Thermal management system and vehicle

Abstract

The invention relates to a thermal management system and a vehicle. The heat management system comprises a compressor, a first heat exchange module, a second heat exchange module and a multi-way valve. The compressor has an inlet and an outlet; the first heat exchange module cools the heat exchange medium from the outlet; the second heat exchange module comprises a battery heat exchange unit; the battery heat exchange unit refrigerates the battery through the heat exchange medium from the first heat exchange module, or the heat exchange unit heats the battery through the heat exchange medium from the outlet; and the inlet or the outlet is communicated with the battery heat exchange unit through the multi-way valve. According to the technical scheme, the same pipeline can be used as a liquid inlet pipeline of the battery heat exchange unit and can also be used as a liquid outlet pipeline of the battery heat exchange unit, so that the requirement that the battery heat exchange unit needs opposite flow directions when heating and refrigerating a battery is met. Therefore, the control pipeline of the thermal management system can be simplified.

Description

Technical Field

[0001] The present application relates to the field of electronic technology, and in particular to a thermal management system and a vehicle. Background Art

[0002] To ensure passenger comfort and battery system performance and safety, vehicles such as pure electric vehicles and hybrid electric vehicles are generally equipped with a corresponding vehicle thermal management system. When the passenger compartment and / or battery system require cooling or heating, or when the passenger compartment requires dehumidification, the vehicle thermal management system activates the corresponding circuit to heat or cool the passenger compartment and / or battery system, or to dehumidify the passenger compartment.

[0003] Because the battery has both heating and cooling modes, and the heat exchange medium flows in opposite directions at the battery heat exchanger during cooling and heating, the thermal management system's control circuitry is complex, resulting in greater flow resistance and more complex control when switching between modes. Summary of the Invention

[0004] The embodiments of the present application provide a thermal management system that can simplify the control circuits of the thermal management system to at least partially solve the above-mentioned technical problems.

[0005] In order to achieve the above-mentioned purpose, according to the first aspect of the present application, a thermal management system is provided, which includes a compressor, a first heat exchange module, a second heat exchange module and a multi-way valve; the compressor has an inlet and an outlet; the first heat exchange module cools the heat exchange medium from the outlet; the second heat exchange module includes a battery heat exchange unit; the battery heat exchange unit cools the battery with the heat exchange medium from the first heat exchange module, or the battery heat exchange unit heats the battery with the heat exchange medium from the outlet; the multi-way valve selectively connects the inlet or outlet to the battery heat exchange unit.

[0006] Optionally, the first heat exchange module includes an in-vehicle heat exchanger and an out-vehicle heat exchanger; the in-vehicle heat exchanger has a first working state and a second working state; in the first working state, the in-vehicle heat exchanger cools down the heat exchange medium from the outlet and conducts it to the second heat exchange module; in the second working state, the in-vehicle heat exchanger conducts the heat exchange medium from the outlet to the out-vehicle heat exchanger, and the out-vehicle heat exchanger cools down the heat exchange medium from the in-vehicle heat exchanger and conducts it to the second heat exchange module.

[0007] Optionally, the first heat exchange module further includes a reversing valve, which selectively connects the in-vehicle heat exchanger to the out-vehicle heat exchanger, or connects the in-vehicle heat exchanger to the second heat exchange module.

[0008] Optionally, the first heat exchange module also includes a first one-way valve and a first regulating valve, the first one-way valve is arranged between the external heat exchanger and the second heat exchange module; the first regulating valve is connected in parallel with the first one-way valve; the first regulating valve can conduct the heat exchange medium cooled by the internal heat exchanger to the external heat exchanger; wherein, the external heat exchanger heats up the heat exchange medium from the internal heat exchanger; the multi-way valve guides the heat exchange medium heated by the external heat exchanger back to the inlet.

[0009] Optionally, the thermal management system further includes a second one-way valve, which is arranged between the external heat exchanger and the D port of the multi-way valve.

[0010] Optionally, the multi-way valve is a four-way reversing valve, and the multi-way valve has a 0 position and a 1 position; when the multi-way valve is in the 0 position, the multi-way valve guides the heat exchange medium for cooling the battery from the battery heat exchange unit back to the inlet, and guides the heat exchange medium heated by the external heat exchanger back to the inlet; when the multi-way valve is in the 1 position, the multi-way valve guides the heat exchange medium from the outlet to the battery heat exchange unit.

[0011] Optionally, the second heat exchange module further includes an in-vehicle heat exchange unit, which cools the target object with the heat exchange medium from the battery heat exchange unit after heating the battery and / or the heat exchange medium from the first heat exchange module, and guides the heat exchange medium back to the inlet.

[0012] Optionally, the in-vehicle heat exchange unit includes an evaporation component, which is connected in series between the first heat exchange module and the inlet.

[0013] Optionally, the evaporation component includes an evaporator and a second regulating valve, one end of the evaporator is connected to the first heat exchange module through the second regulating valve, and the other end is connected to the inlet.

[0014] Optionally, there are two evaporation components, namely a front evaporation component and a rear evaporation component, and the front evaporation component and the rear evaporation component are connected in parallel between the first heat exchange module and the inlet.

[0015] Optionally, the in-vehicle heat exchange unit includes a heat exchange component, and two ends of the heat exchange component are respectively connected to the first heat exchange module and the inlet.

[0016] Optionally, the heat exchange assembly includes a double waste heat plate heat exchanger and a first flow control device, the two ports of one of the flow channels of the double waste heat plate heat exchanger are respectively connected to a port and an inlet of the first flow control device, and the other port of the first flow control device is connected to the first heat exchange module; wherein, the first flow control device can selectively fully flow, throttle or close.

[0017] Optionally, the first flow control device is a large-diameter throttle valve.

[0018] Optionally, the in-vehicle heat exchange unit includes an evaporation component and a heat exchange component. There are two evaporation components, and the two evaporation components and heat exchange components are connected in parallel between the first heat exchange module and the inlet.

[0019] Optionally, the thermal management system further includes a second flow control device, which is disposed between the first heat exchange module and the second heat exchange module; wherein the second flow control device can selectively be fully circulated, throttled, or closed.

