline to cool down or heat up the motor and the electric control parts on the vehicle. The cooling water changes its temperature by exchanging heat with the structures such as the electric control cold plate 128 and the motor water jacket 129. After the heat exchange control valve 103 is used to control the heat exchange medium to flow to the fifth working medium passage 100e, when the cooling water flows to the third heat exchanger 127, it exchanges heat with the heat exchange medium through the fifth working medium passage 100e, so as to heat or cool down the cooling water by using the heat exchange medium, so that the cooling water can continue to exchange heat with the structures such as the electric control cold plate 128 and the motor water jacket 129.

[0137] In some embodiments, the vehicle thermal management system 100 further includes a cooling medium pump 130 and a fourth heat exchanger 131 .

[0138] The cooling medium pump 130 is used to pump the cooling medium so that the cooling medium flows in the first heat exchange channel 127a, so that the cooling medium circulates between the first heat exchange channel 127a, the electric control cold plate 128, and the motor water jacket 129. The fourth heat exchanger 131 has a second heat exchange channel 131a connected to the first heat exchange channel 127a. The fourth heat exchanger 131 can be a motor and electric control radiator for dissipating heat from the motor and electric control.

[0139] The heat distribution device cooperates with the fourth heat exchanger 131 and further includes a heat exchange selection valve 132. The heat exchange selection valve 132 has a first selection on-off port connected to the first heat exchange channel 127a and a second selection on-off port connected to the second heat exchange channel 131a, so that the first heat exchange channel 127a is connected to the second heat exchange channel 131a when the first selection on-off port is connected to the second selection on-off port.

[0140] In a specific solution, the heat exchange selection valve 132 may be a three-way valve, so as to adjust the heat exchange medium to flow to the third heat exchanger 127 or the fourth heat exchanger 131 by valve control. An external fan 133 may be specifically provided at the fourth heat exchanger 131, so that after the cooling medium flows to the fourth heat exchanger 131, the external fan 133 is used to blow air to the fourth heat exchanger 131, and when the cooling medium flows to the fourth heat exchanger 131, the cooling medium is enhanced to dissipate heat to the outside, so as to cool the cooling medium.

[0141] It is understandable that a plurality of valves may be provided in conjunction with the second heat exchanger 126, the third heat exchanger 127, the fourth heat exchanger 131 and the compressor 120 so as to flexibly select the flow direction of the heat exchange medium in the four. Figure 1 A fourth three-way valve 134, a four-way valve 135, a fifth three-way valve 136, and a sixth three-way valve 137 are provided on the pipelines where the second heat exchanger 126, the third heat exchanger 127, the fourth heat exchanger 131 and the compressor 120 are located. The specific usage scenarios and usage plans of these valves will be described in detail below.

[0142] According to the second aspect of the present application, referring to Fig.12 , a vehicle is provided, the vehicle comprising the above-mentioned vehicle thermal management system 100. The vehicle has all the beneficial effects of the above-mentioned vehicle thermal management system 100, which will not be described in detail in this application.

[0143] The vehicle may be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and this application does not make any specific limitation on this.

[0144] The following is an exemplary description of the working process of the vehicle thermal management system 100 when it is integrated into a pure electric vehicle according to the present application:

[0145] Reference Figure 2 , shows a schematic diagram of the vehicle thermal management system 100 in operation mode 1, which can meet the needs of battery heat dissipation + motor electronic control heat dissipation.

[0146] The refrigerant cycle is as follows: after the high-temperature and high-pressure gaseous refrigerant is discharged from the compressor 120, it enters the second heat exchanger 126 through the fourth three-way valve 134 and the four-way valve 135, releases heat in the second heat exchanger 126 to become a medium-temperature liquid refrigerant, and then enters the two-way electronic expansion valve 112 through the heat exchange control valve 103, the second on-off valve 118, and the battery heat exchange valve 105, expands into a low-temperature gas-liquid two-phase flow in the two-way electronic expansion valve 112, enters the first heat exchanger 104 to cool the battery, and the refrigerant absorbs heat to become a gas, and returns to the suction port of the compressor 120 through the first three-way valve 114, the second three-way valve 115, the third three-way valve 116, the sixth three-way valve 137, and the gas-liquid separator 121, forming a complete cycle.

[0147] The cooling water cycle is as follows: under the action of the cooling medium pump 130, the cooling water passes through the electric control cold plate 128, the motor water jacket 129, the heat exchange selection valve 132, the fourth heat exchanger 131, the fifth three-way valve 136 in sequence and then returns to the cooling medium pump 130, forming a complete cycle.

[0148] Reference Figure 3 and Figure 4 , shows a schematic diagram of the vehicle thermal management system 100 in operation mode 2, which can meet the needs of in-vehicle cooling + battery heat dissipation + motor electronic control heat dissipation. Figure 3 and Figure 4 They represent the first operating mode and the second operating mode respectively.

