Thermal management system and vehicle with same

Abstract

The invention discloses a heat management system and a vehicle with the same, the heat management system comprises an air conditioner module and a battery module, the air conditioner module comprises a compressor, a first in-vehicle heat exchanger and a second in-vehicle heat exchanger which are connected to form a first refrigerant loop, and the first in-vehicle heat exchanger and the second in-vehicle heat exchanger are connected in series; the battery module comprises a battery heat exchanger exchanging heat with the battery, and the battery heat exchanger is connected to the first refrigerant loop. According to the heat management system, the first in-vehicle heat exchanger and the second in-vehicle heat exchanger which are connected in series are arranged, the battery heat exchanger is connected to the first refrigerant loop, one of the two heat exchangers can achieve a preheating effect when a vehicle cabin is heated, and the other heat exchanger can achieve a secondary heating effect; therefore, the air outlet temperature of the air-conditioning box can be increased; the battery can be heated through the first refrigerant loop and the battery heat exchanger, the heat exchange efficiency of the battery is improved, the heat management system has the good heating effect, and the heating energy consumption is low.

Description

Technical Field

[0001] The present invention relates to the technical field of thermal management systems, and in particular, to a thermal management system and a vehicle having the same. Background Art

[0002] In related technologies, the thermal management system of a vehicle usually combines an in-vehicle condenser and a PTC heating element for heating. However, this thermal management system is only applicable to R134a refrigerant or R123yf refrigerant, and is not applicable to carbon dioxide-based refrigerants. Moreover, it cannot meet the thermal management requirements of carbon dioxide-based refrigerants in low-temperature environments, resulting in a low heating COP (Coefficient of Performance, the heating efficiency that can be provided under a certain absorbed power during operation), high heating energy consumption, and high cost of the thermal management system. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, an object of the present invention is to provide a thermal management system that can increase the outlet air temperature of the air conditioning box, enable the thermal management system to have a good heating effect, and have low heating energy consumption.

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

[0005] The thermal management system according to the first aspect embodiment of the present invention includes: an air conditioning module, the air conditioning module includes a compressor, a first in-vehicle heat exchanger, and a second in-vehicle heat exchanger connected to form a first refrigerant circuit, and the first in-vehicle heat exchanger and the second in-vehicle heat exchanger are connected in series; a battery module, the battery module includes a battery heat exchanger for exchanging heat with the battery, and the battery heat exchanger is connected to the first refrigerant circuit.

[0006] According to the thermal management system of the embodiment of the present invention, by arranging a first in-vehicle heat exchanger and a second in-vehicle heat exchanger connected in series in the air conditioning box and connecting the battery heat exchanger to the first refrigerant circuit, when heating the vehicle cabin, one of the two heat exchangers (i.e., the above-mentioned first in-vehicle heat exchanger and the second in-vehicle heat exchanger) can play a preheating effect, and the other can play a secondary heating effect, thereby increasing the outlet air temperature of the air conditioning box. At the same time, the first refrigerant circuit and the battery heat exchanger can be used to heat the battery, improving the heat exchange efficiency of the battery, and further enabling the thermal management system to have a good heating effect and low heating energy consumption.

[0007] According to some embodiments of the present invention, the thermal management system further includes: a control valve assembly, the control valve assembly is respectively connected to the first refrigerant circuit and the battery heat exchanger, and the control valve assembly controls at least one of the first in-vehicle heat exchanger and the battery heat exchanger to communicate with the compressor.

[0008] According to some embodiments of the present invention, the thermal management system has at least one of a separate cabin heating state, a separate battery heating state, and a cabin + battery heating state. When the thermal management system is in the separate cabin heating state, the control valve assembly controls the refrigerant flowing out of the compressor to sequentially flow through the first in-vehicle heat exchanger and the second in-vehicle heat exchanger; when the thermal management system is in the separate battery heating state, the control valve assembly controls the refrigerant flowing out of the compressor to flow through the battery heat exchanger; when the thermal management system is in the cabin + battery heating state, the control valve assembly controls a part of the refrigerant flowing out of the compressor to sequentially flow through the first in-vehicle heat exchanger and the second in-vehicle heat exchanger, and another part of the refrigerant to flow through the battery heat exchanger.

[0009] According to some embodiments of the present invention, the control valve assembly includes: a first control valve connected to the first refrigerant circuit and provided between the compressor and the first in-vehicle heat exchanger; a second control valve provided between the compressor and the battery heat exchanger.

[0010] According to some embodiments of the present invention, the control valve assembly further includes: a first throttle valve connected to the first refrigerant circuit and provided between the second in-vehicle heat exchanger and the compressor; a second throttle valve provided between the second control valve and the battery heat exchanger.

[0011] According to some embodiments of the present invention, the thermal management system further includes: a gas-liquid separator having a first channel, a first end of the first channel communicating with the compressor, and a second end of the first channel communicating with at least one of the second in-vehicle heat exchanger and the battery heat exchanger.

[0012] According to some embodiments of the present invention, the gas-liquid separator further has a second channel. When the thermal management system has at least one of a separate cabin cooling state, a separate battery cooling state, and a cabin + battery cooling state, the refrigerant in the first channel exchanges heat with the refrigerant in the second channel when the thermal management system is in the separate cabin cooling state, the separate battery cooling state, or the cabin + battery cooling state.

[0013] According to some embodiments of the present invention, the air conditioning module further includes an out-of-vehicle heat exchanger and an evaporator. The out-of-vehicle heat exchanger communicates with at least one of the evaporator and the battery heat exchanger through the second channel, and the evaporator communicates with the compressor through the first channel.

[0014] According to some embodiments of the present invention, when the thermal management system is in the separate passenger compartment refrigeration state, the control valve assembly controls the refrigerant flowing out of the compressor to sequentially flow through the external heat exchanger and the evaporator; when the thermal management system is in the separate battery refrigeration state, the control valve assembly controls the refrigerant flowing out of the compressor to sequentially flow through the external heat exchanger and the battery heat exchanger; when the thermal management system is in the passenger compartment + battery refrigeration state, the control valve assembly controls the refrigerant flowing out of the compressor to first flow through the external heat exchanger and then flow through the evaporator and the battery heat exchanger respectively.

[0015] According to some embodiments of the present invention, the control valve assembly further includes: a third control valve disposed between the compressor and the external heat exchanger; a fourth control valve disposed between the second control valve and the first channel; a third throttle valve disposed between the second channel and the evaporator, and / or the third throttle valve disposed between the evaporator and the first channel; a first check valve disposed between the external heat exchanger and the second channel to control the refrigerant to flow from the external heat exchanger to the second channel.

[0016] According to some embodiments of the present invention, the thermal management system has at least one of a separate dehumidification state, a dehumidification + battery heating state, and a dehumidification + battery refrigeration state. When the thermal management system is in the separate dehumidification state, the control valve assembly controls the refrigerant flowing out of the compressor to sequentially flow through the first interior heat exchanger, the second interior heat exchanger, and the evaporator; when the thermal management system is in the dehumidification + battery heating state, the control valve assembly controls the refrigerant flowing out of the compressor to flow through the first interior heat exchanger and the battery heat exchanger respectively, and then flow through the evaporator; when the thermal management system is in the dehumidification + battery refrigeration state, the control valve assembly controls the refrigerant flowing out of the compressor to first flow through the first interior heat exchanger and the second interior heat exchanger, and then flow through the evaporator and the battery heat exchanger respectively.

[0017] According to some embodiments of the present invention, the thermal management system has at least one of a passenger compartment heating + battery refrigeration and a passenger compartment refrigeration + battery heating state. When the thermal management system is in the passenger compartment heating + battery refrigeration state, the control valve assembly controls the refrigerant flowing out of the compressor to sequentially flow through the first interior heat exchanger, the second interior heat exchanger, and the battery heat exchanger; when the thermal management system is in the passenger compartment refrigeration + battery heating state, the control valve assembly controls the refrigerant flowing out of the compressor to sequentially flow through the battery heat exchanger and the evaporator.

[0018] According to some embodiments of the present invention, the thermal management system further includes: a high-pressure heat exchange module, the high-pressure heat exchange module includes a radiator, a high-pressure unit, and a plate heat exchanger, the plate heat exchanger has a first heat exchange flow path and a second heat exchange flow path, the radiator, the high-pressure unit, and the first heat exchange flow path form a coolant circuit, a first end of the second heat exchange flow path is communicated with the second in-vehicle heat exchanger and the battery heat exchanger, and a second end of the second heat exchange flow path is communicated with the compressor.

[0019] According to some embodiments of the present invention, the high-pressure heat exchange module further includes: a pump body, the pump body is arranged between a first end of the high-pressure unit and a first end of the first heat exchange flow path; a water temperature sensor, the water temperature sensor is arranged between the pump body and the first end of the first heat exchange flow path; a liquid storage member, the liquid storage member is respectively communicated with the radiator, the high-pressure unit, and the pump body.

[0020] According to some embodiments of the present invention, the high-pressure heat exchange module further includes a multi-way valve, the multi-way valve is arranged between the radiator and a second end of the first heat exchange flow path, the multi-way valve has a first valve port, a second valve port, and a third valve port, the first valve port is communicated with the second end of the first heat exchange flow path, the second valve port is communicated with a second end of the high-pressure unit, the third valve port is communicated with the radiator, wherein the first valve port is selectively communicated with the second valve port or the third valve port.

[0021] According to some embodiments of the present invention, the control valve assembly further includes: a second one-way valve, the second one-way valve is arranged between the battery heat exchanger and a first end of the second heat exchange flow path to control the refrigerant to flow from the battery heat exchanger to the second heat exchange flow path; a third one-way valve, the third one-way valve is arranged between the compressor and the battery heat exchanger to control the refrigerant to flow from the compressor to the battery heat exchanger.

[0022] According to some embodiments of the present invention, the thermal management system further includes: a refrigerator heat exchanger, the refrigerator heat exchanger is arranged between the first channel and the second channel, and a fourth throttle valve is arranged between the refrigerator heat exchanger and the second channel.

[0023] According to some embodiments of the present invention, the thermal management system further includes: a refrigerator heating member, the refrigerator heating member is used for heating the refrigerator.

[0024] According to some embodiments of the present invention, the thermal management system further includes: a high-pressure heat exchange module, the high-pressure heat exchange module is connected to the first refrigerant circuit.

[0025] According to some embodiments of the present invention, the high-pressure heat exchange module includes an intelligent driving heat exchanger, an electronic control heat exchanger, and a motor heat exchanger connected to form a second refrigerant circuit. The first end of the second refrigerant circuit is communicated with the second in-vehicle heat exchanger and the battery heat exchanger, and the second end of the second refrigerant circuit is communicated with the second end of the first channel.

[0026] A vehicle according to an embodiment of the second aspect of the present invention includes the thermal management system according to the above first aspect embodiment of the present invention.

[0027] The additional aspects and advantages of the present invention will be partly given in the following description, partly will become obvious from the following description, or will be understood through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The above and / or additional aspects and advantages of the present invention will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, wherein: Figure 1 is a schematic diagram of a thermal management system according to an embodiment of the present invention; Figure 2 is Figure 1 a schematic diagram of the thermal management system shown in the separate cabin heating state; Figure 3 is Figure 1 a schematic diagram of the thermal management system shown in the separate battery heating state; Figure 4 is Figure 1 a schematic diagram of the thermal management system shown in the cabin + battery heating state; Figure 5 is Figure 1 a schematic diagram of the thermal management system shown in the separate cabin cooling state; Figure 6 is Figure 1 a schematic diagram of the thermal management system shown in the separate battery cooling state; Figure 7 is Figure 1 a schematic diagram of the thermal management system shown in the cabin + battery cooling state; Figure 8 is Figure 1 a schematic diagram of the thermal management system shown in the separate dehumidification state; Figure 9 is Figure 1 a schematic diagram of the thermal management system shown in the dehumidification + battery heating state; Figure 10 is Figure 1 a schematic diagram of the thermal management system shown in the dehumidification + battery cooling state; Figure 11 is Figure 1Schematic diagram of the thermal management system in the state of cabin heating + battery cooling; Figure 12 is Figure 1 Schematic diagram of the thermal management system in the state of cabin cooling + battery heating; Figure 13 Schematic diagram of the thermal management system according to another embodiment of the present invention; Figure 14 is Figure 13 Schematic diagram of the thermal management system in the state of separate cabin heating; Figure 15 is Figure 13 Schematic diagram of the thermal management system in the state of separate battery heating; Figure 16 is Figure 13 Schematic diagram of the thermal management system in the state of separate cabin cooling; Figure 17 is Figure 13 Schematic diagram of the thermal management system in the state of separate battery cooling; Figure 18 is Figure 13 Schematic diagram of the thermal management system in the state of refrigerator cooling.