[0020] Optionally, the second flow control device is a large-diameter throttle valve.

[0021] Optionally, the battery heat exchange unit includes a direct cooling plate and a third flow control device, one port of the third flow control device is connected to the first heat exchange module, the other port is connected to one port of the direct cooling plate, and the other port of the direct cooling plate is connected to the multi-way valve; wherein, the third flow control device can selectively fully flow, throttle or close.

[0022] Optionally, the third flow control device is a large-diameter throttle valve.

[0023] Optionally, the thermal management system further includes a high-pressure liquid storage tank, and the high-pressure liquid storage tank is used to maintain the pressure of the heat exchange medium.

[0024] According to a second aspect of the present application, a vehicle is provided, comprising a battery and the aforementioned thermal management system. A battery heat exchange unit is thermally coupled to the battery to cool or heat the battery.

[0025] In the thermal management system of the present application, a multi-way valve is switched so that the same pipeline can serve as both the inlet and outlet of the battery heat exchange unit. This satisfies the requirement for the battery heat exchange unit to have opposite flow directions when heating and cooling the battery. This simplifies the control pipeline of the thermal management system.

[0026] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0028] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0029] Figure 1is a schematic diagram of a first structure of a thermal management system provided in an exemplary embodiment of the present disclosure;

[0030] Figure 2 is a second structural schematic diagram of a thermal management system provided in an exemplary embodiment of the present disclosure;

[0031] Figure 3 is a third structural schematic diagram of a thermal management system provided in an exemplary embodiment of the present disclosure;

[0032] Figure 4 is a fourth structural schematic diagram of a thermal management system provided in an exemplary embodiment of the present disclosure;

[0033] Figure 5 is a fifth structural schematic diagram of a thermal management system provided in an exemplary embodiment of the present disclosure;

[0034] Figure 6 Schematic diagram of thermal coupling between a battery and a battery heat exchange unit provided in an exemplary embodiment of the present disclosure.

[0035] Description of reference numerals:

[0036] 1- Thermal management system;

[0037] 2-compressor; 21-inlet; 22-outlet;

[0038] 1a-first heat exchange module; 2a-second heat exchange module;

[0039] 3-In-vehicle heat exchanger; 4-Out-vehicle heat exchanger; 5-First one-way valve;

[0040] 6-battery heat exchange unit; 61-direct cooling plate; 62-first port; 63-second port; 64-third flow control device;

[0041] 7-Multi-way valve;

[0042] 8-In-vehicle heat exchange unit; 81-Evaporation assembly; 82-Evaporator; 83-Rear evaporation assembly; 84-Front evaporation assembly; 85-Second regulating valve; 86-Heat exchange assembly; 87-Dual waste heat plate heat exchanger; 88-First flow control device;

[0043] 9- reversing valve; 10- first regulating valve; 11- second flow control device; 12- high-pressure liquid storage tank; 13- second one-way valve;

[0044] 100-battery. DETAILED DESCRIPTION

[0045] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0046] See also Figure 1 , Figure 1 This is a first structural diagram of the thermal management system 1 provided in an exemplary embodiment of the present disclosure. An embodiment of the present application provides a thermal management system 1. The thermal management system 1 includes a compressor 2, a first heat exchange module 1a, a second heat exchange module 2a and a multi-way valve 7. The compressor 2 has an inlet 21 and an outlet 22. The first heat exchange module 1a cools the heat exchange medium from the outlet 22. The second heat exchange module 2a includes a battery heat exchange unit 6. The battery heat exchange unit 6 cools the battery with the heat exchange medium from the first heat exchange module 1a, or the battery heat exchange unit 6 heats the battery with the heat exchange medium from the outlet 22. The multi-way valve 7 selectively connects the inlet 21 or the outlet 22 to the battery heat exchange unit 6.

[0047] As will be understood, compressor 2 compresses the heat exchange medium, discharging the high-temperature, high-pressure heat exchange medium from outlet 22. The first heat exchange module 1a can dissipate heat into the passenger compartment or to the external environment to cool the heat exchange medium from outlet 22. Furthermore, multi-way valve 7 has at least two operating states: in one state, multi-way valve 7 connects inlet 21 to battery heat exchange unit 6; in the other state, multi-way valve 7 connects outlet 22 to battery heat exchange unit 6.

[0048] As will be understood, the battery heat exchange unit 6 has a first port 62 and a second port 63. When cooling the battery, the multi-way valve 7 connects the inlet 21 with the second port 63 of the battery heat exchange unit 6. After exiting the outlet 22, the heat exchange medium passes sequentially through the first heat exchange module 1a, the first port 62 of the battery heat exchange unit 6, and the second port 63 of the battery heat exchange unit 6, returning to the inlet 21. When heating the battery, the multi-way valve 7 connects the outlet 22 with the first port 62 of the battery heat exchange unit 6. After exiting the outlet 22, the heat exchange medium passes sequentially through the second port 63 of the battery heat exchange unit 6 and the first port 62 of the battery heat exchange unit 6, returning to the inlet.

[0049] Specifically, this embodiment can cool the battery through the following heat exchange medium circulation process: the compressor 2 compresses the heat exchange medium to obtain a high-temperature and high-pressure heat exchange medium, and the heat exchange medium is output from the outlet 22 of the compressor 2 and dissipates heat outward through the first heat exchange module 1a to cool the heat exchange medium. The cooled heat exchange medium flows into the battery heat exchange unit 6. The battery heat exchange unit 6 throttles and reduces the pressure of the heat exchange medium. The heat exchange medium absorbs the heat of the battery at the battery heat exchange unit 6, thereby achieving the effect of cooling the battery. After absorbing the heat, the heat exchange medium passes through the multi-way valve 7 (passing through port B and port A in sequence) and returns to the inlet 21 of the compressor 2. By circulating the heat exchange medium in this way, continuous cooling management of the battery can be achieved.