[0149] Reference Figure 3 In the first operation mode, the A port of the regulating valve 119 is connected to the D port, and the B port is connected to the C port; the mode damper 109 is in the ac connection state. The refrigerant cycle is as follows: the high-temperature and high-pressure gaseous refrigerant is sent to the exhaust port of the compressor 120 and discharged, and then divided into two paths in the fourth three-way valve 134. One path enters the second heat exchanger 126 through the four-way valve 135, releases heat in the second heat exchanger 126 to become a medium-temperature liquid refrigerant, and then enters the heat exchange control valve 103; the other path enters the second humidifier 102 in the vehicle through the regulating valve 119, releases heat to become a medium-temperature liquid refrigerant, and enters the heat exchange control valve 103 through the second bypass valve 125 and the second on-off valve 118. The two refrigerant paths merge in the heat exchange control valve 103 and enter the first on-off valve 117, and are further divided into two paths in the first on-off valve 117.

[0150] One path is expanded into a low-temperature gas-liquid two-phase flow through the first expansion valve 122, then enters the first humidifier 101 in the vehicle to absorb heat and become gas, and enters the third three-way valve 116 through the regulating valve 119; the other path enters the two-way electronic expansion valve 112 through the battery heat exchange valve 105, expands into a low-temperature gas-liquid two-phase flow in the two-way electronic expansion valve 112, enters the first heat exchanger 104 to absorb heat and become gas, and then enters the third three-way valve 116 through the first three-way valve 114. After the two refrigerants merge in the third three-way valve 116, they return to the suction port of the compressor 120 through the sixth three-way valve 137 and the gas-liquid separator 121, forming a complete cycle. The air flow is as follows: fresh air and return air enter the air duct through the fresh air inlet 106 and the return air inlet 107 respectively. Under the action of the in-vehicle fan 108, half of the air flows through the first humidifier 101 in the vehicle. The water vapor in this part of the air is adsorbed by the adsorption material on the first humidifier 101 to generate adsorption heat, and the cold energy generated by the refrigerant absorbing heat in the first humidifier 101 is used to process the adsorption heat and the sensible heat of the air. After being cooled, this part of the air is distributed to various positions in the vehicle through the in-vehicle outlet to achieve the purpose of cooling the in-vehicle environment; the other half of the air flows through the second humidifier 102 in the vehicle. Part of the heat released by the refrigerant in the second humidifier 102 is used for regeneration of the adsorption material (to evaporate the water in the adsorption material), and the other part is used to heat the air. Since the air temperature increases and the relative humidity decreases, the water vapor generated by the regeneration of the adsorption material can be discharged outside the vehicle through this part of the air through the out-vehicle air outlet 110.

[0151] Reference Figure 4 In the second operation mode, the A port of the regulating valve 119 is connected to the B port, and the C port is connected to the D port; the mode damper 109 is in the bd connection state. The refrigerant cycle is as follows: after the high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port of the compressor 120, it is divided into two paths in the fourth three-way valve 134, one path enters the second heat exchanger 126 through the four-way valve 135, releases heat in the middle to become a medium-temperature liquid refrigerant, and then enters the heat exchange control valve 103; the other path enters the first humidifier 101 in the vehicle through the regulating valve 119, releases heat in the first humidifier 101 to become a medium-temperature liquid refrigerant, and enters the heat exchange control valve 103 through the first bypass valve 123 and the first on-off valve 117. After the two refrigerant paths merge at the heat exchange control valve 103, they enter the second on-off valve 118 and are divided into two paths again in the second on-off valve 118.

[0152] One path is expanded into a low-temperature gas-liquid two-phase flow through the second expansion valve 124, then enters the second humidifier 102 in the vehicle to absorb heat and become a gas, and then enters the third three-way valve 116 through the regulating valve 119; the other path enters the two-way electronic expansion valve 112 through the battery heat exchange valve 105, expands into a low-temperature gas-liquid two-phase flow in the two-way electronic expansion valve 112, enters the first heat exchanger 104 to absorb heat and become a gas, and then enters the third three-way valve 116 through the first three-way valve 114.

[0153] The two refrigerants merge in the third three-way valve 116 and then return to the suction port of the compressor 120 through the sixth three-way valve 137 and the gas-liquid separator 121, forming a complete cycle. The air flow is as follows: the fresh air and the return air enter the air duct through the fresh air inlet 106 and the return air inlet 107 respectively. Under the action of the in-vehicle fan 108, half of the air flows through the second humidifier 102 in the vehicle. The water vapor in this part of the air is adsorbed by the adsorption material on the second humidifier 102 to generate adsorption heat, and the cold energy generated by the refrigerant in the second humidifier 102 absorbing heat is used to process the adsorption heat and the sensible heat of the air. After being cooled, this part of the air is distributed to various positions in the vehicle through the in-vehicle air outlet 111 to achieve the purpose of cooling the in-vehicle environment; the other half of the air flows through the first humidifier 101 in the vehicle. Part of the heat released by the refrigerant in the first humidifier 101 is used for regeneration of the adsorption material (to evaporate the water in the adsorption material), and the other part is used to heat the air. Since the air temperature increases and the relative humidity decreases, the water vapor generated by the regeneration of the adsorption material can be discharged outside the vehicle through this part of the air through the out-vehicle air outlet 110.