[0029] Reference numerals: 100: Thermal management system; 10: Compressor; 11: First in-vehicle heat exchanger; 12: Second in-vehicle heat exchanger; 13: Battery heat exchanger; 14: First control valve; 15: Second control valve; 16: First throttle valve; 17: Second throttle valve; 18: Gas-liquid separator; 181: First channel; 182: Second channel; 19: Out-of-vehicle heat exchanger; 20: Evaporator; 21: Third control valve; 22: Fourth control valve; 23: Third throttle valve; 24: First check valve; 25: Radiator; 26: High-pressure unit; 27: Plate heat exchanger; 271: First heat exchange flow path; 272: Second heat exchange flow path; 28: Pump body; 29: Water temperature sensor; 30: Liquid storage member; 31: Multi-way valve; 311: First valve port; 312: Second valve port; 313: Third valve port; 32: Second check valve; 33: Third check valve; 34: Refrigerator heat exchanger; 35: Fourth throttle valve; 36: Fifth throttle valve; 37: Intelligent driving heat exchanger; 38: Electric control heat exchanger; 39: Motor heat exchanger; 40: Sixth throttle valve; 41: Fifth control valve; 42: First temperature and pressure sensor; 43: Second temperature and pressure sensor; 44: Third temperature and pressure sensor; 45: Fourth temperature and pressure sensor; 46: Fifth temperature and pressure sensor; 47: Sixth temperature and pressure sensor; 48: Seventh temperature and pressure sensor; 49: Eighth temperature and pressure sensor; 50: Ninth temperature and pressure sensor; 51: Tenth temperature and pressure sensor; 52: Eleventh temperature and pressure sensor; 53: Twelfth temperature and pressure sensor; 54: Fan; 55: Refrigerator heating element; 56: Thirteenth temperature and pressure sensor; 57: Seventh throttle valve. Detailed implementation manner

[0030] The following refers to Figures 1 - 18 Describe the thermal management system 100 according to the embodiment of the first aspect of the present invention. Among them, the thermal management system 100 is taken as an example applied to a vehicle for illustration, but it is not limited thereto.

[0031] As Figures 1 - 18 shown, the thermal management system 100 according to the embodiment of the first aspect of the present invention includes: an air conditioning module, a battery module, and a control valve assembly.

[0032] Specifically, the air conditioning module includes a compressor 10, a first in-vehicle heat exchanger 11, and a second in-vehicle heat exchanger 12 connected to form a first refrigerant circuit, and the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 are connected in series. The battery module includes a battery heat exchanger 13 for heat exchange with the battery, and the battery heat exchanger 13 is connected to the first refrigerant circuit.

[0033] For example, in Figure 1 and Figure 13In the example, the compressor 10, the first in-vehicle heat exchanger 11, and the second in-vehicle heat exchanger 12 are connected in series in sequence to form a first refrigerant circuit. That is, the outlet of the compressor 10 is communicated with the inlet of the first in-vehicle heat exchanger 11, the outlet of the first in-vehicle heat exchanger 11 is communicated with the inlet of the second in-vehicle heat exchanger 12, and the outlet of the second in-vehicle heat exchanger 12 is communicated with the inlet of the compressor 10. The first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 can be arranged in the air-conditioning box. When the refrigerant, such as a carbon dioxide-based refrigerant, flows through the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12, heat exchange is performed with the outside or in-vehicle air sucked by the blower, so as to heat the vehicle interior. The battery heat exchanger 13 is connected in parallel with the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12.

[0034] It should be noted that the carbon dioxide-based refrigerant is a carbon dioxide refrigerant or a mixed refrigerant based on carbon dioxide.

[0035] Since the discharge temperature of the carbon dioxide-based refrigerant can reach 130°C to 150°C, when the thermal management system 100 uses a carbon dioxide-based refrigerant, the heat exchange efficiency of a single heat exchanger for a single heat exchange is relatively low, which is not conducive to exerting the heating efficiency of the carbon dioxide-based refrigerant. In this application, two in-vehicle heat exchangers (i.e., the above-mentioned first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12) are used for heat exchange during heating, so as to perform secondary heat exchange on the carbon dioxide-based refrigerant, enhance the heat exchange amount, and achieve a better heating effect and a better energy efficiency ratio.

[0036] Among them, the refrigerant flowing out of the compressor 10 flows through at least one of the first in-vehicle heat exchanger 11 and the battery heat exchanger 13.

[0037] Specifically, when heating the vehicle cabin, the inlet of the first in-vehicle heat exchanger 11 is communicated with the outlet of the compressor 10. At this time, the carbon dioxide-based refrigerant can first flow through the first in-vehicle heat exchanger 11 and then through the second in-vehicle heat exchanger 12, so that the temperature of the first in-vehicle heat exchanger 11 is higher than that of the second in-vehicle heat exchanger 12. At this time, the cold air first performs heat exchange with the temperature-lower second in-vehicle heat exchanger 12 to achieve a preheating effect, and then performs heat exchange with the temperature-higher first in-vehicle heat exchanger 11 to achieve a secondary heating effect, so that the temperature of the hot air blown out from the air-conditioning box is higher, thereby effectively improving the heating effect of the thermal management system 100.

[0038] When heating the battery, the inlet of the battery heat exchanger 13 is communicated with the outlet of the compressor 10. The compressor 10 can compress the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. At this time, the high-temperature and high-pressure refrigerant flowing out of the compressor 10 flows to the battery heat exchanger 13 and releases a large amount of heat to heat the battery. Then, the low-temperature and low-pressure refrigerant flowing out of the battery heat exchanger 13 flows back to the compressor 10.

[0039] When heating the passenger compartment and the battery simultaneously, the outlet of the compressor 10 is respectively communicated with the inlet of the first in-vehicle heat exchanger 11 and the inlet of the battery heat exchanger 13. At this time, the high-temperature and high-pressure refrigerant flowing out of the compressor 10 is divided into two parts. One part of the high-temperature and high-pressure refrigerant flows to the battery heat exchanger 13 to release heat for heating the battery; the other part of the high-temperature and high-pressure refrigerant flows to the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 to release heat for heating the passenger compartment. Thus, heating of the battery and the passenger compartment is achieved simultaneously.

[0040] According to the heat management system 100 of the embodiment of the present invention, by arranging the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 in series connection in the air conditioner box and connecting the battery heat exchanger 13 to the first refrigerant circuit, when heating the passenger compartment, one of the two heat exchangers (i.e., the above-mentioned first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12) can play a preheating effect, and the other can play a secondary heating effect, thereby improving the air outlet temperature of the air conditioner box; at the same time, the battery can be heated by using the first refrigerant circuit and the battery heat exchanger 13, improving the heat exchange efficiency of the battery, and further enabling the heat management system 100 to have a good heating effect and low heating energy consumption.

[0041] According to some embodiments of the present invention, with reference to Figure 1 and Figure 13 , the heat management system 100 further includes a control valve assembly. The control valve assembly is respectively connected to the first refrigerant circuit and the battery heat exchanger 13, and the control valve assembly controls at least one of the first in-vehicle heat exchanger 11 and the battery heat exchanger 13 to be communicated with the compressor 10. Among them, the control valve assembly can be arranged between the compressor 10 and the first in-vehicle heat exchanger 11, and between the compressor 10 and the battery heat exchanger 13. Thus, the flow direction of the high-temperature and high-pressure refrigerant can be accurately controlled through the control valve assembly, which is beneficial to accurately heating the passenger compartment and / or the battery, and ensuring that the heat management system 100 has a good heating effect.

[0042] According to some embodiments of the present invention, the heat management system 100 has at least one of a separate passenger compartment heating state, a separate battery heating state, and a passenger compartment + battery heating state.

[0043] As Figure 2 and Figure 14 shown, when the heat management system 100 is in the separate passenger compartment heating state, the control valve assembly controls the refrigerant flowing out of the compressor 10 to flow through the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 in sequence. At this time, the first in-vehicle heat exchanger 11 is communicated with the compressor 10, so that the high-temperature and high-pressure refrigerant flowing out of the compressor 10 first flows through the first in-vehicle heat exchanger 11 and then through the second in-vehicle heat exchanger 12, and releases a large amount of heat, and can heat the cold air twice to increase the air outlet temperature of the air conditioner box.

[0044] AsFigure 3 and Figure 15 As shown in Figure 15 , when the thermal management system 100 is in the single battery heating state, the control valve assembly controls the refrigerant flowing out of the compressor 10 to flow through the battery heat exchanger 13. At this time, only the battery heat exchanger 13 is connected to the compressor 10, so that the high-temperature and high-pressure refrigerant flowing out of the compressor 10 flows to the battery heat exchanger 13 and releases heat to heat the battery.

[0045] When the thermal management system 100 is in the cabin + battery heating state, the control valve assembly controls a part of the refrigerant flowing out of the compressor 10 to flow through the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 in sequence, and another part of the refrigerant flows through the battery heat exchanger 13. As Figure 4 shown in Figure 4 , when the thermal management system 100 is in the cabin + battery heating state, at this time both the first in-vehicle heat exchanger 11 and the battery heat exchanger 13 are connected to the compressor 10, so that the high-temperature and high-pressure refrigerant flowing out of the compressor 10 is divided into two parts. One part of the high-temperature and high-pressure refrigerant flows to the battery heat exchanger 13 and releases heat to heat the battery, and the other part of the high-temperature and high-pressure refrigerant flows to the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 and releases heat to heat the cabin.

[0046] Furthermore, the control valve assembly includes a first control valve 14 and a second control valve 15. The first control valve 14 is connected to the first refrigerant circuit, and the first control valve 14 is arranged between the compressor 10 and the first in-vehicle heat exchanger 11. Referring to Figure 1 and Figure 13 , both ends of the first control valve 14 can be respectively connected to the outlet of the compressor 10 and the inlet of the first in-vehicle heat exchanger 11. When heating the cabin, the first control valve 14 can be opened so that the high-temperature and high-pressure refrigerant of the compressor 10 can flow to the first in-vehicle heat exchanger 11; when there is no need to heat the cabin, the first control valve 14 can be closed. At this time, the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 can be enclosed as a separate space to prevent the gaseous refrigerant in other states (such as the battery heating state) from entering the relatively low-temperature first in-vehicle heat exchanger 11 and / or the second in-vehicle heat exchanger 12 and condensing into liquid refrigerant, thereby improving the heat exchange effect of the thermal management system 100.

[0047] The second control valve 15 is arranged between the compressor 10 and the battery heat exchanger 13. As Figure 1 and Figure 13 shown, both ends of the second control valve 15 can be respectively connected to the outlet of the compressor 10 and the inlet of the battery heat exchanger 13. When heating the battery, the second control valve 15 can be opened so that the high-temperature and high-pressure refrigerant of the compressor 10 can flow to the battery heat exchanger 13; when cooling the battery or there is no need to heat the battery, the second control valve 15 can be closed to prevent the high-temperature and high-pressure refrigerant from flowing to the battery heat exchanger 13. Thereby, the heat exchange effect of the thermal management system 100 can be further improved.

[0048] Optionally, the first control valve 14 and the second control valve 15 may be normally closed solenoid valves, but are not limited thereto.