[0050] Specifically, this embodiment can heat the battery through the following heat exchange medium circulation process: the compressor 2 compresses the heat exchange medium to obtain a high-temperature and high-pressure heat exchange medium, and the heat exchange medium is output from the outlet 22 of the compressor 2. The heat exchange medium passes through the multi-way valve 7 (through the C port and the B port in sequence) and enters the battery heat exchange unit 6. The battery heat exchange unit 6 throttles and reduces the pressure of the heat exchange medium, and the heat exchange medium releases heat at the battery heat exchange unit 6, thereby achieving the effect of heating the battery. After absorbing the heat, the heat exchange medium returns to the inlet 21 of the compressor 2. By circulating the heat exchange medium in this way, continuous heating management of the battery can be achieved.

[0051] As can be seen from the above, in this embodiment, the multi-way valve 7 can be switched so that the same pipeline can serve as both the inlet and outlet of the battery heat exchange unit 6. This satisfies the battery heat exchange unit 6's need for opposite flow directions when heating and cooling the battery. This simplifies the control circuitry of the thermal management system. Furthermore, compared to complex thermal management systems with multiple channels and numerous valves, this simpler path in this embodiment reduces the number of potentially faulty components and reduces the probability of failure of the thermal management system 1, thereby improving the reliability and stability of the thermal management system 1.

[0052] At the same time, the simplification of the control pipeline based on the thermal management system 1 can reduce the corners and bends encountered by the heat exchange medium when flowing in the loop, thereby reducing the local pressure loss caused by corners and bends, and further reducing the pressure drop of the thermal management system, and controlling the energy consumption of the thermal management system 1.

[0053] In addition, the compressor 2 can directly send the high-temperature heat exchange medium to the battery heat exchange unit 6 through the multi-way valve 7, which can improve the directness of the thermal management system 1 in heating the battery, thereby reducing heat loss in the circuit and the pressure drop of the heat exchange medium, so as to facilitate faster transfer of more heat to the battery heat exchange unit 6, thereby more efficiently heating the battery.

[0054] See also Figure 1In some embodiments, the first heat exchange module 1a includes an in-vehicle heat exchanger 3 and an out-vehicle heat exchanger 4. The in-vehicle heat exchanger 3 has a first operating state and a second operating state. In the first operating state, the in-vehicle heat exchanger 3 cools the heat exchange medium from the outlet 22 and conducts it to the second heat exchange module 2a. In the second operating state, the in-vehicle heat exchanger 3 conducts the heat exchange medium from the outlet to the out-vehicle heat exchanger 4, which cools the heat exchange medium from the in-vehicle heat exchanger 3 and conducts it to the second heat exchange module 2a.

[0055] It can be understood that the in-vehicle heat exchanger 3 is used to dissipate heat to the passenger compartment, and the out-vehicle heat exchanger 4 is used to dissipate heat to the environment outside the vehicle.

[0056] Correspondingly, when the passenger compartment needs to be heated, the in-vehicle heat exchanger 3 is in the first working state, where the in-vehicle heat exchanger 3 cools the heat exchange medium from the outlet 22 to transfer the heat of the heat exchange medium to the passenger compartment.

[0057] Correspondingly, when there's no need to heat the passenger compartment, the interior heat exchanger 3 is in its second operating state. In this state, the interior heat exchanger 3 is inactive, serving as a channel for the heat exchange medium. The interior heat exchanger 3 directs the heat exchange medium from outlet 22 to the exterior heat exchanger 4, which cools the heat exchange medium from the interior heat exchanger 3.

[0058] In this embodiment, through the above-mentioned settings, the thermal management system 1 can also meet the cooling and heating needs of the passenger compartment, and the structure of the control pipeline of the thermal management system 1 is simple, which is conducive to improving the reliability of the thermal management system 1.

[0059] See also Figure 1 In some embodiments, the first heat exchange module 1a further includes a reversing valve 9. The reversing valve 9 selectively connects the in-vehicle heat exchanger 3 with the out-vehicle heat exchanger 4, or connects the in-vehicle heat exchanger 3 with the second heat exchange module 2a.

[0060] It is understood that the reversing valve 9 is a selector electromagnetic reversing valve 9, specifically a two-position, three-way reversing valve. The input end of the two-position, three-way reversing valve is connected to the in-vehicle heat exchanger 3, and the other two output ends are connected to the external heat exchanger 4 and the second heat exchange module 2a, respectively. The valve core of the reversing valve 9 has two operating positions: 0 and 1. In the 0 position, the reversing valve 9 connects the in-vehicle heat exchanger 3 with the external heat exchanger 4. In the 1 position, the reversing valve 9 connects the in-vehicle heat exchanger 3 with the second heat exchange module 2a.

[0061] In this embodiment, the connection between the in-vehicle heat exchanger 3 and the out-vehicle heat exchanger 4, and the connection between the in-vehicle heat exchanger 3 and the second heat exchange module 2a are switched by the reversing valve 9, so that a single valve can be used to control the switching of the on-off state of the two branches, thereby reducing the number of single valves required to be arranged in the thermal management system 1, and further reducing the complexity of the architecture of the thermal management system 1, and reducing the volume, weight and cost of the integrated valve island integrating these single valves.

[0062] See also Figure 2 , Figure 2 2 is a schematic diagram of a second structural embodiment of the thermal management system 1 provided in an exemplary embodiment of the present disclosure. In some embodiments, the first heat exchange module 1a further includes a first one-way valve 5 and a first regulating valve 10. The first one-way valve 5 is disposed between the off-board heat exchanger 4 and the second heat exchange module 2a. The first regulating valve 10 is connected in parallel with the first one-way valve 5. The first regulating valve 10 can conduct the heat exchange medium cooled by the on-board heat exchanger 3 to the off-board heat exchanger 4; wherein the off-board heat exchanger 4 heats the heat exchange medium from the on-board heat exchanger 3; and the multi-way valve 7 directs the heat exchange medium heated by the off-board heat exchanger 4 back to the inlet 21.

[0063] Specifically, the in-vehicle heat exchanger 3 cools the heat exchange medium from the outlet 22 and sends it between the first one-way valve 5 and the second heat exchange module 2a. The out-vehicle heat exchanger 4 heats up the heat exchange medium cooled by the in-vehicle heat exchanger 3.