[0154] In summary, in the first operation mode, the first humidifier 101 is in the adsorption mode and the second humidifier 102 is in the regeneration mode; in the second operation mode, the first humidifier 101 is in the regeneration mode and the second humidifier 102 is in the adsorption mode. By simply switching the communication mode between the regulating valve 119 and the mode damper 109, the system can be periodically switched between the first and second operation modes to ensure smooth operation of the system.

[0155] In the above-mentioned operation mode 2, the in-vehicle dehumidification heat exchanger in adsorption mode is an evaporator. Since the cooling capacity generated by the evaporator does not need to deal with the latent heat of the humid air but only needs to deal with the sensible heat and adsorption heat of the humid air, it can increase the evaporation temperature, reduce the pressure ratio, and effectively improve the system COP. At the same time, since the water vapor in the humid air in this mode will not condense on the in-vehicle heat exchanger in liquid form, it can prevent bacteria, mold, etc. from gathering on the in-vehicle heat exchanger, which is beneficial to improving the air quality in the car.

[0156] The operation flow of the cooling water flow circuit will not be described here.

[0157] Reference Figure 5 and Figure 6 , shows a schematic diagram of the vehicle thermal management system 100 in operation mode three, which can meet the needs of in-vehicle heating + battery waste heat recovery + motor electronic control waste heat recovery. Figure 5 and Figure 6 They represent the first operating mode and the second operating mode respectively.

[0158] Reference Figure 5In the first operation mode, the A port of the regulating valve 119 is connected to the D port, and the B port is connected to the C port; the mode damper 109 is in the bd connection state. The refrigerant cycle is as follows: after the high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port of the compressor 120, it enters the second humidifier 102 in the vehicle through the fourth three-way valve 134, the second three-way valve 115, and the regulating valve 119, releases heat in the second humidifier 102 to become a medium-temperature liquid refrigerant, and then expands through the second expansion valve 124 to become a low-temperature gas-liquid two-phase flow, and enters the second on-off valve 118.

[0159] The refrigerant is divided into two paths in the second on-off valve 118. One path enters the first heat exchanger 104 through the battery heat exchange valve 105 and the bypass valve to absorb heat and become gaseous, and then enters the third three-way valve 116 through the first three-way valve 114; the other path enters the heat exchange control valve 103 and is divided into three paths. The first path enters the third heat exchanger 127 to absorb heat and become gaseous, and enters the four-way valve 135; the second path enters the second heat exchanger 126 to absorb heat and become gaseous, and enters the four-way valve 135; the third path enters the first humidifier 101 in the vehicle through the first on-off valve 117 and the first bypass valve 123 to absorb heat and become gaseous, and then enters the third three-way valve 116 through the regulating valve 119. The refrigerant entering the four-way valve 135 and the third three-way valve 116 finally converges at the sixth three-way valve 137, and enters the air intake of the compressor 120 through the gas-liquid separator 121, forming a complete cycle. The air flow is as follows: the fresh air and the return air enter the air duct through the fresh air inlet 106 and the return air inlet 107 respectively. Under the action of the in-vehicle fan 108, half of the air flows through the first humidifier 101 in the vehicle, and the water vapor in this part of the air is adsorbed by the adsorption material on the first humidifier 101. The air is cooled and discharged out of the vehicle through the out-vehicle air outlet 110; the other half of the air flows through the second humidifier 102 in the vehicle, and part of the heat released by the refrigerant in the second humidifier 102 is used for regeneration of the adsorption material (to evaporate the water in the adsorption material), and the other part is used for heating the air. The obtained hot and humid air enters the vehicle through the in-vehicle air outlet 111, thereby achieving the purpose of heating the vehicle environment.

[0160] Reference Figure 6 In the second operation mode, the A port of the regulating valve 119 is connected to the B port, and the C port is connected to the D port; the mode damper 109 is in the ac connection state. The refrigerant cycle is as follows: after the high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port of the compressor 120, it enters the first humidifier 101 in the vehicle through the fourth three-way valve 134, the second three-way valve 115, and the regulating valve 119, releases heat in the first humidifier 101 to become a medium-temperature liquid refrigerant, and then expands through the first expansion valve 122 to become a low-temperature gas-liquid two-phase flow, and enters the first on-off valve 117.