[0049] Furthermore, the control valve assembly further includes a first throttle valve 16 and a second throttle valve 17. The first throttle valve 16 is connected to the first refrigerant circuit, and the first throttle valve 16 is provided between the second in-vehicle heat exchanger 12 and the compressor 10. The second throttle valve 17 is provided between the second control valve 15 and the battery heat exchanger 13. As Figure 1 and Figure 13 shown, both ends of the first throttle valve 16 may be respectively communicated with the outlet of the second in-vehicle heat exchanger 12 and the inlet of the compressor 10. The high-temperature and high-pressure refrigerant flows through the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12, and exchanges heat with the cold air blown by the blower. Among them, the cold air first exchanges heat with the second in-vehicle heat exchanger 12 with a lower temperature, and then exchanges heat with the first in-vehicle heat exchanger 11 with a higher temperature. The heat-exchanged medium-temperature and high-pressure refrigerant is throttled and depressurized by the first throttle valve 16 into a low-temperature and low-pressure refrigerant, and then the low-temperature and low-pressure refrigerant flows back to the compressor 10.

[0050] Both ends of the second throttle valve 17 may be respectively communicated with the outlet of the compressor 10 and the inlet of the battery heat exchanger 13. The high-temperature and high-pressure refrigerant flows through the second control valve 15 and the second throttle valve 17 to the battery heat exchanger 13. The high-temperature and high-pressure refrigerant in the battery heat exchanger 13 releases heat to the battery to achieve heating of the battery. Among them, the temperature limit value and target requirements of the refrigerant at the inlet of the battery heat exchanger 13 can be met by adjusting the rotation speed of the compressor 10 and the opening degree of the second throttle valve 17.

[0051] Optionally, both the first throttle valve 16 and the second throttle valve 17 may be electronic expansion valves (as Figure 13 shown); or, the first throttle valve 16 may be an electronic expansion valve, and the second throttle valve 17 may be a variable large-diameter throttle valve (as Figure 1 shown). At this time, the opening degree of the second throttle valve 17 can be adjusted, and the temperature of the refrigerant flowing to the battery heat exchanger 13 can be accurately controlled by adjusting the opening degree of the second throttle valve 17, so that the amount of refrigerant flowing to the battery heat exchanger 13 during heating can be effectively controlled.

[0052] According to some embodiments of the present invention, as Figure 1 and Figure 13As shown, the thermal management system 100 further includes a gas-liquid separator 18. The gas-liquid separator 18 has a first channel 181. The first end of the first channel 181 is connected to the compressor 10. For example, the first end of the first channel 181 can be connected to the inlet of the compressor 10, that is, the gas-liquid separator 18 is arranged at the intake end of the compressor 10. The gas-liquid separator 18 can separate the gas and liquid of the refrigerant, so that the refrigerant flowing back to the compressor 10 is all gaseous refrigerant, ensuring stable suction of the compressor 10.

[0053] The second end of the first channel 181 is connected to at least one of the second in-vehicle heat exchanger 12 and the battery heat exchanger 13. Among them, as Figure 2 and Figure 14 shown, when the thermal management system 100 is in the single cabin heating state, the second end of the first channel 181 can be only connected to the second in-vehicle heat exchanger 12. At this time, the high-temperature and high-pressure refrigerant flowing out of the compressor 10 flows through the first control valve 14 to the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 to release heat to the vehicle interior. The heat-exchanged refrigerant is throttled and depressurized by the first throttle valve 16 and flows back to the compressor 10 through the first channel 181.

[0054] As Figure 3 and Figure 15 shown, when the thermal management system 100 is in the single battery heating state, the second end of the first channel 181 can be only connected to the battery heat exchanger 13. At this time, the high-temperature and high-pressure refrigerant flowing out of the compressor 10 flows through the second control valve 15 and the second throttle valve 17 to the battery heat exchanger 13 to release heat to the battery. The heat-exchanged refrigerant flows back to the compressor 10 through the first channel 181.

[0055] As Figure 4 shown, when the thermal management system 100 is in the cabin + battery heating state, the second end of the first channel 181 can be connected to both the second in-vehicle heat exchanger 12 and the battery heat exchanger 13. At this time, the high-temperature and high-pressure refrigerant flowing out of the compressor 10 is divided into two parts. One part of the high-temperature and high-pressure refrigerant flows through the first control valve 14 to the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 to release heat to the vehicle interior and flows to the first throttle valve 16 for throttling and depressurization; the other part of the high-temperature and high-pressure refrigerant flows through the second control valve 15 and the second throttle valve 17 to the battery heat exchanger 13 to release heat to the battery; then, the refrigerant flowing out of the first throttle valve 16 and the battery heat exchanger 13 flows back to the compressor 10 through the first channel 181.

[0056] Furthermore, the gas-liquid separator 18 further has a second channel 182. The thermal management system 100 has at least one of a separate passenger compartment refrigeration state, a separate battery refrigeration state, and a passenger compartment + battery refrigeration state. When the thermal management system 100 is in the separate passenger compartment refrigeration state, the separate battery refrigeration state, or the passenger compartment + battery refrigeration state, the refrigerant in the first channel 181 exchanges heat with the refrigerant in the second channel 182. That is to say, when the thermal management system 100 is in the separate passenger compartment refrigeration state, the separate battery refrigeration state, or the passenger compartment + battery refrigeration state, the gas-liquid separator 18 has a regenerator function.

[0057] Since carbon dioxide-based refrigerants are different from traditional refrigerants and belong to a transcritical cycle, that is, there is no phase change latent heat release process from gas to liquid in the heat exchanger for carbon dioxide-based refrigerants, but only a sensible heat release process in which the temperature of the carbon dioxide-based refrigerant gas decreases, and the heat release efficiency is low. In addition, when refrigerating, if there is no regenerator, first, the enthalpy value at the inlet of the heat exchanger cannot be reduced, and the refrigeration COP is poor; second, the superheat at the outlet of the battery heat exchanger 13 is not high, and compressor 10 liquid slugging failure may occur. Therefore, a regenerator needs to be provided. In this application, by providing a gas-liquid separator 18 with a heat regeneration function, the integration degree of components can be improved, the number of components of the thermal management system 100 can be reduced, and it is convenient to arrange in the vehicle.

[0058] The refrigerant in the second channel 182 can transfer heat to the refrigerant in the first channel 181, thereby increasing the temperature of the refrigerant in the first channel 181, making the temperature of the refrigerant flowing back to the compressor 10 through the first channel 181 relatively high. After being pressurized by the compressor 10, high-temperature and high-pressure refrigerant can be formed. Moreover, by exchanging heat between the refrigerant in the first channel 181 and the refrigerant in the second channel 182, it is beneficial to increase the overall cooling capacity (or heating capacity) and energy efficiency of the thermal management system 100.

[0059] According to some specific embodiments of the present invention, the air conditioning module further includes an external heat exchanger 19 and an evaporator 20. The external heat exchanger 19 is connected to at least one of the evaporator 20 and the battery heat exchanger 13 through the second channel 182, and the evaporator 20 is connected to the compressor 10 through the first channel 181.

[0060] For example, in Figure 1 and Figure 13 example, the compressor 10, the external heat exchanger 19, the second channel 182, the evaporator 20, and the first channel 181 are connected in series. The external heat exchanger 19 is arranged in parallel with the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12, and the evaporator 20 and the battery heat exchanger 13 are arranged in parallel. In this way, the outlet of the compressor 10 is connected to the inlet of the external heat exchanger 19, the outlet of the external heat exchanger 19 is connected to the inlet of the evaporator 20 through the second channel 182, and the outlet of the evaporator 20 is connected to the inlet of the compressor 10 through the second channel 182.

[0061] Alternatively, the outlet of the external heat exchanger 19 communicates with the battery heat exchanger 13 through the second channel 182. At this time, the outlet of the external heat exchanger 19 is connected to one end of the battery heat exchanger 13 away from the second throttle valve 17. A sixth throttle valve 40 can be provided on the side of the battery heat exchanger 13 away from the second throttle valve 17, so that the second throttle valve 17 and the sixth throttle valve 40 can be located on both sides of the battery heat exchanger 13 respectively.

[0062] When the thermal management system 100 is in the single cabin cooling state, the control valve assembly controls the refrigerant flowing out of the compressor 10 to flow through the external heat exchanger 19 and the evaporator 20 in sequence.

[0063] As Figure 5 and Figure 16 shown, when the thermal management system 100 is in the cabin cooling state, both the external heat exchanger 19 and the evaporator 20 are connected to the compressor 10, so that the high-temperature and high-pressure refrigerant flowing out of the compressor 10 flows to the external heat exchanger 19. The external heat exchanger 19 exchanges heat with the air inhaled by its front-end cooling module and releases a large amount of heat. The medium-temperature and high-pressure refrigerant after heat exchange flows through the second channel 182 to the evaporator 20. After the medium-temperature and high-pressure refrigerant in the evaporator 20 absorbs the heat of the air and is heated and evaporated, it then flows back to the compressor 10 through the first channel 181. In this way, the cycle is realized to cool the cabin. Among them, the refrigerant in the first channel 181 and the refrigerant in the second channel 182 exchange heat, which can reduce the temperature enthalpy value at the inlet of the evaporator 20, increase the suction temperature of the compressor 10, avoid liquid carry-over during suction, and thus can improve the COP and refrigeration capacity of the thermal management system 100.

[0064] When the thermal management system 100 is in the single battery cooling state, the control valve assembly controls the refrigerant flowing out of the compressor 10 to flow through the external heat exchanger 19 and the battery heat exchanger 13 in sequence.

[0065] As Figure 6 and Figure 17 shown, when the thermal management system 100 is in the single battery cooling state, the external heat exchanger 19 and the battery heat exchanger 13 are connected to the compressor 10, so that the high-temperature and high-pressure refrigerant flowing out of the compressor 10 flows to the external heat exchanger 19. The external heat exchanger 19 exchanges heat with the air inhaled by its front-end cooling module and releases a large amount of heat. The medium-temperature and high-pressure refrigerant after heat exchange flows through the second channel 182 to the sixth throttle valve 40, and is throttled and depressurized by the sixth throttle valve 40 to be a low-temperature and low-pressure refrigerant. The low-temperature and low-pressure refrigerant then flows to the battery heat exchanger 13, absorbs the heat of the battery and is heated and evaporated, and then flows back to the compressor 10 through the second throttle valve 17 for throttling and depressurization and the first channel 181. In this way, the cycle is realized to cool the battery.

[0066] When the thermal management system 100 is in the state of cabin + battery refrigeration, the control valve assembly controls the refrigerant flowing out of the compressor 10 to first flow through the external heat exchanger 19 and then flow through the evaporator 20 and the battery heat exchanger 13 respectively.

[0067] As Figure 7 shown, when the thermal management system 100 is in the state of cabin + battery refrigeration, the external heat exchanger 19, the evaporator 20 and the battery heat exchanger 13 are all connected to the compressor 10, so that the high-temperature and high-pressure refrigerant flowing out of the compressor 10 flows to the external heat exchanger 19. The external heat exchanger 19 exchanges heat with the air inhaled by the front-end cooling module and releases a large amount of heat. The medium-temperature and high-pressure refrigerant after heat exchange flows to the second channel 182, and the medium-temperature and high-pressure refrigerant flowing out of the second channel 182 is divided into two parts. One part of the medium-temperature and high-pressure refrigerant flows to the evaporator 20. The medium-temperature and high-pressure refrigerant in the evaporator 20 absorbs the heat of the air and is heated and evaporated, and then flows back to the compressor 10 through the first channel 181; the other part of the medium-temperature and high-pressure refrigerant flows to the battery heat exchanger 13 after being throttled and depressurized by the sixth throttle valve 40, absorbs the heat of the battery and is heated and evaporated, and then flows back to the compressor 10 through the second throttle valve 17 and the first channel 181. In this way, the cycle is realized to cool the cabin and the battery simultaneously.