[0064] Among them, this embodiment provides a first regulating valve 10 and a first one-way valve 5 so that the thermal management system 1 also has heat pump performance. When heating the passenger compartment, the heat exchange medium can absorb heat from the external environment and use it to heat the passenger compartment.

[0065] Specifically, this embodiment achieves heat pump performance in the thermal management system 1 through the following heat exchange medium circulation process: When heating the passenger compartment, compressor 2 compresses the heat exchange medium to produce high-temperature, high-pressure heat exchange medium. This heat exchange medium is then discharged from compressor 2 outlet 22 and enters the in-vehicle heat exchanger 3, where it releases heat to the passenger compartment. The in-vehicle heat exchanger 3 then directs the heat exchange medium between the first one-way valve 5 and the second heat exchange module 2a. If the battery requires cooling, a portion of the heat exchange medium flows into the battery heat exchange unit 6, while another portion passes through the first regulating valve 10 and enters the external heat exchanger 4. If the battery does not require cooling, the heat exchange medium passes through the first regulating valve 10 and enters the external heat exchanger 4. The external heat exchanger 4 then absorbs ambient heat into the heat exchange medium and directs the heat exchange medium back to the inlet 21 of the compressor 2 through the multi-way valve 7.

[0066] As can be seen from the above, in this embodiment, the aforementioned configuration enables the thermal management system 1 to function as a heat pump. Specifically, the heat exchange medium absorbs heat from the environment through the external heat exchanger 4 and then feeds it into the compressor 2. After being compressed by the compressor 2, the heat exchange medium is released into the passenger compartment through the internal heat exchanger 3. This allows the system to absorb a large amount of heat from the external environment while consuming relatively little electrical energy, resulting in high energy efficiency. Furthermore, this low energy consumption helps reduce battery energy consumption, thereby increasing the electric vehicle's range.

[0067] See also Figure 2 In some embodiments, the thermal management system 1 further includes a second one-way valve 13 . The second one-way valve 13 is disposed between the external heat exchanger 4 and the multi-way valve 7 .

[0068] It can be understood that the external heat exchanger 4 is connected to the multi-way valve 7 through the second one-way valve 13 .

[0069] In this way, the heat exchange medium flows in a unique direction between the external heat exchanger 4 and the multi-way valve 7 , thereby preventing the thermal management system 1 from being damaged.

[0070] See also Figure 2 In some embodiments, the multi-way valve 7 is a four-way reversing valve. The multi-way valve has a 0 position and a 1 position. When the multi-way valve 7 is in the 0 position, the multi-way valve 7 directs the heat exchange medium from the battery heat exchange unit 6 that cools the battery back to the inlet 21, and directs the heat exchange medium heated by the off-board heat exchanger 4 back to the inlet 21. When the multi-way valve 7 is in the 1 position, the multi-way valve 7 directs the heat exchange medium from the outlet 22 to the battery heat exchange unit 6.

[0071] Specifically, the multi-way valve 7 includes a port A communicating with the inlet 21 , a port B communicating with the battery heat exchange unit 6 , a port C communicating with the outlet 22 , and a port D communicating with the external heat exchanger 4 .

[0072] For example, the multi-way valve 7 has a T-shaped valve core structure. The multi-way valve 7 has two control logics: 0 and 1. In position 0, ports B and D of the multi-way valve 7 are both connected to port A; in position 1, port C of the multi-way valve 7 is connected to port 1, and port D can also be connected to port B.

[0073] Among them, when the battery has a cooling demand, the compressor 2 compresses the heat exchange medium to obtain a high-temperature and high-pressure heat exchange medium. The heat exchange medium is output from the outlet 22 of the compressor 2 and dissipates heat outward through the first heat exchange module 1a to cool the heat exchange medium. The cooled heat exchange medium flows into the battery heat exchange unit 6. The battery heat exchange unit 6 throttles and reduces the pressure of the heat exchange medium. The heat exchange medium absorbs the heat of the battery at the battery heat exchange unit 6, thereby achieving the effect of cooling the battery. After absorbing the heat, the heat exchange medium passes through port B and port A in turn and returns to the inlet 21 of the compressor 2. By circulating the heat exchange medium in this way, continuous cooling management of the battery can be achieved.

[0074] When battery heating is required, compressor 2 compresses the heat exchange medium to produce high-temperature, high-pressure heat exchange medium. After exiting compressor 2's outlet 22, the heat exchange medium enters the battery heat exchange unit 6 through ports C and B. The battery heat exchange unit 6 throttles and reduces the pressure of the heat exchange medium, releasing heat there, thereby heating the battery. After absorbing the heat, the heat exchange medium returns to compressor 2's inlet 21. This circulating heat exchange medium ensures continuous battery heating.

[0075] In this embodiment, by setting the multi-way valve 7 as a four-way valve, not only can the pipeline switching requirements of the thermal management system be met, but the structure of the multi-way valve 7 can also be made simpler, so that the volume and weight of the integrated valve island integrating the multi-way valve can be reduced.

[0076] See also Figure 1 or Figure 2 In one embodiment, the second heat exchange module 2a further includes an in-vehicle heat exchange unit 8. The in-vehicle heat exchange unit 8 transfers the heat exchange medium from the battery heat exchange unit 6 after heating the battery and / or transfers the heat exchange medium from the first heat exchange module 1a to a target object for cooling, and then guides the heat exchange medium back to the inlet 21.

[0077] Among them, the target objects include but are not limited to the crew compartment, engine waterways, high-power electronic equipment, etc.

[0078] In addition, the in-vehicle heat exchange unit 8 includes but is not limited to an evaporator, a double waste heat plate heat exchanger for heat exchange with the water circuit of the engine, and a heat exchange plate for cooling of the refrigerator.

[0079] It can be understood that the in-vehicle heat exchange unit 8 cools the target object with the heat exchange medium after the battery is heated by the battery heat exchange unit 6, or the in-vehicle heat exchange unit 8 cools the target object with the heat exchange medium from the first heat exchange module 1a, or the in-vehicle heat exchange unit 8 cools the target object with the heat exchange medium after the battery is heated by the battery heat exchange unit 6 and the heat exchange medium from the first heat exchange module 1a.