[0161] The refrigerant is divided into two paths in the first on-off valve 117. One path enters the first heat exchanger 104 through the battery heat exchange valve 105 and the bypass valve to absorb heat and become gaseous, and then enters the third three-way valve 116 through the first three-way valve 114; the other path enters the heat exchange control valve 103 and is divided into three paths. The first path enters the third heat exchanger 127 to absorb heat and become gaseous, and enters the four-way valve 135; the second path enters the second heat exchanger 126 to absorb heat and become gaseous, and enters the four-way valve 135; the third path enters the second humidifier 102 in the vehicle through the second on-off valve 118 and the second bypass valve 125 to absorb heat and become gaseous, and then enters the third three-way valve 116 through the regulating valve 119. The refrigerant entering the four-way valve 135 and the third three-way valve 116 finally converges at the sixth three-way valve 137, and enters the air intake of the compressor 120 through the gas-liquid separator 121, forming a complete cycle.

[0162] The air flow is as follows: the fresh air and the return air enter the air duct through the fresh air inlet 106 and the return air inlet 107 respectively. Under the action of the in-vehicle fan 108, half of the air flows through the second in-vehicle humidifier 102, and the water vapor in this part of the air is adsorbed by the adsorption material on the second humidifier 102. The air is cooled and discharged out of the vehicle through the out-vehicle air outlet 110; the other half of the air flows through the first in-vehicle humidifier 101, and part of the heat released by the refrigerant in the first humidifier 101 is used for regeneration of the adsorption material (to evaporate the water in the adsorption material), and the other part is used for heating the air. The obtained hot and humid air enters the vehicle through the in-vehicle air outlet 111, thereby achieving the purpose of heating the in-vehicle environment.

[0163] Under the above two operating modes, the process of the cooling water circuit is as follows: under the action of the cooling medium pump 130, the cooling water flows through the electronically controlled cold plate 128, the motor water jacket 129, the heat exchange selection valve 132 in sequence and enters the third heat exchanger 127, and after releasing heat in the third heat exchanger 127, returns to the water pump inlet through the fifth three-way valve 136, forming a complete cycle.

[0164] In summary, when the system is in operation mode 3, in the first operation mode, the first humidifier 101 is in adsorption mode and the second humidifier 102 is in regeneration mode; in the second operation mode, the first humidifier 101 is in regeneration mode and the second humidifier 102 is in adsorption mode. By simply switching the communication mode between the regulating valve 119 and the mode damper 109, the system can be periodically switched between the first and second operation modes to ensure smooth operation of the system.

[0165] The advantages of this mode are that, firstly, the waste heat of the battery and the motor and electronic control is recovered, which can improve the COP of the heat pump cycle; secondly, regardless of the first or second operating mode, the in-vehicle dehumidification heat exchanger in the regeneration mode acts as the condenser of the system. While heating the air, the condenser evaporates the water vapor in the adsorption material to humidify the air, thus effectively solving the problem of dry air affecting the comfort of passengers when heating the car air in winter.

[0166] Reference Figure 7 and Figure 8 , shows a schematic diagram of the vehicle thermal management system 100 in operation mode 4, which can meet the needs of in-vehicle heating + battery preheating. Figure 7 and Figure 8 They represent the first operating mode and the second operating mode respectively.

[0167] Reference Figure 7 In the first operation mode, the A port of the regulating valve 119 is connected to the D port, and the B port is connected to the C port; the mode damper 109 is in the bd connection state. The refrigerant cycle is as follows: after the high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port of the compressor 120, it enters the second three-way valve 115 through the fourth three-way valve 134, and is divided into two paths in the second three-way valve 115. The first path enters the second humidifier 102 in the vehicle through the regulating valve 119, releases heat in the middle to become a medium-temperature liquid refrigerant, and then expands through the second expansion valve 124 to become a low-temperature gas-liquid two-phase flow, and enters the second on-off valve 118; the second path enters the first heat exchanger 104 through the first three-way valve 114 to heat the battery, and the refrigerant releases heat in the first heat exchanger 104 to become a medium-temperature liquid refrigerant, and then expands through the two-way electronic expansion valve 112 to become a low-temperature gas-liquid two-phase flow, and enters the second on-off valve 118 through the battery heat exchange valve 105. After the two refrigerants merge in the second on-off valve 118, they are divided into two paths in the heat exchange control valve 103. One path enters the second heat exchanger 126 to absorb heat and become gaseous, and then enters the sixth three-way valve 137 through the four-way valve 135; the other path enters the first humidifier 101 in the vehicle through the first on-off valve 117 and the first bypass valve 123, absorbs heat and becomes gaseous in the first humidifier 101, and then enters the sixth three-way valve 137 through the regulating valve 119 and the third three-way valve 116. The two refrigerants entering the sixth three-way valve 137 enter the gas-liquid separator 121 and return to the suction port of the compressor 120, forming a complete cycle.