[0068] Furthermore, referring to Figure 1 and Figure 13 , the control valve assembly further includes a third control valve 21, a fourth control valve 22, a third throttle valve 23 and a first check valve 24. The third control valve 21 is arranged between the compressor 10 and the external heat exchanger 19. For example, the third control valve 21 is arranged between the outlet of the compressor 10 and the inlet of the external heat exchanger 19 to control the refrigerant flowing out of the compressor 10 to flow to the external heat exchanger 19. The fourth control valve 22 is arranged between the second control valve 15 and the first channel 181. For example, the fourth control valve 22 is arranged between the second end of the first channel 181 and the second control valve 15 to control the refrigerant flowing out of the battery heat exchanger 13 to flow to the gas-liquid separator 18.

[0069] The third throttle valve 23 is arranged between the second channel 182 and the evaporator 20, and / or the third throttle valve 23 is arranged between the evaporator 20 and the first channel 181. Among them, as Figure 1 shown, the third throttle valve 23 can be one, and this third throttle valve 23 is arranged between the outlet of the second channel 182 and the inlet of the evaporator 20 to throttle and depressurize the refrigerant flowing to the evaporator 20; as Figure 13 shown, the third throttle valve 23 can be two. One of them is arranged between the outlet of the second channel 182 and the inlet of the evaporator 20 to throttle and depressurize the refrigerant flowing to the evaporator 20, and the other is arranged between the outlet of the evaporator 20 and the second end of the first channel 181 to throttle and depressurize the refrigerant flowing to the compressor 10.

[0070] Reference Figure 1 and Figure 13 Figure 13 , a first one - way valve 24 is arranged between the external heat exchanger 19 of the vehicle and the second channel 182 to control the refrigerant to flow from the external heat exchanger 19 to the second channel 182. For example, the first one - way valve 24 is arranged between the outlet of the external heat exchanger 19 and the inlet of the second channel 182 to ensure that the refrigerant from the external heat exchanger 19 flows into the second channel 182 and prevent the refrigerant from flowing back to the external heat exchanger 19.

[0071] According to some embodiments of the present invention, the thermal management system 100 has at least one of a separate dehumidification state, a dehumidification + battery heating state, and a dehumidification + battery cooling state.

[0072] When the thermal management system 100 is in the separate dehumidification state, the control valve assembly controls the refrigerant flowing out from the compressor 10 to sequentially flow through the first in - vehicle heat exchanger 11, the second in - vehicle heat exchanger 12, and the evaporator 20. As Figure 8 shown, when the thermal management system 100 is in the separate dehumidification state, both the first in - vehicle heat exchanger 11 and the evaporator 20 are connected to the compressor 10, so that the high - temperature and high - pressure refrigerant flowing out from the compressor 10 flows to the first in - vehicle heat exchanger 11 and the second in - vehicle heat exchanger 12, exchanges heat with the cold air blown by the blower, releases a large amount of heat. The refrigerant flowing out from the second in - vehicle heat exchanger 12 flows through the second channel 182 to the evaporator 20, absorbs the heat of the air, is heated and evaporated, and then flows back to the compressor 10 through the first channel 181. Among them, the cold air after heat exchange by the evaporator 20 is heated by the first in - vehicle heat exchanger 11 and the second in - vehicle heat exchanger 12 and then flows into the passenger compartment through the air duct and air outlet, realizing heating and dehumidification of the passenger compartment.

[0073] When the thermal management system 100 is in the dehumidification + battery heating state, the control valve assembly controls the refrigerant flowing out from the compressor 10 to flow through the first in - vehicle heat exchanger 11 and the battery heat exchanger 13 respectively, and then flow through the evaporator 20. As Figure 9As shown, when the thermal management system 100 is in the dehumidification + battery heating state, the first in-vehicle heat exchanger 11, the battery heat exchanger 13, and the evaporator 20 are all connected to the compressor 10, so that the high-temperature and high-pressure refrigerant flowing out of the compressor 10 is divided into two parts. One part of the high-temperature and high-pressure refrigerant flows to the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12, exchanges heat with the cold air blown by the blower, releases a large amount of heat, and heats the vehicle cabin; the other part of the high-temperature and high-pressure refrigerant flows to the battery heat exchanger 13, releases a large amount of heat, and heats the battery; the low-temperature and low-pressure refrigerant flowing out of the battery heat exchanger 13 and the second in-vehicle heat exchanger 12 flows to the evaporator 20, absorbs the heat of the air, is heated and evaporated, and then flows back to the compressor 10 through the first channel 181. Among them, the cold air after heat exchange by the evaporator 20 is heated by the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 and then flows to the vehicle cabin through the air duct and air outlet. Thus, while realizing heating and dehumidification of the vehicle cabin, the battery is heated.

[0074] When the thermal management system 100 is in the dehumidification + battery cooling state, the control valve assembly controls the refrigerant flowing out of the compressor 10 to first flow through the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12, and then flow through the evaporator 20 and the battery heat exchanger 13 respectively.

[0075] As Figure 10 As shown, when the thermal management system 100 is in the dehumidification + battery cooling state, the first in-vehicle heat exchanger 11, the battery heat exchanger 13, and the evaporator 20 are all connected to the compressor 10, so that the high-temperature and high-pressure refrigerant flowing out of the compressor 10 flows to the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12, exchanges heat with the cold air blown by the blower, releases a large amount of heat, and heats the vehicle cabin; the low-temperature and low-pressure refrigerant flowing out of the second in-vehicle heat exchanger 12 is divided into two parts. One part of the low-temperature and low-pressure refrigerant flows through the second channel 182 to the evaporator 20, absorbs the heat of the air, is heated and evaporated, and then flows back to the compressor 10 through the first channel 181. The cold air after heat exchange by the evaporator 20 is heated by the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 and then flows to the vehicle cabin through the air duct and air outlet; the other part of the low-temperature and low-pressure refrigerant flows through the second channel 182 to the battery heat exchanger 13 to cool the battery. Thus, while realizing heating and dehumidification of the vehicle cabin, the battery is cooled.

[0076] According to some embodiments of the present invention, the thermal management system (100) has at least one of the vehicle cabin heating + battery cooling state and the vehicle cabin cooling + battery heating state.

[0077] When the thermal management system (100) is in the vehicle cabin heating + battery cooling state, the control valve assembly controls the refrigerant flowing out of the compressor 10 to sequentially flow through the first in-vehicle heat exchanger 11, the second in-vehicle heat exchanger 12, and the battery heat exchanger 13.

[0078] As Figure 11As shown, when the thermal management system 100 is in the cabin heating + battery cooling state, at this time, the first in-vehicle heat exchanger 11 and the battery heat exchanger 13 are both connected to the compressor 10, so that the high-temperature and high-pressure refrigerant flowing out of the compressor 10 first flows through the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 and releases heat, realizing heating the cabin. At the same time, the high-temperature and high-pressure refrigerant is converted into a low-temperature and low-pressure refrigerant, and the low-temperature and low-pressure refrigerant then flows to the battery heat exchanger 13 and absorbs heat, realizing the cooling treatment of the battery.

[0079] When the thermal management system 100 is in the cabin cooling + battery heating state, the control valve assembly controls the refrigerant flowing out of the compressor 10 to flow through the battery heat exchanger 13 and the evaporator 20 in sequence.

[0080] As Figure 12 shown, when the thermal management system 100 is in the cabin cooling + battery heating state, the battery heat exchanger 13 and the evaporator 20 are both connected to the compressor 10, so that the high-temperature and high-pressure refrigerant flowing out of the compressor 10 flows to the battery heat exchanger 13, releases a large amount of heat to heat the battery. The low-temperature and low-pressure refrigerant flowing out of the battery heat exchanger 13 flows through the second channel 182 to the evaporator 20, absorbs the heat of the air and is heated and evaporated, and then flows back to the compressor 10 through the first channel 181. The air passes through the evaporator 20 for heat exchange and cooling, and then enters the cabin through the air duct and air outlet to cool the cabin.

[0081] In some alternative embodiments, referring to Figure 1 , the thermal management system 100 further includes a high-pressure heat exchange module. The high-pressure heat exchange module includes a radiator 25, a high-pressure unit 26, and a plate heat exchanger 27. The plate heat exchanger 27 has a first heat exchange flow path 271 and a second heat exchange flow path 272. The radiator 25, the high-pressure unit 26, and the first heat exchange flow path 271 form a coolant circuit. The first end of the second heat exchange flow path 272 is connected to the second in-vehicle heat exchanger 12 and the battery heat exchanger 13, and the second end of the second heat exchange flow path 272 is connected to the compressor 10.

[0082] For example, in the Figure 1 example, the fan 54 is arranged adjacent to the radiator 25. The radiator 25, the high-pressure unit 26, and the first in-vehicle heat exchanger 11 flow path of the plate heat exchanger 27 are connected in series in sequence to form a coolant circuit. The first end of the second heat exchange flow path 272 is connected to the outlet of the second in-vehicle heat exchanger 12 and the end of the battery heat exchanger 13 away from the second throttle valve 17, and the second end of the second heat exchange flow path 272 is connected to the inlet of the compressor 10.

[0083] When the thermal management system 100 is operating, the coolant in the first heat exchange flow path 271 and the refrigerant in the second heat exchange flow path 272 can exchange heat. Specifically, the coolant in the first heat exchange flow path 271 is cooled after absorbing heat from the refrigerant in the second heat exchange flow path 272, and then flows back to the high-pressure unit 26. After the low-temperature coolant is heated by the heat of the high-pressure unit 26, it enters the next cycle. Thus, the heat of the high-pressure unit 26 can be utilized, thereby improving the heating effect of the thermal management system 100.

[0084] Furthermore, as Figure 1 shown, the high-pressure heat exchange module further includes a pump body 28, a water temperature sensor 29, and a liquid storage member 30. The pump body 28 is disposed between the first end of the high-pressure unit 26 and the first end of the first heat exchange flow path 271 for enabling the coolant to flow smoothly in the coolant circuit. The water temperature sensor 29 is disposed between the pump body 28 and the first end of the first heat exchange flow path 271 for detecting the temperature of the coolant in the coolant circuit. The liquid storage member 30 is communicated with the radiator 25, the high-pressure unit 26, and the pump body 28 respectively. The radiator 25 and the high-pressure unit 26 can both be communicated with the liquid storage member 30 through an exhaust pipe, and the liquid storage member 30 can be communicated with the inlet of the pump body 28 through a liquid supply pipe. Thus, the gaseous coolant in the coolant circuit and the high-pressure unit 26 can flow to the liquid storage member 30 through the exhaust pipe. The liquid storage member 30 can liquefy the gaseous coolant into a liquid coolant, and at the same time, the liquid storage member 30 can supplement the liquid coolant into the pump body 28 through the liquid supply pipe to ensure that there is sufficient coolant in the coolant circuit.

[0085] Even further, referring to Figure 1 , the high-pressure heat exchange module further includes a multi-way valve 31. The multi-way valve 31 is disposed between the radiator 25 and the second end of the first heat exchange flow path 271. The multi-way valve 31 has a first valve port 311, a second valve port 312, and a third valve port 313. The first valve port 311 is communicated with the second end of the first heat exchange flow path 271, the second valve port 312 is communicated with the second end of the high-pressure unit 26, and the third valve port 313 is communicated with the radiator 25. Among them, the first valve port 311 can be selectively communicated with the second valve port 312 or the third valve port 313. When the heat generated by the high-pressure unit 26 is sufficient, the first valve port 311 and the second valve port 312 can be communicated. At this time, the coolant flows between the high-pressure unit 26, the pump body 28, the water temperature sensor 29, and the first heat exchange flow path 271, and the heat of the high-pressure unit 26 can be fully utilized. When the heat generated by the high-pressure unit 26 is insufficient, the first valve port 311 and the third valve port 313 can be communicated. At this time, the coolant flows between the high-pressure unit 26, the pump body 28, the water temperature sensor 29, the first heat exchange flow path 271, and the radiator 25, and the heat of the high-pressure unit 26 and the external environment can be fully utilized.