[0080] In this embodiment, by providing the in-vehicle heat exchange unit 8, not only can other equipment in the car be cooled to adjust the operating temperature of other equipment and improve its working reliability, but the heat generated by other equipment during operation can also be absorbed and used to heat other equipment to reduce energy consumption during heating.

[0081] See also Figure 3 , Figure 3This is a third schematic diagram of the structure of the thermal management system 1 provided in an exemplary embodiment of the present disclosure. In some embodiments, the in-vehicle heat exchange unit 8 includes an evaporation assembly 81. This evaporation assembly 81 is connected in series between the first heat exchange module 1a and the inlet 21. This allows the passenger compartment to be cooled by the evaporation assembly 81.

[0082] Specifically, the heat exchange medium cooled by the first heat exchange module 1 a and / or the battery heat exchange unit 6 may flow into the evaporation assembly 81 to cool the passenger compartment.

[0083] See also Figure 3 In some embodiments, the evaporation assembly 81 includes an evaporator 82 and a second regulating valve 85. One end of the evaporator 82 is connected to the first heat exchange module 1a via the second regulating valve 85, and the other end is connected to the inlet 21. This allows the evaporator 82 to manage the passenger compartment temperature while maintaining a simple layout and ease of manufacture.

[0084] Optionally, the second regulating valve 85 is an electromagnetic expansion valve.

[0085] See also Figure 3 In some embodiments, there are two evaporation components 81 , namely a front evaporation component 84 and a rear evaporation component 83 . The front evaporation component 84 and the rear evaporation component 83 are connected in parallel between the first heat exchange module 1 a and the inlet 21 .

[0086] It can be understood that the front evaporation assembly 84 is used to cool the space of the passenger compartment near the front of the vehicle, and the rear evaporation assembly 83 is used to cool the space of the passenger compartment near the rear of the vehicle.

[0087] In this embodiment, the above-mentioned configuration can improve the uniformity of temperature control in the passenger compartment, thereby improving the user's comfort.

[0088] See also Figure 4 , Figure 4 1 is a fourth structural diagram of the thermal management system 1 provided in an exemplary embodiment of the present disclosure. In some embodiments, the in-vehicle heat exchange unit 8 includes a heat exchange assembly 86. The two ends of the heat exchange assembly 86 are connected to the first heat exchange module 1a and the inlet 21 respectively.

[0089] It can be understood that the heat exchange component 86 can cool the fluid in the water path from the engine and other equipment to manage the operating temperature of the relevant equipment, thereby improving the working reliability of the relevant equipment.

[0090] See also Figure 4In some embodiments, heat exchange assembly 86 includes a dual waste heat plate heat exchanger 87 and a first flow control device 88. Two ports of one flow channel of the dual waste heat plate heat exchanger 87 are connected to a port of the first flow control device 88 and the inlet 21, respectively. The other port of the first flow control device 88 is connected to the first heat exchange module 1a. The first flow control device 88 can selectively operate in full flow, throttled flow, or closed flow.

[0091] The first flow control device 88 can be configured by connecting a check valve in series with a shutoff valve in parallel with a conventional throttle valve. When the first flow control device 88 is fully open, the conventional throttle valve is closed and the shutoff valve is open. When the first flow control device 88 is throttling, the shutoff valve is closed and the conventional throttle valve is open. When the first flow control device 88 is closed, both the conventional throttle valve and the shutoff valve are closed.

[0092] In this embodiment, the above arrangement makes the heat exchange assembly 86 simple in structure and easy to manufacture, thereby controlling the manufacturing cost of the battery thermal management system 1 .

[0093] In some embodiments, the first flow control device 88 is a large-diameter throttle valve. This allows a single valve to meet various requirements of full flow, throttling, or shutoff, thereby reducing the number of single valves required for the thermal management system 1, thereby reducing the complexity of the thermal management system 1 architecture and reducing the volume, weight, and cost of the integrated valve island integrating these single valves.

[0094] Specifically, the first flow control device 88 is a zigzag large-diameter valve having three states: full flow, throttling, and closed.

[0095] See also Figure 5 , Figure 5 This is a fifth structural diagram of the thermal management system 1 provided in an exemplary embodiment of the present disclosure. In some embodiments, the in-vehicle heat exchange unit 8 includes an evaporator assembly 81 and a heat exchange assembly 86. Two evaporator assemblies 81 are provided. These two evaporator assemblies 81 and heat exchange assembly 86 are connected in parallel between the first heat exchange module 1a and the inlet 21. This allows the thermal management system 1 to not only manage the temperature of the battery, but also the temperature of the water circuits in the passenger compartment and other equipment, such as the engine.

[0096] See also Figures 1 to 5 In any of the figures, in some embodiments, the thermal management system 1 further includes a second flow control device 11. The second flow control device 11 is disposed between the first heat exchange module 1a and the second heat exchange module 2a. The second flow control device 11 can selectively be fully circulated, throttled, or closed.

[0097] It can be understood that one end of the battery heat exchange unit 6 is connected in parallel with one end of the in-vehicle heat exchange unit 8 and then connected to the second flow control device.

[0098] The second flow control device 11 can be constructed by connecting a one-way valve in series with a stop valve to form a valve assembly, which is then connected in parallel with a conventional throttle valve. When the second flow control device 11 is fully open, the conventional throttle valve is closed and the stop valve is open. When the first flow control device is throttling, the stop valve is closed and the conventional throttle valve is open. When the second flow control device 11 is closed, both the conventional throttle valve and the stop valve are closed.

[0099] It can be understood that when heating the battery, the compressor 2 compresses the heat exchange medium to obtain a high-temperature and high-pressure heat exchange medium, and the heat exchange medium is output from the outlet 22 of the compressor 2. A portion of the high-pressure heat exchange medium enters the battery heat exchange unit 6 through the C port and the B port in turn to dissipate heat and reduce the pressure, and then reaches the inlet of the in-vehicle heat exchange unit 8. Therefore, the heat exchange medium output by the battery heat exchange unit 6 is in a low-pressure state. The other part of the high-pressure heat exchange medium reaches the inlet of the in-vehicle heat exchange unit 8 through the first heat exchange module 1a. The high-pressure heat exchange medium at the output end of the first heat exchange module 1a and the low-pressure heat exchange medium from the battery heat exchange unit 6 merge and flow into the in-vehicle heat exchange unit 8. The low-pressure heat exchange medium and the high-pressure heat exchange medium directly merge here, which will cause pressure fluctuations in the thermal management system 1. This sudden change in pressure will damage the system pipelines and components.