[0168] The air flow is as follows: fresh air and return air enter the air duct through the fresh air inlet 106 and the return air inlet 107 respectively. Under the action of the in-vehicle fan 108, half of the air flows through the first in-vehicle humidifier 101, and the water vapor in this part of the air is adsorbed by the adsorption material on the first humidifier 101. The air is cooled and discharged out of the vehicle through the out-vehicle air outlet 110; the other half of the air flows through the second in-vehicle humidifier 102, and part of the heat released by the refrigerant in the second humidifier 102 is used for regeneration of the adsorption material (to evaporate the water in the adsorption material), and the other part is used for heating the air. The obtained hot and humid air enters the vehicle through the in-vehicle air outlet 111, thereby achieving the purpose of heating the in-vehicle environment.

[0169] Reference Figure 8 In the second operation mode, the A port of the regulating valve 119 is connected to the B port, and the C port is connected to the D port; the mode damper 109 is in the ac connection state. The refrigerant cycle is as follows: after the high-temperature and high-pressure gaseous refrigerant is discharged from the exhaust port of the compressor 120, it enters the second three-way valve 115 through the fourth three-way valve 134, and is divided into two paths in the second three-way valve 115. The first path enters the first humidifier 101 in the vehicle through the regulating valve 119, releases heat in the first humidifier 101 to become a medium-temperature liquid refrigerant, and then expands through the first expansion valve 122 to become a low-temperature gas-liquid two-phase flow, and enters the first on-off valve 117; the second path enters the first heat exchanger 104 through the first three-way valve 114 to heat the battery, and the refrigerant releases heat in the first heat exchanger 104 to become a medium-temperature liquid refrigerant, and then expands through the two-way electronic expansion valve 112 to become a low-temperature gas-liquid two-phase flow, and enters the first on-off valve 117 through the battery heat exchange valve 105. After the two refrigerants merge in the first on-off valve 117, they are divided into two paths in the heat exchange control valve 103. One path enters the second heat exchanger 126 to absorb heat and become gaseous, and then enters the sixth three-way valve 137 through the four-way valve 135; the other path enters the second humidifier 102 in the vehicle through the second on-off valve 118 and the second bypass valve 125, absorbs heat and becomes gaseous in the second humidifier 102, and then enters the sixth three-way valve 137 through the regulating valve 119 and the third three-way valve 116. The two refrigerants entering the sixth three-way valve 137 enter the gas-liquid separator 121 and return to the suction port of the compressor 120, forming a complete cycle. The air flow is as follows: the fresh air and the return air enter the air duct through the fresh air inlet 106 and the return air inlet 107 respectively. Under the action of the in-vehicle fan 108, half of the air flows through the second in-vehicle humidifier 102, and the water vapor in this part of the air is adsorbed by the adsorption material thereon. After the air is cooled, it is discharged out of the vehicle through the out-vehicle air outlet 110; the other half of the air flows through the first in-vehicle humidifier 101, and part of the heat released by the refrigerant in the first humidifier 101 is used for regeneration of the adsorption material (to evaporate the water in the adsorption material), and the other part is used for heating the air. The obtained hot and humid air enters the vehicle through the in-vehicle air outlet 111, thereby achieving the purpose of heating the in-vehicle environment.

[0170] In summary, when the system is in operation mode 4, in the first operation mode, the first humidifier 101 is in adsorption mode and the second humidifier 102 is in regeneration mode; in the second operation mode, the first humidifier 101 is in regeneration mode and the second humidifier 102 is in adsorption mode. By simply switching the communication mode between the regulating valve 119 and the mode damper 109, the system can be periodically switched between the first and second operation modes to ensure smooth operation of the system.

[0171] Similar to mode three, in mode four, regardless of whether it is in the first or second operating mode, the in-car dehumidification heat exchanger in regeneration mode acts as the condenser of the system. While heating the air, the condenser evaporates the water vapor in the adsorption material to humidify the air, thus effectively solving the problem of dry air affecting the comfort of passengers when heating the car in winter.

[0172] Reference Fig. 9 and Fig.10 , shows a schematic diagram of the vehicle thermal management system 100 in operation mode five, which can meet the needs of defrosting the automobile heat exchanger. Fig. 9 and Fig.10 They represent the first operating mode and the second operating mode respectively.