[0086] Optionally, the control valve assembly further includes a second check valve 32 and a third check valve 33. The second check valve 32 is disposed between the battery heat exchanger 13 and the first end of the second heat exchange flow path 272 to control the refrigerant to flow from the battery heat exchanger 13 to the second heat exchange flow path 272. When heating the battery, the high-temperature and high-pressure refrigerant flowing out of the compressor 10 flows through the second throttle valve 17, the battery heat exchanger 13, the sixth throttle valve 40, and the second check valve 32 to the second heat exchange flow path 272, preventing the low-temperature and low-pressure refrigerant from flowing back to the battery heat exchanger 13. The third check valve 33 is disposed between the compressor 10 and the battery heat exchanger 13 to control the refrigerant to flow from the compressor 10 to the battery heat exchanger 13. When cooling the battery, the low-temperature and low-pressure refrigerant flows through the third check valve 33, the sixth throttle valve 40, the battery heat exchanger 13, the second throttle valve 17, and the first channel 181 of the gas-liquid separator 18 to the compressor 10.

[0087] According to the first embodiment of the present invention, as Figure 1 shown, the thermal management system 100 further includes eleven temperature and pressure sensors. The first temperature and pressure sensor 42 is disposed adjacent to the outlet of the compressor 10. The second temperature and pressure sensor 43 is disposed between the outlet of the vehicle exterior heat exchanger 19 and the first check valve 24. The third temperature and pressure sensor 44 is disposed between the first vehicle interior heat exchanger 11 and the second vehicle interior heat exchanger 12. The fourth temperature and pressure sensor 45 is disposed between the second vehicle interior heat exchanger 12 and the first throttle valve 16. The fifth temperature and pressure sensor 46 is disposed between the second throttle valve 17 and the battery heat exchanger 13. The sixth temperature and pressure sensor 47 is disposed between the battery heat exchanger 13 and the sixth throttle valve 40. The seventh temperature and pressure sensor 48 is disposed adjacent to the outlet of the evaporator 20. The eighth temperature and pressure sensor 49 is disposed adjacent to the inlet of the compressor 10. The ninth temperature and pressure sensor 50 is disposed between the second check valve 32 and the plate heat exchanger 27. The tenth temperature and pressure sensor 51 is disposed between the plate heat exchanger 27 and the second channel 182. The eleventh temperature and pressure sensor 52 is disposed adjacent to the inlet of the third check valve 33.

[0088] According to the first embodiment of the present invention, the thermal management system 100 has the following operating states: As Figure 2 shown, when the thermal management system 100 is in the single vehicle cabin heating state, this state is mainly applicable to and not limited to an ambient temperature of -30°C to 20°C. When the ambient temperature is between -30°C and -10°C, the heat source of the thermal management system 100 comes from the waste heat of the high-pressure heat exchange module, motor stall heating, and heat generated during inefficient driving, etc.; when the ambient temperature is between -10°C and 20°C, the heat source of the thermal management system 100 comes from the waste heat of the high-pressure heat exchange module.

[0089] When the actual temperature of the water temperature sensor 29 of the high-pressure heat exchange module is lower than the lower temperature limit, the coolant circuit is in the heat preservation mode (the first valve port 311 and the second valve port 312 of the multi-way valve 31 are communicated); when the actual temperature of the water temperature sensor 29 is higher than the upper temperature limit, the coolant circuit is in the cooling mode (the first valve port 311 and the third valve port 313 of the multi-way valve 31 are communicated).

[0090] Specifically, the second control valve 15, the third control valve 21 and the fourth control valve 22 are closed, the first control valve 14 and the fifth control valve 41 are opened, the first throttle valve 16 throttles, the second throttle valve 17, the third throttle valve 23 and the sixth throttle valve 40 are closed, and the first valve port 311 and the second valve port 312 of the multi-way valve 31 are communicated or the first valve port 311 and the third valve port 313 are communicated.

[0091] The compressor 10 starts to work, compresses the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant exchanges heat with the cold air blown by the blower through the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12 to heat the vehicle cabin. The medium-temperature and high-pressure refrigerant after heat exchange flows through the first throttle valve 16 to throttle and depressurize into a low-temperature and low-pressure refrigerant. The low-temperature and low-pressure refrigerant flows back to the compressor 10 through the second heat exchange flow path 272 of the plate heat exchanger 27, the fifth control valve 41 and the first channel 181 of the gas-liquid separator 18 for the next cycle.

[0092] The circulation circuit of the refrigerant is as follows: compressor 10 - first temperature and pressure sensor 42 - first control valve 14 - first in-vehicle heat exchanger 11 - third temperature and pressure sensor 44 - second in-vehicle heat exchanger 12 - fourth temperature and pressure sensor 45 - first throttle valve 16 - ninth temperature and pressure sensor 50 - second heat exchange flow path 272 of plate heat exchanger 27 - tenth temperature and pressure sensor 51 - fifth control valve 41 - first channel 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10.

[0093] When the first valve port 311 and the second valve port 312 of the multi-way valve 31 are communicated, the coolant in the first heat exchange flow path 271 of the plate heat exchanger 27 is cooled after absorbing heat from the refrigerant in the second heat exchange flow path 272, and flows out from the first heat exchange flow path 271 and then flows to the high-pressure unit 26 through the first valve port 311 and the second valve port 312 of the multi-way valve 31. After being heated by the heat of the high-pressure unit 26, the coolant returns to the first heat exchange flow path 271 through the pump body 28 and the water temperature sensor 29 for the next cycle.

[0094] The circulation circuit of the coolant is as follows: pump body 28 - water temperature sensor 29 - first heat exchange flow path 271 of plate heat exchanger 27 - multi-way valve 31 (first valve port 311 and second valve port 312) - high-pressure unit 26 - pump body 28.

[0095] When the first valve port 311 and the third valve port 313 of the multi-way valve 31 are connected, the coolant circulation circuit has a radiator 25 more in the coolant circuit than when the first valve port 311 and the second valve port 312 are connected. The coolant circulation circuit is as follows: pump body 28 - water temperature sensor 29 - first heat exchange flow path 271 of the plate heat exchanger 27 - multi-way valve 31 (first valve port 311 and third valve port 313) - radiator 25 - high-pressure unit 26 - pump body 28.

[0096] As Figure 3 shown, when the thermal management system 100 is in the single battery heating state, this state is mainly applicable and not limited to an ambient temperature of -30°C to 10°C. The user does not actively turn on the heating, only the battery is heated.

[0097] Specifically, the first control valve 14, the third control valve 21, and the fourth control valve 22 are closed, the second control valve 15 and the fifth control valve 41 are opened, the first throttle valve 16 and the third throttle valve 23 are closed, the second throttle valve 17 and the sixth throttle valve 40 throttle, and the first valve port 311 and the second valve port 312 of the three-way valve are connected or the first valve port 311 and the third valve port 313 are connected.

[0098] The compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows through the second control valve 15 and the second throttle valve 17 to the battery heat exchanger 13. The high-temperature and high-pressure refrigerant in the battery heat exchanger 13 releases heat to the battery to heat the battery. Then, it is throttled and depressurized into a low-temperature and low-pressure refrigerant through the sixth throttle valve 40. The low-temperature and low-pressure refrigerant flows back to the compressor 10 through the second check valve 32, the second heat exchange flow path 272 of the plate heat exchanger 27, the fifth control valve 41, and the first channel 181 of the gas-liquid separator 18 for the next cycle.

[0099] The coolant circulation circuit of the thermal management system 100 in the single battery heating state is the same as that of the thermal management system 100 in the single cabin heating state.

[0100] The refrigerant circulation circuit is as follows: compressor 10 - first temperature and pressure sensor 42 - second control valve 15 - second throttle valve 17 - fifth temperature and pressure sensor 46 - battery heat exchanger 13 - sixth temperature and pressure sensor 47 - sixth throttle valve 40 - second check valve 32 - ninth temperature and pressure sensor 50 - second heat exchange flow path 272 of the plate heat exchanger 27 - tenth temperature and pressure sensor 51 - fifth control valve 41 - first channel 181 of the gas-liquid separator 18 - compressor 10.

[0101] As Figure 4As shown, when the thermal management system 100 is in the cabin + battery heating state, the third control valve 21 and the fourth control valve 22 are closed, the first control valve 14, the second control valve 15, and the fifth control valve 41 are open, the third throttle valve 23 is closed, the first throttle valve 16, the second throttle valve 17, and the sixth throttle valve 40 throttle, and the first valve port 311 and the second valve port 312 of the multi-way valve 31 are communicated or the first valve port 311 and the third valve port 313 are communicated.

[0102] The coolant circulation circuit of the thermal management system 100 in the cabin + battery heating state is the same as that of the thermal management system 100 in the single cabin heating state.

[0103] The circulation circuit of the refrigerant is as follows: compressor 10 - first temperature and pressure sensor 42 - (first control valve 14 - first in-vehicle heat exchanger 11 - third temperature and pressure sensor 44 - second in-vehicle heat exchanger 12 - fourth temperature and pressure sensor 45 - first throttle valve 16) and (second control valve 15 - second throttle valve 17 - fifth temperature and pressure sensor 46 - battery heat exchanger 13 - sixth temperature and pressure sensor 47 - sixth throttle valve 40 - second check valve 32) - ninth temperature and pressure sensor 50 - second heat exchange flow path 272 of the plate heat exchanger 27 - tenth temperature and pressure sensor 51 - fifth control valve 41 - first channel 181 of the gas-liquid separator 18 - eighth temperature and pressure sensor - compressor 10.

[0104] As Figure 5 As shown, when the thermal management system 100 is in the single cabin cooling state, this state is mainly applicable to, but not limited to, ambient temperatures of 5°C to 48°C. In this scenario, the cabin is cooled, and the battery has no heating or cooling function.

[0105] Specifically, the third control valve 21 is open, the first control valve 14, the second control valve 15, the fourth control valve 22, and the fifth control valve 41 are closed, the third throttle valve 23 throttles, the first throttle valve 16, the second throttle valve 17, and the sixth throttle valve 40 are closed, and the first valve port 311 and the second valve port 312 of the multi-way valve 31 are communicated or the first valve port 311 and the third valve port 313 are communicated.

[0106] The compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows through the third control valve 21 to the out-of-vehicle heat exchanger 19, where it exchanges heat with the air flow inhaled by the front cooling module, releasing a large amount of heat. The heat-exchanged medium-temperature and high-pressure refrigerant flows through the first check valve 24 and the second channel 182 of the gas-liquid separator 18 to the third throttle valve 23. The medium-temperature and high-pressure refrigerant is throttled and depressurized by the third throttle valve 23 into a low-temperature and low-pressure refrigerant, which continues to flow to the evaporator 20. The low-temperature and low-pressure refrigerant in the evaporator 20 absorbs the heat of the air and evaporates after heating, and then flows back to the compressor 10 through the first channel 181 of the gas-liquid separator 18 for the next cycle.

[0107] The coolant circulation circuit of the thermal management system 100 in the single cabin cooling state is the same as the coolant circulation circuit of the thermal management system 100 when the single cabin is heated.

[0108] The refrigerant circulation circuit is as follows: compressor 10 - first temperature and pressure sensor 42 - third control valve 21 - external heat exchanger 19 - second temperature and pressure sensor 43 - first check valve 24 - second channel 182 of gas-liquid separator 18 - third throttle valve 23 - evaporator 20 - seventh temperature and pressure sensor 48 - first channel 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10.

[0109] As Figure 6 shown, when the thermal management system 100 is in the single battery cooling state, this state is mainly applicable to, but not limited to, ambient temperatures from 0°C to 48°C. Specifically, the third control valve 21 and the fourth control valve 22 are opened, the first control valve 14, the second control valve 15 and the fifth control valve 41 are closed, the second throttle valve 17 throttles, the first throttle valve 16, the third throttle valve 23 and the sixth throttle valve 40 are closed, and the first valve port 311 and the second valve port 312 or the first valve port 311 and the third valve port 313 of the multi-way valve 31 are communicated.