[0100] Based on this, in this embodiment, by configuring the second flow control device 11, in the above situation, the high-pressure heat exchange medium from the first heat exchange module 1a can be reduced in pressure and then merged with the low-pressure heat exchange medium from the battery heat exchange unit 6 to reduce the pressure fluctuations caused by the confluence, thereby improving the reliability of the thermal management system 1.

[0101] Furthermore, by setting the second flow control device 11 to a full-flow state, the second flow control device 11 can be in a full-flow state when the low-temperature heat exchange medium from the first heat exchange module 1a passes through the battery heat exchange unit 6 to cool the battery and passes through the in-vehicle heat exchange unit 8 to cool related components, thereby increasing the flow rate of the heat exchange medium and improving the thermal management efficiency.

[0102] In some embodiments, the second flow control device 11 is a large-diameter throttle valve. This allows the thermal management system 1 to be configured with a single valve to meet various requirements of full flow, throttling, or shutoff, thereby reducing the number of single valves required in the thermal management system 1, thereby reducing the complexity of the thermal management system 1 architecture and reducing the volume, weight, and cost of the integrated valve island integrating these single valves.

[0103] Specifically, the second flow control device 11 is a zigzag large-diameter valve having three states: full flow, throttling, and closed.

[0104] See also Figure 1 In some embodiments, the battery heat exchange unit 6 includes a direct cooling plate 61 and a third flow control device 64. One port of the third flow control device 64 is connected to the first heat exchange module 1a, and the other port is connected to one port of the direct cooling plate 61. The other port of the direct cooling plate 61 is connected to the multi-way valve 7. The third flow control device 64 can selectively set full flow, throttling, or shutoff.

[0105] It can be understood that when the direct cooling plate 61 needs to be disconnected from the circuit of the thermal management system 1, the third flow control device 64 is in a closed state; when the heat exchange medium flowing through the third flow control device 64 is in a high-pressure state, the third flow control device 64 is in a throttling state; when the heat exchange medium flowing through the third flow control device 64 is in a low-pressure state, the third flow control device 64 is in a full-flow state.

[0106] The third flow control device 64 can be a one-way valve in series with a stop valve to form a valve assembly, which is then connected in parallel with a conventional throttle valve. When the third flow control device 64 is fully open, the conventional throttle valve is closed and the stop valve is open. When the third flow control device 64 is throttling, the stop valve is closed and the conventional throttle valve is open. When the third flow control device 64 is closed, both the conventional throttle valve and the stop valve are closed.

[0107] In this embodiment, the above arrangement enables the battery heat exchange unit 6 to have a simple structure and be easy to manufacture, thereby controlling the manufacturing cost of the battery thermal management system 1 .

[0108] In some embodiments, the third flow control device 64 is a large-diameter throttle valve. This allows the battery heat exchange unit 6 to be configured with a single valve to meet various requirements of full flow, throttling, or shutoff, thereby reducing the number of single valves required for the thermal management system 1, thereby reducing the complexity of the thermal management system 1 architecture and reducing the volume, weight, and cost of the integrated valve island integrating these single valves.

[0109] See also Figure 1-Figure 5 In any of the figures, in some embodiments, the thermal management system 1 further includes a high-pressure liquid storage tank 12. The high-pressure liquid storage tank is used to maintain the pressure of the heat exchange medium. Specifically, the high-pressure liquid storage tank 12 is located between the first one-way valve 5 and the second flow control device 11.

[0110] It can be understood that after the heat exchange medium is output from the first heat exchange module 1 a , it flows into the battery heat exchange unit 6 and the in-vehicle heat exchange unit 8 through the high-pressure liquid storage tank 12 .

[0111] In this embodiment, by configuring a high-pressure liquid storage tank 12, on the one hand, it can store heat exchange medium to ensure a stable supply of heat exchange medium in the thermal management system 1; on the other hand, it can buffer the pressure fluctuations of the heat exchange medium and reduce pulsation and noise, thereby maintaining the stability of the pressure of the thermal management system 1, preventing damage due to excessive pressure, and reducing the noise and vibration of the thermal management system 1.

[0112] In addition, the high-pressure liquid storage tank 12 helps to separate the gas and liquid in the heat exchange medium, ensuring that the heat exchange medium can smoothly enter the battery heat exchange unit 6 and the in-vehicle heat exchange unit 8, thereby improving the cooling efficiency.

[0113] In addition, the thermal management system 1 provided in this embodiment can also use the high-pressure liquid storage tank on existing automobile equipment, thereby eliminating the process of calibrating a new high-pressure liquid storage tank and improving assembly efficiency.

[0114] See also Figure 6 , Figure 6 Schematic diagram of the thermal coupling between a battery and a battery heat exchange unit provided in an exemplary embodiment of the present disclosure. This application also provides a vehicle comprising a battery 100 and the aforementioned thermal management system 1. The battery heat exchange unit 6 is thermally coupled to the battery 100 to cool or heat the battery 100.

[0115] This embodiment utilizes the thermal management system 1 provided in some embodiments of the present application. By switching the multi-way valve 7, the same pipeline can serve as both the inlet and outlet of the battery heat exchange unit 6. This allows the battery heat exchange unit 6 to meet its requirements for opposite flow directions when heating and cooling the battery. This simplifies the vehicle's control circuitry. Furthermore, compared to complex thermal management systems with multiple channels and valves, this simpler path reduces the number of potentially faulty components and lowers the probability of thermal management system failure, thereby improving the vehicle's reliability and stability.

[0116] Based on the above embodiments, Figure 5 The thermal management system 1 provided in the embodiment of the present application is described in detail as follows.