[0173] Reference Fig. 9In the first operation mode, the A port of the regulating valve 119 is connected to the D port, and the B port is connected to the C port; the mode damper 109 is in the bd connection state. The refrigerant cycle is as follows: the high-temperature and high-pressure gaseous refrigerant is sent to the exhaust port of the compressor 120 and discharged, and then divided into two paths in the fourth three-way valve 134. One path enters the second heat exchanger 126 through the four-way valve 135, releases heat in the second heat exchanger 126 to become a medium-temperature liquid refrigerant, and then enters the heat exchange control valve 103; the other path enters the second humidifier 102 in the vehicle through the regulating valve 119, releases heat in the second humidifier 102 to become a medium-temperature liquid refrigerant, and enters the heat exchange control valve 103 through the second bypass valve 125 and the second on-off valve 118. After the two refrigerants merge at the heat exchange control valve 103, they enter the first on-off valve 117, expand into a low-temperature gas-liquid two-phase flow through the first expansion valve 122, enter the first humidifier 101 in the vehicle to absorb heat and become a gas, and then return to the suction port of the compressor 120 through the regulating valve 119, the third three-way valve 116, the sixth three-way valve 137, and the gas-liquid separator 121, forming a complete cycle. The air flow is as follows: fresh air and return air enter the air duct through the fresh air inlet 106 and the return air inlet 107 respectively. Under the action of the in-vehicle fan 108, half of the air flows through the first in-vehicle humidifier 101, and the water vapor in this part of the air is adsorbed by the adsorption material on the first humidifier 101. The air is cooled and discharged out of the vehicle through the out-vehicle air outlet 110; the other half of the air flows through the second in-vehicle humidifier 102, and part of the heat released by the refrigerant in the second humidifier 102 is used for regeneration of the adsorption material (to evaporate the water in the adsorption material), and the other part is used for heating the air. The obtained hot and humid air enters the vehicle through the in-vehicle air outlet 111, thereby achieving the purpose of heating the in-vehicle environment.

[0174] Reference Fig.10In the second operation mode, the A port of the regulating valve 119 is connected to the B port, and the C port is connected to the D port; the mode damper 109 is in the ac connection state. The refrigerant cycle is as follows: the high-temperature and high-pressure gaseous refrigerant is sent to the exhaust port of the compressor 120 and then divided into two paths in the fourth three-way valve 134. One path enters the second heat exchanger 126 through the four-way valve 135, releases heat in the second heat exchanger 126 to become a medium-temperature liquid refrigerant, and then enters the heat exchange control valve 103; the other path enters the first humidifier 101 in the vehicle through the regulating valve 119, releases heat in the first humidifier 101 to become a medium-temperature liquid refrigerant, and enters the heat exchange control valve 103 through the first bypass valve 123 and the first on-off valve 117. After the two refrigerants merge at the heat exchange control valve 103, they enter the second on-off valve 118, expand into a low-temperature gas-liquid two-phase flow through the second expansion valve 124, and then enter the second humidifier 102 in the vehicle to absorb heat and become a gas, and then return to the suction port of the compressor 120 through the regulating valve 119, the third three-way valve 116, the sixth three-way valve 137, and the gas-liquid separator 121, forming a complete cycle. The air flow is as follows: the fresh air and the return air enter the air duct through the fresh air inlet 106 and the return air inlet 107 respectively. Under the action of the in-vehicle fan 108, half of the air flows through the second in-vehicle humidifier 102, and the water vapor in this part of the air is adsorbed by the adsorption material thereon. After the air is cooled, it is discharged out of the vehicle through the out-vehicle air outlet 110; the other half of the air flows through the first in-vehicle humidifier 101, and part of the heat released by the refrigerant in the first humidifier 101 is used for regeneration of the adsorption material (to evaporate the water in the adsorption material), and the other part is used for heating the air. The obtained hot and humid air enters the vehicle through the in-vehicle air outlet 111, thereby achieving the purpose of heating the in-vehicle environment.

[0175] In summary, in the first operation mode of operation mode 5, the first humidifier 101 is in the adsorption mode and the second humidifier 102 is in the regeneration mode; in the second operation mode of operation mode 5, the first humidifier 101 is in the regeneration mode and the second humidifier 102 is in the adsorption mode. By simply switching the communication mode between the regulating valve 119 and the mode damper 109, the system can be periodically switched between the first and second operation modes to ensure smooth operation of the system.

[0176] In both operating modes of the above-mentioned operating mode 5, the second heat exchanger 126 is fed with high-temperature refrigerant, and the frost on the heat exchanger is liquefied under the action of heat and flows out with the fins, thereby achieving the purpose of defrosting. In addition, since the two dehumidification heat exchangers in the car are alternately in the adsorption-regeneration mode, there is no risk of frost on the dehumidification heat exchanger in the car. The advantage of this mode is that it effectively solves the problem that the traditional automobile thermal management system will cool the car in the defrost mode, seriously affecting the comfort of the passengers. It still ensures heating in the car during defrosting, effectively improving the thermal comfort in the cabin.

[0177] It should be noted that, refer to Fig.11As shown, when the vehicle thermal management system 100 is applied to a hybrid vehicle, an engine cooling water jacket 138 may be added to the motor electronic control circuit, that is, the cooling water flows through the engine cooling water jacket 138 during the circulation process, making it more suitable for cooling or heating the components of the hybrid vehicle. Except for the addition of the engine water jacket, other components and operation modes are consistent with the above.