[0110] The compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows through the third control valve 21 to the external heat exchanger 19, where it exchanges heat with the air flow inhaled by the front cooling module, releasing a large amount of heat. The heat-exchanged medium-temperature and high-pressure refrigerant flows through the first check valve 24, the second channel 182 of the gas-liquid separator 18 and the third check valve 33 to the sixth throttle valve 40. The medium-temperature and high-pressure refrigerant is throttled and depressurized by the sixth throttle valve 40 into a low-temperature and low-pressure refrigerant, which continues to flow to the battery heat exchanger 13, absorbs the battery heat and evaporates after heating, and then flows back to the compressor 10 through the second throttle valve 17, the fourth control valve 22 and the first channel 181 of the gas-liquid separator 18 for the next cycle.

[0111] The coolant circulation circuit of the thermal management system 100 in the single battery cooling state is the same as the coolant circulation circuit of the thermal management system 100 when the single cabin is heated.

[0112] The refrigerant circulation circuit is as follows: compressor 10 - first temperature and pressure sensor 42 - third control valve 21 - external heat exchanger 19 - second temperature and pressure sensor 43 - first check valve 24 - second channel 182 of gas-liquid separator 18 - third check valve 33 - sixth throttle valve 40 - sixth temperature and pressure sensor 47 - battery heat exchanger 13 - fifth temperature and pressure sensor 46 - second throttle valve 17 - fourth control valve 22 - first channel 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10.

[0113] As shown Figure 7 When the thermal management system 100 is in the cabin + battery cooling state, this state is mainly applicable to, but not limited to, ambient temperatures of 18°C to 48°C. Specifically, the third control valve 21, the fourth control valve 22, and the fifth control valve 41 are opened, the first control valve 14 and the second control valve 15 are closed, the second throttle valve 17, the third throttle valve 23, and the sixth throttle valve 40 throttle, the first throttle valve 16 is closed, and the first valve port 311 and the second valve port 312 or the first valve port 311 and the third valve port 313 of the multi-way valve 31 are communicated.

[0114] The compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows through the third control valve 21 to the outside vehicle heat exchanger 19, where it exchanges heat with the air flow inhaled by the front-end cooling module, releasing a large amount of heat. The heat-exchanged medium-temperature and high-pressure refrigerant is divided into two parts after passing through the first check valve 24 and the first channel 181 of the gas-liquid separator 18. One part of the medium-temperature and high-pressure refrigerant is throttled and depressurized by the third throttle valve 23 into a low-temperature and low-pressure refrigerant, which flows to the evaporator 20 to absorb the heat of the cabin hot air flow and heat up and evaporate; the other part of the medium-temperature and high-pressure refrigerant is throttled and depressurized by the sixth throttle valve 40 into a low-temperature and low-pressure refrigerant, which flows to the battery heat exchanger 13 to absorb the heat of the battery, and then flows out through the second throttle valve 17 and the fourth control valve 22; finally, the low-temperature and low-pressure refrigerant flowing out from the fourth control valve 22 and the evaporator 20 simultaneously flows back to the compressor 10 through the first channel 181 of the gas-liquid separator 18 for the next cycle.

[0115] The coolant circulation circuit of the thermal management system 100 in the cabin + battery cooling state is the same as that of the thermal management system 100 in the single cabin heating state.

[0116] The circulation circuit of the refrigerant is as follows: compressor 10 - first temperature and pressure sensor 42 - third control valve 21 - outside vehicle heat exchanger 19 - second temperature and pressure sensor 43 - first check valve 24 - second channel 182 of gas-liquid separator 18 - (third throttle valve 23 - evaporator 20 - seventh temperature and pressure sensor 48) and (third check valve 33 - sixth throttle valve 40 - sixth temperature and pressure sensor 47 - battery heat exchanger 13 - fifth temperature and pressure sensor 46 - second throttle valve 17 - fourth control valve 22) - first channel 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10.

[0117] As shown Figure 8As shown, when the thermal management system 100 is in the single dehumidification state, this state is mainly applicable to and not limited to an ambient temperature of 5°C to 20°C. Specifically, the second control valve 15, the third control valve 21, the fourth control valve 22, and the fifth control valve 41 are closed, the first control valve 14 is open, the first throttle valve 16 and the third throttle valve 23 throttle, the second throttle valve 17 and the sixth throttle valve 40 are closed, and the first valve port 311 and the second valve port 312 or the first valve port 311 and the third valve port 313 of the multi-way valve 31 are communicated.

[0118] During heating and dehumidification, the compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows through the first control valve 14 to the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12, exchanges heat with the cold air blown by the blower, and releases a large amount of heat. The heat-exchanged medium-temperature and high-pressure refrigerant is throttled and depressurized into a low-temperature and low-pressure refrigerant by the first throttle valve 16, and the low-temperature and low-pressure refrigerant flows through the second heat exchange flow path 272 of the plate heat exchanger 27 and the third throttle valve 23 for further throttling to the evaporator 20. The low-temperature and low-pressure refrigerant in the evaporator 20 absorbs the heat of the air and is heated and evaporated, and finally flows back to the compressor 10 through the first channel 181 of the gas-liquid separator 18 for the next cycle.

[0119] The coolant circulation circuit when the thermal management system 100 is in the single dehumidification state is the same as the coolant circulation circuit when the thermal management system 100 is in the single vehicle cabin heating state.

[0120] The refrigerant circulation circuit is as follows: compressor 10 - first temperature and pressure sensor 42 - first control valve 14 - first in-vehicle heat exchanger 11 - third temperature and pressure sensor 44 - second in-vehicle heat exchanger 12 - fourth temperature and pressure sensor 45 - first throttle valve 16 - ninth temperature and pressure sensor 50 - second heat exchange flow path 272 of plate heat exchanger 27 - tenth temperature and pressure sensor 51 - third throttle valve 23 - evaporator 20 - seventh temperature and pressure sensor 48 - first channel 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10. [[ID=IO]]

[0121] As Figure 9 As shown, when the thermal management system 100 is in the dehumidification + battery heating state, this state is mainly applicable to and not limited to cabin heating and dehumidification and battery heating at an ambient temperature of 5°C to 10°C. Specifically, the third control valve 21, the fourth control valve 22, and the fifth control valve 41 are closed, the first control valve 14 and the second control valve 15 are open, the first throttle valve 16, the second throttle valve 17, the third throttle valve 23, and the sixth throttle valve 40 throttle, and the first valve port 311 and the second valve port 312 or the first valve port 311 and the third valve port 313 of the three-way valve are communicated.

[0122] The coolant circulation loop of the thermal management system 100 in the dehumidification + battery heating state is the same as the coolant circulation loop of the thermal management system 100 in the separate cabin heating state.

[0123] The refrigerant circulation loop is as follows: compressor 10 - first temperature and pressure sensor 42 - (first control valve 14 - first in-vehicle heat exchanger 11 - third temperature and pressure sensor 44 - second in-vehicle heat exchanger 12 - fourth temperature and pressure sensor 45 - first throttle valve 16) and (second control valve 15 - second throttle valve 17 - fifth temperature and pressure sensor 46 - battery heat exchanger 13 - sixth temperature and pressure sensor 47 - sixth throttle valve 40 - second check valve 32) - ninth temperature and pressure sensor 50 - second heat exchange flow path 272 of plate heat exchanger 27 - tenth temperature and pressure sensor 51 - third throttle valve 23 - evaporator 20 - seventh temperature and pressure sensor 48 - first channel 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10.

[0124] As Figure 10 shown, when the thermal management system 100 is in the dehumidification + battery cooling state, this state is mainly applicable to, but not limited to, cabin heating and dehumidification and battery cooling at an ambient temperature of 5°C to 20°C. Specifically, the third control valve 21 and the fifth control valve 41 are closed, the first control valve 14, the second control valve 15, and the fourth control valve 22 are opened, the first throttle valve 16, the second throttle valve 17, the third throttle valve 23, and the sixth throttle valve 40 throttle, and the first valve port 311 and the second valve port 312 or the first valve port 311 and the third valve port 313 of the three-way valve are connected.

[0125] The coolant circulation loop of the thermal management system 100 in the dehumidification + battery heating state is the same as the coolant circulation loop of the thermal management system 100 in the separate cabin heating state.

[0126] The refrigerant circulation loop is as follows: compressor 10 - first temperature and pressure sensor 42 - first control valve 14 - first in-vehicle heat exchanger 11 - third temperature and pressure sensor 44 - second in-vehicle heat exchanger 12 - fourth temperature and pressure sensor 45 - first throttle valve 16 - tenth temperature and pressure sensor 51 - second heat exchange flow path 272 of plate heat exchanger 27 - tenth temperature and pressure sensor 51 - (third throttle valve 23 - evaporator 20 - seventh temperature and pressure sensor 48) and (third check valve 33 - sixth throttle valve 40 - sixth temperature and pressure sensor 47 - battery heat exchanger 13 - fifth temperature and pressure sensor 46 - second throttle valve 17 - fourth control valve 22) - first channel 181 of gas-liquid separator 18) - eighth temperature and pressure sensor 49 - compressor 10.

[0127] As Figure 11As shown, when the thermal management system 100 is in the cabin heating + battery cooling state, this state is mainly applicable to and not limited to an ambient temperature of 0°C to 20°C. Specifically, the second control valve 15, the third control valve 21, and the fifth control valve 41 are closed, the first control valve 14 and the fourth control valve 22 are open, the third throttle valve 23 is closed, the first throttle valve 16 and the second throttle valve 17 throttle, and the first valve port 311 and the second valve port 312 of the three-way valve are connected or the first valve port 311 and the third valve port 313 are connected.

[0128] The compressor 10 starts to operate, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows through the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12, exchanges heat with the cold air blown by the blower, and releases a large amount of heat. The medium-temperature and high-pressure refrigerant after heat exchange is throttled, depressurized, and cooled into a low-temperature and low-pressure refrigerant by the first throttle valve 16, then absorbs heat through the second heat exchange flow path 272 of the plate heat exchanger 27, and then flows through the third check valve 33 to the sixth throttle valve 40, which throttles and depressurizes the sixth throttle valve 40 into a low-temperature and low-pressure refrigerant. The low-temperature and low-pressure refrigerant absorbs heat again through the battery heat exchanger 13, and finally flows back to the compressor 10 through the second throttle valve 17, the fourth control valve 22, and the first channel 181 of the gas-liquid separator 18 for the next cycle.

[0129] The coolant circulation circuit of the thermal management system 100 in the cabin heating + battery cooling state is the same as that of the thermal management system 100 in the single cabin heating state.

[0130] The refrigerant circulation circuit is as follows: compressor 10 - first temperature and pressure sensor 42 - first control valve 14 - first in-vehicle heat exchanger 11 - third temperature and pressure sensor 44 - second in-vehicle heat exchanger 12 - fourth temperature and pressure sensor 45 - first throttle valve 16 - ninth temperature and pressure sensor 50 - second heat exchange flow path 272 of plate heat exchanger 27 - tenth temperature and pressure sensor 51 - third check valve 33 - sixth throttle valve 40 - sixth temperature and pressure sensor 47 - battery heat exchanger 13 - fifth temperature and pressure sensor 46 - second throttle valve 17 - fourth control valve 22 - first channel 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10.

[0131] As Figure 12 As shown, when the thermal management system 100 is in the cabin cooling + battery heating state, this state is mainly applicable to and not limited to an ambient temperature of 5°C to 10°C. Specifically, the first control valve 14, the third control valve 21, the fourth control valve 22, and the fifth control valve 41 are closed, the second control valve 15 is open, the second throttle valve 17, the third throttle valve 23, and the sixth throttle valve 40 throttle, the first throttle valve 16 is closed, and the first valve port 311 and the second valve port 312 or the first valve port 311 and the third valve port 313 of the three-way valve are connected.