[0117] 1. Cooling mode

[0118] 1. The status of the main components is as follows:

[0119]

[0120] Table 1. Status of main components in full cooling mode

[0121] 2. Heat exchange medium circulation process: Compressor 2 compresses the heat exchange medium to obtain high-temperature and high-pressure heat exchange medium. The heat exchange medium is output from outlet 22 of compressor 2, passes through the in-vehicle heat exchanger 3, reversing valve 9, out-vehicle heat exchanger 4, first one-way valve 5, high-pressure liquid storage tank 12, and second flow control device 11 in sequence, and is then divided into four branches.

[0122] The heat exchange medium of the first branch flows through the third flow control device 64 and enters the direct cooling plate 61 to cool the battery. The heat exchange medium then flows through port B and port A in sequence and flows into the inlet 21 of the compressor 2.

[0123] The heat exchange medium of the second branch flows through the first flow control device 88 and enters the double waste heat plate heat exchanger 87 to cool the fluid in the water circuit of the engine and other equipment. The heat exchange medium flows out of the double waste heat plate heat exchanger 87 and flows into the inlet 21 of the compressor 2.

[0124] The heat exchange medium in the third branch flows through the second regulating valve 85 of the rear evaporation assembly 83 and enters the evaporator 82 of the rear evaporation assembly 83 to cool the space near the parking space in the passenger compartment through the evaporator 82. After flowing out of the evaporator 82, the heat exchange medium flows into the inlet 21 of the compressor 2.

[0125] The heat exchange medium of the fourth branch flows through the second regulating valve 85 of the front evaporation assembly 84 and enters the evaporator 82 of the front evaporation assembly 84, thereby cooling the space near the parking space in the passenger compartment through the evaporator 82. After flowing out of the evaporator 82, the heat exchange medium flows into the inlet 21 of the compressor 2.

[0126] It can be understood that in this mode, if any one of the direct cooling plate 61, the double waste heat plate heat exchanger 87, the rear evaporation component 83 and the front evaporation component 84 needs to be non-operating, the single valve connected in series therewith can be controlled to be closed.

[0127] It will be appreciated that, in direct cooling plate 61 cooling mode and / or dual waste heat plate heat exchanger 87 cooling mode, if passenger compartment heating is desired, reversing valve 9 is adjusted to position 1, allowing direct communication between interior heat exchanger 3 and first one-way valve 5 and high-pressure liquid storage tank 12. This bypasses exterior heat exchanger 4. In this state, interior heat exchanger 3 operates to dissipate heat to the passenger compartment.

[0128] 2. Air conditioning heating and waste heat utilization mode

[0129] 1. The status of the main components is as follows:

[0130]

[0131]

[0132] Table 2. Status of main components in air conditioning heating and waste heat utilization modes

[0133] 2. Heat exchange medium circulation process: Compressor 2 compresses the heat exchange medium to obtain high-temperature and high-pressure heat exchange medium. The heat exchange medium is output from outlet 22 of compressor 2 and passes through the in-vehicle heat exchanger 3, reversing valve 9, one-way outlet 52 and high-pressure liquid storage tank 12 in sequence before being divided into two branches.

[0134] A branch of the heat exchange medium passes through the first regulating valve 10 , the external heat exchanger 4 , the D port and the A port in sequence and then flows into the inlet 21 of the compressor 2 .

[0135] The heat exchange medium in the other branch flows through the second flow control device 11 and the first flow control device 88, and then flows into the dual waste heat plate heat exchanger 87 to cool the fluid in the water circuits of the engine and other equipment. The heat exchange medium flows out of the dual waste heat plate heat exchanger 87 and flows into the inlet 21 of the compressor 2.

[0136] It is understood that in this mode, if battery cooling is required, the third flow control device 64 is adjusted to a throttling state, allowing a portion of the heat exchange medium to pass through the third flow control device 64 and enter the direct cooling plate 61, thereby cooling the battery. The heat exchange medium output from the direct cooling plate 61 passes through port B and port A in sequence before flowing into the inlet 21 of the compressor 2.

[0137] It can be understood that in this mode, if the dual waste heat plate heat exchanger 87 is required to be non-operating, the first flow control device 88 connected in series therewith can be controlled to be closed.

[0138] 3. Air conditioning heating and battery heating modes

[0139] 1. The status of the main components is as follows:

[0140]

[0141]

[0142] Table 3. Status of main components in air conditioning heating and battery heating modes

[0143] 2. Heat exchange medium circulation process: Compressor 2 compresses the heat exchange medium to obtain high-temperature and high-pressure heat exchange medium, which is output from the outlet 22 of compressor 2 and divided into two branches.

[0144] A branch of the heat exchange medium passes through the in-vehicle heat exchanger 3, the reversing valve 9, the one-way outlet 52, the high-pressure liquid storage tank 12, the second flow control device 11, the first flow control device 88, and the dual waste heat plate heat exchanger 87 before flowing into the inlet 21 of the compressor 2. The waste heat plate heat exchanger cools the fluid in the water circuits of the engine and other equipment.

[0145] The heat exchange medium of the other branch passes through port C, port B, direct cooling plate 61 and the third flow control device 64 in sequence, and then merges with the heat exchange medium from the second flow control device 11 and flows into the first flow control device 88, and then passes through the double waste heat plate heat exchanger 87 and flows into the inlet 21 of the compressor 2.

[0146] 4. Self-dehumidification cycle mode

[0147] 1. The status of the main components is as follows:

[0148]

[0149]

[0150] Table 4. Status of main components in self-dehumidification cycle mode

[0151] 2. Heat exchange medium circulation process: Compressor 2 compresses the heat exchange medium to obtain high-temperature and high-pressure heat exchange medium. The heat exchange medium is output from compressor 2 outlet 22 and passes through the vehicle heat exchanger 3 (heating the passenger compartment), reversing valve 9, one-way outlet 52, and high-pressure liquid storage tank 12 in sequence, and then is divided into two branches.

[0152] A branch of the heat exchange medium flows through the second regulating valve 85 of the rear evaporator assembly 83 and enters the evaporator 82 of the rear evaporator assembly 83. The evaporator 82 cools the passenger compartment near the parking space, thereby integrating the heat dissipated by the in-vehicle heat exchanger 3 to control the passenger compartment temperature. The heat exchange medium flows out of the evaporator 82 and into the inlet 21 of the compressor 2.