[0178] Finally, except for mode 1, in all modes of the vehicle thermal management system 100, there is always a dehumidification heat exchanger in the vehicle in adsorption mode, so the system does not need to set up a special dehumidification program or dehumidification equipment separately.

[0179] It can be understood that operation mode 1 corresponds to the first working state in the foregoing text, operation mode 2 corresponds to the second working state in the foregoing text, operation mode 3 corresponds to the third working state in the foregoing text, operation mode 4 corresponds to the fourth working state in the foregoing text, and operation mode 5 corresponds to the fifth working state in the foregoing text. Accordingly, operation mode 1 corresponds to the first heat distribution mode in the foregoing text, and operation mode 2 corresponds to the second heat distribution mode in the foregoing text.

[0180] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0181] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0182] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0183] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A vehicle thermal management system, characterized in that: include: A humidifier is used to adjust the humidity of the gas that interacts with the external space and the cabin space; A compressor, used to drive a heat exchange medium; The working state of the humidifier includes a switchable dehumidification state and a release state. When the humidifier is in the dehumidification state, water vapor is adsorbed to reduce the humidity of the gas interacting between the external space and the cabin space; when the humidifier is in the dehumidification state, water vapor is released to increase the humidity of the gas interacting between the external space and the cabin space. The humidifier comprises: A heat exchange device, used to change the temperature of the humidifier so that the temperature of the humidifier is higher or lower than the ambient temperature; The vehicle thermal management system includes a plurality of the humidifiers; and A heat distribution device, used for configuring heat exchange medium for heat exchange devices of a plurality of the humidifiers, so that the plurality of the humidifiers have the same or different working conditions; The plurality of humidifiers include: a first humidifier and a second humidifier; Wherein, the heat distribution device is connected to the first humidifier and the second humidifier respectively; The heat distribution device also includes: a first expansion valve connected to the first humidifier; a first bypass valve connected to the first humidifier and closed when the first expansion valve is opened; Wherein, when the first humidifier is in a dehumidification state or a release state, at least one of the first expansion valve and the first bypass valve is opened to allow the heat exchange medium to flow between the first humidifier and the second humidifier.

2. The vehicle thermal management system according to claim 1, characterized in that: Also includes: Wherein, the operating state of the vehicle thermal management system includes a first operating state; When the vehicle thermal management system is in the first working state, the compressor is disconnected from the heat exchange device of the humidifier, so that the heat exchange medium driven by the compressor is directly used to achieve cooling of the vehicle battery.

3. The vehicle thermal management system according to claim 1, characterized in that: The first humidifier and the second humidifier have a first heat distribution mode and a second heat distribution mode; When the first humidifier and the second humidifier are in a first heat distribution mode, the first humidifier is in a dehumidification state, and the second humidifier is in a release state; When the first humidifier and the second humidifier are in the second heating distribution mode, the first humidifier is in a release state, and the second humidifier is in a dehumidification state.

4. The vehicle thermal management system according to claim 1, characterized in that: The operating state of the vehicle thermal management system further includes a second operating state; When the vehicle thermal management system is in the second working state, the compressor is connected to the heat exchange device of the humidifier, so that the heat exchange medium driven by the compressor is used to achieve cooling of the vehicle battery and the cabin.

5. The vehicle thermal management system according to claim 1, characterized in that: in, The operating state of the vehicle thermal management system also includes a third operating state; When the vehicle thermal management system is in the third working state, the compressor is connected to the heat exchange device of the humidifier so that the heat exchange medium driven by the compressor is used to realize waste heat recovery of the vehicle battery, cooling of the vehicle compartment and waste heat recovery of the vehicle motor electronic control.

6. The vehicle thermal management system according to claim 1, characterized in that: The operating state of the vehicle thermal management system also includes a fourth operating state; When the vehicle thermal management system is in the fourth working state, the compressor is connected to the heat exchange device of the humidifier, so that the heat exchange medium driven by the compressor is used to heat the vehicle battery and the vehicle compartment.

7. The vehicle thermal management system according to claim 1, characterized in that: The operating state of the vehicle thermal management system also includes a fifth operating state; When the vehicle thermal management system is in the fifth working state, the compressor is connected to the heat exchange device of the humidifier, so that the heat exchange medium driven by the compressor is used to achieve heating of the vehicle compartment and defrosting of the vehicle.

8. The vehicle thermal management system according to any one of claims 1 to 2, characterized in that: The heat distribution device comprises: a heat exchange control valve having a first heat exchange control port connected to the first humidifier and a second heat exchange control port connected to the second humidifier; Wherein, the heat exchange control valve has a first control state; When the heat exchange control valve is in a first control state, the first heat exchange control port is communicated with the second heat exchange control port so that the first humidifier is communicated with the second humidifier through the heat exchange control valve.