[0132] When the cabin refrigeration and battery heating work simultaneously, the compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows through the second throttle valve 17 to the battery heat exchanger 13, and releases heat to the battery to heat the battery. The medium-temperature and high-pressure refrigerant flows through the second heat exchange flow path 272 of the plate heat exchanger 27 to the third throttle valve 23. The medium-temperature and high-pressure refrigerant is throttled and depressurized by the third throttle valve 23 into a low-temperature and low-pressure refrigerant. The low-temperature and low-pressure refrigerant flows to the evaporator 20 to refrigerate the cabin, and finally flows back to the compressor 10 through the first channel 181 of the gas-liquid separator 18 for the next cycle.

[0133] The coolant circulation circuit of the thermal management system 100 in the dehumidification + battery heating state is the same as the coolant circulation circuit of the thermal management system 100 in the single cabin heating state.

[0134] The refrigerant circulation circuit is as follows: compressor 10 - first temperature and pressure sensor 42 - second control valve 15 - second throttle valve 17 - fifth temperature and pressure sensor 46 - battery heat exchanger 13 - sixth temperature and pressure sensor 47 - sixth throttle valve 40 - second one-way valve 32 - ninth temperature and pressure sensor 50 - second heat exchange flow path 272 of plate heat exchanger 27 - tenth temperature and pressure sensor 51 - third throttle valve 23 - evaporator 20 - seventh temperature and pressure sensor 48 - first channel 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10.

[0135] In some other alternative embodiments, as Figure 13 shown, the thermal management system 100 further includes a refrigerator heat exchanger 34. The refrigerator heat exchanger 34 is arranged between the first channel 181 and the second channel 182. A fourth throttle valve 35 is arranged between the refrigerator heat exchanger 34 and the second channel 182. Specifically, the inlet of the refrigerator heat exchanger 34 is communicated with the outlet of the first channel 181, the outlet of the refrigerator heat exchanger 34 is communicated with the inlet of the second channel 182, and both ends of the fourth throttle valve 35 are respectively communicated with the inlet of the refrigerator heat exchanger 34 and the outlet of the first channel 181. With such an arrangement, when the low-temperature and low-pressure refrigerant flows through the refrigerator heat exchanger 34, the refrigerator is refrigerated.

[0136] Further, referring to Figure 13 , the thermal management system 100 further includes a high-pressure heat exchange module. The high-pressure heat exchange module is connected to the first refrigerant circuit. With such an arrangement, the refrigerant in the first refrigerant circuit can be used to adjust the temperature of the high-pressure heat exchange module, so that the heat or cold of the high-pressure heat exchange module can be effectively utilized, enabling the thermal management system 100 to have better heat exchange efficiency.

[0137] Specifically, the high-pressure heat exchange module includes a smart driving heat exchanger 37, an electronic control heat exchanger 38, and a motor heat exchanger 39 connected to form a second refrigerant circuit. The first end of the second refrigerant circuit is communicated with the second in-vehicle heat exchanger 12 and the battery heat exchanger 13, and the second end of the second refrigerant circuit is communicated with the second end of the first channel 181. Thus, when the heat management system 100 performs heating, the smart driving heat exchanger 37, the electronic control heat exchanger 38, and the motor heat exchanger 39 absorb the waste heat of the motor and electronic control, the heat generated by motor locked-rotor heating, and the heat generated by inefficient driving, which is beneficial for the heat management system 100 to utilize the heat of other vehicle components, thereby improving the heating efficiency of the heat management system 100.

[0138] It should be noted that the smart driving heat exchanger 37 mainly heats or cools the components used for intelligent driving in the vehicle.

[0139] According to the second embodiment of the present invention, as Figure 13 shown, the heat management system 100 further includes ten temperature and pressure sensors. The first temperature and pressure sensor 42 is disposed adjacent to the outlet of the compressor 10. The second temperature and pressure sensor 43 is disposed between the outlet of the out-of-vehicle heat exchanger 9 and the first one-way valve 24. The third temperature and pressure sensor 44 is disposed between the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12. The fourth temperature and pressure sensor 45 is disposed between the second in-vehicle heat exchanger 12 and the first throttle valve 16. The fifth temperature and pressure sensor 46 is disposed between the second throttle valve 17 and the battery heat exchanger 13. The sixth temperature and pressure sensor 47 is disposed between the battery heat exchanger 13 and the sixth throttle valve 40. The seventh temperature and pressure sensor 48 is disposed adjacent to the outlet of the evaporator 20. The eighth temperature and pressure sensor 49 is disposed adjacent to the inlet of the compressor 10. The twelfth temperature and pressure sensor 53 is disposed adjacent to the outlet of the refrigerator heat exchanger 34. The thirteenth temperature and pressure sensor 56 is disposed adjacent to the outlet of the motor heat exchanger 39.

[0140] Optionally, the heat management system 100 further includes a fifth throttle valve 36, a seventh throttle valve 57, and a refrigerator heating element 55. The fifth throttle valve 36 and the seventh throttle valve 57 are respectively disposed at both ends of the electronic heat exchange module. The refrigerator heating element 55 is used to heat the refrigerator. For example, the refrigerator heating element 55 is disposed adjacent to the refrigerator body. When the refrigerator is heated, the refrigerator heating element 55 can be turned on to heat the refrigerator without starting the compressor 10 or involving the refrigerant in heating.

[0141] According to the second embodiment of the present invention, the heat management system 100 has the following working states: As Figure 14 shown, when the heat management system 100 is in the single cabin heating state, this state is mainly applicable to and not limited to the ambient temperature of -30°C to 20°C. In the ambient temperature range of -30°C to -10°C, the heat source of the heat management system 100 comes from the waste heat of the motor and electronic control, the heat generated by motor locked-rotor heating, and the heat generated by inefficient driving.

[0142] Specifically, the first control valve 14 is opened, the second control valve 15, the third control valve 21, and the fourth control valve 22 are closed, the first throttle valve 16 throttles, and the second throttle valve 17, the third throttle valve 23, the fourth throttle valve 35, the fifth throttle valve 36, the sixth throttle valve 40, and the seventh throttle valve 57 are closed.

[0143] The compressor 10 starts to operate, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows through the third control valve 21 to the first in-vehicle heat exchanger 11 and the second in-vehicle heat exchanger 12, exchanging heat with the cold air blown by the blower. The medium-temperature and high-pressure refrigerant after heat exchange is throttled and depressurized by the second throttle valve 17 into a low-temperature and low-pressure refrigerant. The low-temperature and low-pressure refrigerant flows to the intelligent driving heat exchanger 37, the electronic control heat exchanger 38, and the motor heat exchanger 39, absorbs heat and evaporates after heating, and then flows back to the inlet of the compressor 10 through the first channel 181 of the gas-liquid separator 18 for the next cycle. During the above heating process, when the heat generated by the heat source itself is insufficient, the motor actively stalls and acts as a backup heat source.

[0144] The circulation circuit of the refrigerant is as follows: compressor 10 - first temperature and pressure sensor 42 - first control valve 14 - first in-vehicle heat exchanger 11 - third temperature and pressure sensor 44 - second in-vehicle heat exchanger 12 - fourth temperature and pressure sensor 45 - first throttle valve 16 - fifth throttle valve 36 - intelligent driving heat exchanger 37 - electronic control heat exchanger 38 - motor heat exchanger 39 - thirteenth temperature and pressure sensor 56 - seventh throttle valve 57 - first channel 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10.

[0145] As Figure 15 shown, when the thermal management system 100 is in the single battery heating state, this state is mainly applicable to and not limited to an ambient temperature of -30°C to 10°C. Specifically, the second control valve 15 is opened, the first control valve 14, the third control valve 21, and the fourth control valve 22 are closed, the second throttle valve 17, the fifth throttle valve 36, the sixth throttle valve 40, and the seventh throttle valve 57 throttle, and the first throttle valve 16, the third throttle valve 23, and the fourth throttle are closed.

[0146] The compressor 10 starts to operate, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows through the second control valve 15 and the second throttle valve 17 to the battery heat exchanger 13. The refrigerant in the battery heat exchanger 13 releases heat to the battery to heat the battery. Then, it is throttled and depressurized by the sixth throttle valve 40 into a low-temperature and low-pressure refrigerant. The low-temperature and low-pressure refrigerant flows through the intelligent driving heat exchanger 37, the electronic control heat exchanger 38, and the motor heat exchanger 39 in sequence, absorbs heat and evaporates after heating, and then flows back to the compressor 10 through the first channel 181 of the gas-liquid separator 18 for the next cycle.

[0147] The refrigerant circulation loop is as follows: compressor 10 - first temperature and pressure sensor 42 - second control valve 15 - second throttle valve 17 - fifth temperature and pressure sensor 46 - battery heat exchanger 13 - sixth temperature and pressure sensor 47 - sixth throttle valve 40 - fifth throttle valve 36 - intelligent driving heat exchanger 37 - electronic control heat exchanger 38 - motor heat exchanger 39 - thirteenth temperature and pressure sensor 56 - seventh throttle valve 57 - first channel 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10.

[0148] As Figure 16 shown, when the thermal management system 100 is in the single cabin cooling state, this state is mainly applicable to and not limited to an ambient temperature of 5°C to 48°C. Specifically, the third control valve 21 is opened, and the first control valve 14, second control valve 15, and fourth control valve 22 are closed. The first throttle valve 16, second throttle valve 17, fourth throttle valve 35, fifth throttle valve 36, sixth throttle valve 40, and seventh throttle valve 57 are closed, and the third throttle valve 23 throttles.

[0149] The compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows through the third control valve 21 to the outside vehicle heat exchanger 19, where it exchanges heat with the air flow inhaled by the front-end cooling module, releasing a large amount of heat. The heat-exchanged medium-temperature and high-pressure refrigerant flows through the first one-way valve 24 and the second channel 182 of the gas-liquid separator 18 to the third throttle valve 23. The medium-temperature and high-pressure refrigerant is throttled and depressurized by the third throttle valve 23 into a low-temperature and low-pressure refrigerant, which continues to flow to the evaporator 20. The low-temperature and low-pressure refrigerant in the evaporator 20 absorbs the heat of the air and evaporates after heating, and then flows back to the compressor 10 through the third throttle valve 23 and the first channel 181 of the gas-liquid separator 18 for the next cycle.

[0150] The refrigerant circulation loop is as follows: compressor 10 - first temperature and pressure sensor 42 - third control valve 21 - outside vehicle heat exchanger 19 - second temperature and pressure sensor 43 - first one-way valve 24 - second channel 182 of gas-liquid separator 18 - third throttle valve 23 - evaporator 20 - seventh temperature and pressure sensor 48 - third throttle valve 23 - first channel 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10.

[0151] As Figure 17 shown, when the thermal management system 100 is in the single battery cooling state, this state is mainly applicable to and not limited to an ambient temperature of 0°C to 48°C. Specifically, the third control valve 21 and the fourth control valve 22 are opened, and the first control valve 14 and the second control valve 15 are closed. The first throttle valve 16, third throttle valve 23, fourth throttle valve 35, fifth throttle valve 36, and seventh throttle valve 57 are closed, and the second throttle valve 17 and the sixth throttle valve 40 throttle.

[0152] The compressor 10 starts to operate, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows through the third control valve 21 to the external heat exchanger 19 outside the vehicle, where it exchanges heat with the air flow inhaled by the front cooling module, releasing a large amount of heat. The medium-temperature and high-pressure refrigerant after heat exchange flows through the first check valve 24 and the second passage 182 of the gas-liquid separator 18 to the sixth throttle valve 40. The medium-temperature and high-pressure refrigerant is throttled and depressurized by the sixth throttle valve 40 into a low-temperature and low-pressure refrigerant, which continues to flow to the battery heat exchanger 13. After absorbing the battery heat and evaporating, it flows back to the compressor 10 through the second throttle valve 17, the fourth control valve 22, and the first passage 181 of the gas-liquid separator 18 for the next cycle.

[0153] The refrigerant circulation loop is as follows: compressor 10 - first temperature and pressure sensor 42 - third control valve 21 - external heat exchanger 19 - second temperature and pressure sensor 43 - first check valve 24 - second passage 182 of gas-liquid separator 18 - sixth throttle valve 40 - sixth temperature and pressure sensor 47 - battery heat exchanger 13 - fifth temperature and pressure sensor 46 - second throttle valve 17 - fourth control valve 22 - first passage 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10.

[0154] As Figure 18 shown, when the thermal management system 100 is in the refrigerator cooling state, this state is mainly applicable to, but not limited to, ambient temperatures from 5°C to 48°C. Specifically, the third control valve 21 is opened, the first control valve 14, the second control valve 15, and the fourth control valve 22 are closed, the first throttle valve 16, the second throttle valve 17, the third throttle valve 23, the fifth throttle valve 36, the sixth throttle valve 40, and the seventh throttle valve 57 are closed, and the fourth throttle valve 35 is throttled.

[0155] The compressor 10 starts to operate, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows through the third control valve 21 to the external heat exchanger 19 outside the vehicle, where it exchanges heat with the air flow inhaled by the front cooling module, releasing a large amount of heat. The medium-temperature and high-pressure refrigerant after heat exchange flows through the first check valve 24 and the second passage 182 of the gas-liquid separator 18 to the fourth throttle valve 35. The medium-temperature and high-pressure refrigerant is throttled and depressurized by the fourth throttle valve 35 into a low-temperature and low-pressure refrigerant, which flows to the refrigerator heat exchanger 34. The low-temperature and low-pressure refrigerant in the refrigerator heat exchanger 34 absorbs heat and evaporates, and then flows back to the compressor 10 through the first passage 181 of the gas-liquid separator 18 for the next cycle.

[0156] The refrigerant circulation circuit is as follows: compressor 10 - first temperature and pressure sensor 42 - third control valve 21 - outside vehicle heat exchanger 19 - second temperature and pressure sensor 43 - first check valve 24 - second passage 182 of gas-liquid separator 18 - fourth throttle valve 35 - refrigerator heat exchanger 34 - twelfth temperature and pressure sensor 53 - first passage 181 of gas-liquid separator 18 - eighth temperature and pressure sensor 49 - compressor 10.

[0157] A vehicle (not shown in the figure) according to an embodiment of the second aspect of the present invention includes the thermal management system 100 according to the above-mentioned first aspect embodiment of the present invention.

[0158] A vehicle according to an embodiment of the present invention, by adopting the above-mentioned thermal management system 100, enables the vehicle to have good heating and cooling effects, so as to fully meet the user's usage requirements.

[0159] The other configurations and operations of the vehicle according to the embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.

[0160] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0161] In the description of the present application, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0162] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0163] Although embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system (100), characterized in that, Comprising: An air-conditioning module, the air-conditioning module includes a compressor (10), a first in-vehicle heat exchanger (11) and a second in-vehicle heat exchanger (12) connected to form a first refrigerant circuit, and the first in-vehicle heat exchanger (11) and the second in-vehicle heat exchanger (12) are connected in series; A battery module, the battery module includes a battery heat exchanger (13) for exchanging heat with the battery, and the battery heat exchanger (13) is connected to the first refrigerant circuit.

2. The thermal management system (100) according to claim 1, characterized in that, Further comprising: A control valve assembly, the control valve assembly is respectively connected to the first refrigerant circuit and the battery heat exchanger (13), and the control valve assembly controls at least one of the first in-vehicle heat exchanger (11) and the battery heat exchanger (13) to communicate with the compressor (10).

3. The thermal management system (100) according to claim 2, characterized in that, The thermal management system (100) has at least one of a separate cabin heating state, a separate battery heating state, and a cabin + battery heating state, When the thermal management system (100) is in the separate cabin heating state, the control valve assembly controls the refrigerant flowing out of the compressor (10) to flow through the first in-vehicle heat exchanger (11) and the second in-vehicle heat exchanger (12) in sequence; When the thermal management system (100) is in the separate battery heating state, the control valve assembly controls the refrigerant flowing out of the compressor (10) to flow through the battery heat exchanger (13); When the thermal management system (100) is in the cabin + battery heating state, the control valve assembly controls a part of the refrigerant flowing out of the compressor (10) to flow through the first in-vehicle heat exchanger (11) and the second in-vehicle heat exchanger (12) in sequence, and another part of the refrigerant flows through the battery heat exchanger (13).

4. The thermal management system (100) according to claim 3, characterized in that, The control valve assembly includes: A first control valve (14), the first control valve (14) is connected to the first refrigerant circuit, and the first control valve (14) is arranged between the compressor (10) and the first in-vehicle heat exchanger (11); A second control valve (15), the second control valve (15) is arranged between the compressor (10) and the battery heat exchanger (13).

5. The thermal management system (100) according to claim 4, characterized in that, The control valve assembly further includes: A first throttle valve (16), the first throttle valve (16) is connected to the first refrigerant circuit, and the first throttle valve (16) is arranged between the second in-vehicle heat exchanger (12) and the compressor (10); A second throttle valve (17), the second throttle valve (17) is arranged between the second control valve (15) and the battery heat exchanger (13).

6. The thermal management system (100) according to claim 4, wherein, Further comprising: A gas-liquid separator (18), the gas-liquid separator (18) has a first channel (181), a first end of the first channel (181) is communicated with the compressor (10), and a second end of the first channel (181) is communicated with at least one of the second in-vehicle heat exchanger (12) and the battery heat exchanger (13).

7. The thermal management system (100) according to claim 6, wherein, The gas-liquid separator (18) further has a second channel (182), and the thermal management system (100) has at least one of a separate cabin cooling state, a separate battery cooling state, and a cabin + battery cooling state; When the thermal management system (100) is in the single passenger compartment refrigeration state, the single battery refrigeration state, or the passenger compartment + battery refrigeration state, the refrigerant in the first channel (181) exchanges heat with the refrigerant in the second channel (182).

8. The thermal management system (100) according to claim 7, characterized in that, The air conditioning module further includes an outdoor heat exchanger (19) and an evaporator (20). The outdoor heat exchanger (19) is connected to at least one of the evaporator (20) and the battery heat exchanger (13) through the second channel (182), and the evaporator (20) is connected to the compressor (10) through the first channel (181).

9. The thermal management system (100) according to claim 8, wherein, When the thermal management system (100) is in the single passenger compartment refrigeration state, the control valve assembly controls the refrigerant flowing out of the compressor (10) to flow through the outdoor heat exchanger (19) and the evaporator (20) in sequence; When the thermal management system (100) is in the single battery refrigeration state, the control valve assembly controls the refrigerant flowing out of the compressor (10) to flow through the outdoor heat exchanger (19) and the battery heat exchanger (13) in sequence; When the thermal management system (100) is in the passenger compartment + battery refrigeration state, the control valve assembly controls the refrigerant flowing out of the compressor (10) to first flow through the outdoor heat exchanger (19) and then flow through the evaporator (20) and the battery heat exchanger (13) respectively.

10. The thermal management system (100) according to claim 9, characterized in that, The control valve assembly further includes: A third control valve (21) provided between the compressor (10) and the outdoor heat exchanger (19); A fourth control valve (22) provided between the second control valve (15) and the first channel (181); A third throttle valve (23) provided between the second channel (182) and the evaporator (20), and / or the third throttle valve (23) is provided between the evaporator (20) and the first channel (181); A first check valve (24) provided between the outdoor heat exchanger (19) and the second channel (182) to control the refrigerant to flow from the outdoor heat exchanger (19) to the second channel (182).

11. The thermal management system (100) according to claim 8, characterized in that, The thermal management system (100) has at least one of a single dehumidification state, a dehumidification + battery heating state, and a dehumidification + battery refrigeration state, When the thermal management system (100) is in the single dehumidification state, the control valve assembly controls the refrigerant flowing out of the compressor (10) to flow through the first in-vehicle heat exchanger (11), the second in-vehicle heat exchanger (12), and the evaporator (20) in sequence; When the thermal management system (100) is in the dehumidification + battery heating state, the control valve assembly controls the refrigerant flowing out of the compressor (10) to flow through the first in-vehicle heat exchanger (11) and the battery heat exchanger (13) respectively, and then flow through the evaporator (20); When the thermal management system (100) is in the dehumidification + battery cooling state, the control valve assembly controls the refrigerant flowing out of the compressor (10) to first flow through the first in-vehicle heat exchanger (11) and the second in-vehicle heat exchanger (12), and then flow through the evaporator (20) and the battery heat exchanger (13) respectively.

12. The thermal management system (100) according to claim 8, wherein, The thermal management system (100) has at least one of the cabin heating + battery cooling and cabin cooling + battery heating states. When the thermal management system (100) is in the cabin heating + battery cooling state, the control valve assembly controls the refrigerant flowing out of the compressor (10) to sequentially flow through the first in-vehicle heat exchanger (11), the second in-vehicle heat exchanger (12) and the battery heat exchanger (13). When the thermal management system (100) is in the cabin cooling + battery heating state, the control valve assembly controls the refrigerant flowing out of the compressor (10) to sequentially flow through the battery heat exchanger (13) and the evaporator (20).

13. The thermal management system (100) according to claim 8, characterized in that, It further includes: A high-pressure heat exchange module, the high-pressure heat exchange module includes a radiator (25), a high-pressure unit (26) and a plate heat exchanger (27), the plate heat exchanger (27) has a first heat exchange flow path (271) and a second heat exchange flow path (272), the radiator (25), the high-pressure unit (26) and the first heat exchange flow path (271) form a coolant circuit, the first end of the second heat exchange flow path (272) is communicated with the second in-vehicle heat exchanger (12) and the battery heat exchanger (13), and the second end of the second heat exchange flow path (272) is communicated with the compressor (10).

14. The thermal management system according to claim 13, characterized in that, The high-pressure heat exchange module further includes: A pump body (28), the pump body (28) is arranged between the first end of the high-pressure unit (26) and the first end of the first heat exchange flow path (271). A water temperature sensor (29), the water temperature sensor (29) is arranged between the pump body (28) and the first end of the first heat exchange flow path (271). A liquid storage member (30), the liquid storage member (30) is respectively communicated with the radiator (25), the high-pressure unit (26) and the pump body (28).

15. The thermal management system (100) according to claim 14, characterized in that, The high-pressure heat exchange module further includes a multi-way valve (31), the multi-way valve (31) is arranged between the radiator (25) and the second end of the first heat exchange flow path (271). The multi-way valve (31) has a first valve port (311), a second valve port (312) and a third valve port (313), the first valve port (311) is communicated with the second end of the first heat exchange flow path (271), the second valve port (312) is communicated with the second end of the high-pressure unit (26), and the third valve port (313) is communicated with the radiator (25), wherein the first valve port (311) can be selectively communicated with the second valve port (312) or the third valve port (313).

16. The thermal management system (100) according to claim 13, characterized in that, The control valve assembly further includes: A second check valve (32) is provided between the battery heat exchanger (13) and the first end of the second heat exchange flow path (272) to control the flow of the refrigerant from the battery heat exchanger (13) to the second heat exchange flow path (272); A third check valve (33) is provided between the compressor (10) and the battery heat exchanger (13) to control the flow of the refrigerant from the compressor (10) to the battery heat exchanger (13).

17. The thermal management system (100) according to claim 8, characterized in that, Further comprising: A refrigerator heat exchanger (34) is provided between the first channel (181) and the second channel (182), and a fourth throttle valve (35) is provided between the refrigerator heat exchanger (34) and the second channel (182).

18. The thermal management system (100) according to claim 17, wherein, Further comprising: A refrigerator heating element (55) for heating the refrigerator.

19. The thermal management system (100) according to claim 8, wherein, Further comprising: A high-pressure heat exchange module connected to the first refrigerant circuit.

20. The thermal management system (100) according to claim 19, characterized in that, The high-pressure heat exchange module includes an intelligent driving heat exchanger (37), an electronic control heat exchanger (38), and a motor heat exchanger (39) connected to form a second refrigerant circuit. The first end of the second refrigerant circuit communicates with the second in-vehicle heat exchanger (12) and the battery heat exchanger (13), and the second end of the second refrigerant circuit communicates with the second end of the first channel (181).

21. A vehicle, characterized in that, Including the thermal management system (100) according to any one of claims 1-20.

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