9. The vehicle thermal management system according to claim 8, characterized in that: Also includes: A first heat exchanger, used to allow the heat exchange medium to exchange heat with a battery of the vehicle; The heat distribution device also includes: a battery heat exchange valve having a first heat exchange on-off port connected to the first humidifier, a second heat exchange on-off port connected to the second humidifier, and a third heat exchange on-off port connected to the first heat exchanger; Among them, the battery heat exchange valve has a first on-off state, a second on-off state and a third on-off state; when the battery heat exchange valve is in the first on-off state, the first heat exchange on-off port is connected with the third heat exchange on-off port; when the battery heat exchange valve is in the second on-off state, the first heat exchange on-off port is connected with the third heat exchange on-off port; when the battery heat exchange valve is in the third on-off state, the first heat exchange on-off port and the second heat exchange on-off port are both connected with the third heat exchange on-off port.

10. The vehicle thermal management system according to claim 9, characterized in that: The heat distribution device also includes: The first on-off valve has a first working medium on-off port communicating with the first humidifier, a second working medium on-off port communicating with the first heat exchange control port, and a third working medium on-off port communicating with the first heat exchange on-off port.

11. The vehicle thermal management system according to claim 10, characterized in that: The heat distribution device also includes: The second on-off valve has a fourth working medium on-off port communicating with the first humidifier, a fifth working medium on-off port communicating with the second heat exchange control port, and a sixth working medium on-off port communicating with the second heat exchange on-off port.

12. The vehicle thermal management system according to claim 11, characterized in that: Also includes: A second heat exchanger, used for exchanging heat between the heat exchange medium and the vehicle to achieve vehicle defrosting; The heat exchange control valve also has a third heat exchange control port connected to the second heat exchanger; when the heat exchange control valve is in a first control state, the third heat exchange control port is connected to the first heat exchange control port and the second heat exchange control port so that the first on-off valve and the second on-off valve are connected to the second heat exchanger through the heat exchange control valve.

13. The vehicle thermal management system according to claim 12, characterized in that: Also includes: The third heat exchanger is provided with a first heat exchange channel for circulating a cooling medium, and is used for exchanging heat between the heat exchange medium and the cooling medium to realize waste heat recovery of the vehicle motor and electronic control; Wherein, the heat exchange control valve is provided with a fourth heat exchange control port communicating with the first heat exchange channel; The heat exchange control valve has a second control state; when the heat exchange control valve is in the second control state, at least one of the first heat exchange control port and the second heat exchange control port is communicated with the fourth heat exchange control port.

14. The vehicle thermal management system according to claim 13, characterized in that: Also includes: a cooling medium pump, used for pumping cooling medium so that the cooling medium circulates in the first heat exchange channel; A fourth heat exchanger having a second heat exchange channel connected to the first heat exchange channel; The heat distribution device also includes: The heat exchange selection valve has a first selection on-off port connected to the first heat exchange channel and a second selection on-off port connected to the second heat exchange channel, so that the first heat exchange channel is connected with the second heat exchange channel when the first selection on-off port is connected with the second selection on-off port.

15. The vehicle thermal management system according to any one of claims 1 to 2, characterized in that: The heat distribution device also includes: A regulating valve connected between the first humidifier and the second humidifier to control the flow direction of the heat exchange medium between the first humidifier and the second humidifier; Wherein, the regulating valve has a first regulating state and a second regulating state, and when the regulating valve is in the first regulating state, the heat exchange medium flows from the first humidifier to the second humidifier; When the regulating valve is in the second regulating state, the heat exchange medium flows from the second humidifier to the first humidifier.

16. The vehicle thermal management system according to claim 15, characterized in that: Also includes: A working medium delivery pipeline, used for delivering the heat exchange working medium compressed by the compressor; A working fluid recovery pipeline is used to transport the heat exchange working fluid to the compressor; Wherein, when the regulating valve is in the first regulating state, the working fluid delivery pipeline is connected to the first humidifier and the working fluid recovery pipeline is connected to the second humidifier; When the regulating valve is in the second regulating state, the working medium delivery pipeline is connected to the second humidifier and the working medium recovery pipeline is connected to the first humidifier.

17. The vehicle thermal management system according to claim 1, characterized in that: The heat distribution device also includes: a second expansion valve connected to the second humidifier; a second bypass valve connected to the second humidifier and closed when the second expansion valve is opened; Wherein, when the second humidifier is in a dehumidification state or a release state, at least one of the first expansion valve and the first bypass valve is opened to allow the heat exchange medium to flow between the first humidifier and the second humidifier.

18. A vehicle, characterized in that: Comprising a vehicle thermal management system as claimed in any one of claims 1 to 17.

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