[0153] The heat exchange medium in the other branch flows through the second regulating valve 85 of the front evaporator assembly 84 and enters the evaporator 82 of the front evaporator assembly 84. The evaporator 82 cools the passenger compartment near the parking space, thereby combining the heat dissipated by the in-vehicle heat exchanger 3 to control the passenger compartment temperature. After exiting the evaporator 82, the heat exchange medium flows into the inlet 21 of the compressor 2.

[0154] It is understood that in this mode, if battery cooling is required, the third flow control device 64 is adjusted to a throttling state, allowing a portion of the heat exchange medium to pass through the third flow control device 64 and enter the direct cooling plate 61, thereby cooling the battery. The heat exchange medium output from the direct cooling plate 61 passes through port B and port A in sequence before flowing into the inlet 21 of the compressor 2.

[0155] It can be understood that in this mode, if it is necessary to cool the fluid in the water circuit of the engine and other equipment, the first flow control device 88 is adjusted to a throttling state so that a portion of the heat exchange medium passes through the first flow control device 88 and enters the double waste heat plate heat exchanger 87.

[0156] It is understood that in this mode, if the heat pump mode needs to be activated, the first regulating valve 10 is adjusted to a throttling state, so that a portion of the heat exchange medium is reduced in pressure by the first regulating valve 10 and enters the external heat exchanger 4 to absorb heat. The heat exchange medium then flows from the external heat exchanger 4 through the third port 41, port D, and port A in sequence before flowing into the inlet 21 of the compressor 2.

[0157] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0158] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0159] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0160] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A thermal management system (1), characterized in that include: A compressor (2) having an inlet (21) and an outlet (22); A first heat exchange module (1a) cools down the heat exchange medium from the outlet (22); A second heat exchange module (2a) includes a battery heat exchange unit (6), wherein the battery heat exchange unit (6) cools the battery with the heat exchange medium from the first heat exchange module (1a), or heats the battery with the heat exchange medium from the outlet (22); A multi-way valve (7) selectively connects the inlet (21) or the outlet (22) to the battery heat exchange unit (6).

2. The thermal management system (1) according to claim 1, characterized in that The first heat exchange module (1a) includes an in-vehicle heat exchanger (3) and an out-vehicle heat exchanger (4); The in-vehicle heat exchanger (3) has a first working state and a second working state; In the first working state, the in-vehicle heat exchanger (3) cools the heat exchange medium from the outlet (22) and conducts it to the second heat exchange module (2a); In the second working state, the in-vehicle heat exchanger (3) conducts the heat exchange medium from the outlet (22) to the out-vehicle heat exchanger (4), and the out-vehicle heat exchanger (4) cools the heat exchange medium from the in-vehicle heat exchanger (3) and conducts it to the second heat exchange module (2a).

3. The thermal management system (1) according to claim 2, characterized in that The first heat exchange module (1a) further comprises a reversing valve (9); the reversing valve (9) selectively connects the in-vehicle heat exchanger (3) to the out-vehicle heat exchanger (4), or connects the in-vehicle heat exchanger (3) to the second heat exchange module (2a).

4. The thermal management system (1) according to claim 2, characterized in that The first heat exchange module (1a) further comprises: a first one-way valve (5) disposed between the off-board heat exchanger (4) and the second heat exchange module (2a); a first regulating valve (10) connected in parallel with the first one-way valve (5), the first regulating valve (10) being capable of conducting the heat exchange medium cooled by the in-vehicle heat exchanger (3) to the out-vehicle heat exchanger (4); The off-vehicle heat exchanger (4) heats the heat exchange medium from the on-vehicle heat exchanger (3); and the multi-way valve (7) guides the heat exchange medium heated by the off-vehicle heat exchanger (4) back to the inlet (21).

5. The thermal management system (1) according to claim 4, characterized in that The thermal management system (1) further comprises a second one-way valve (13), which is arranged between the off-vehicle heat exchanger (4) and the multi-way valve (7).

6. The thermal management system (1) according to claim 4, characterized in that The multi-way valve (7) is a four-way reversing valve, and the multi-way valve has a 0 position and a 1 position; When the multi-way valve (7) is in the 0 position, the multi-way valve (7) guides the heat exchange medium from the battery heat exchange unit (6) for cooling the battery back to the inlet (21), and guides the heat exchange medium heated by the off-board heat exchanger (4) back to the inlet (21); When the multi-way valve (7) is in the 1st position, the multi-way valve (7) conducts the heat exchange medium from the outlet (22) to the battery heat exchange unit (6).

7. The thermal management system (1) according to claim 1, characterized in that The second heat exchange module (2a) further includes an in-vehicle heat exchange unit (8), which cools a target object with the heat exchange medium from the battery heat exchange unit (6) after heating the battery and / or the heat exchange medium from the first heat exchange module (1a), and guides the heat exchange medium back to the inlet (21).

8. The thermal management system (1) according to claim 7, characterized in that The in-vehicle heat exchange unit (8) comprises an evaporation component (81), and the evaporation component (81) is connected in series between the first heat exchange module (1a) and the inlet (21).

9. The thermal management system (1) according to claim 8, characterized in that The evaporation component (81) comprises an evaporator (82) and a second regulating valve (85); one end of the evaporator (82) is connected to the first heat exchange module (1a) via the second regulating valve (85), and the other end is connected to the inlet (21).

10. The thermal management system (1) according to claim 8, characterized in that The evaporation components (81) include two components, namely a front evaporation component (82) and a rear evaporation component (83). The front evaporation component (82) and the rear evaporation component (83) are connected in parallel between the first heat exchange module (1a) and the inlet (21).

11. The thermal management system (1) according to claim 7, characterized in that The in-vehicle heat exchange unit (8) comprises a heat exchange component (86), and two ends of the heat exchange component (86) are respectively connected to the first heat exchange module (1a) and the inlet (21).

12. The thermal management system (1) according to claim 11, characterized in that The heat exchange assembly (86) includes a double waste heat plate heat exchanger (87) and a first flow control device (88), wherein two ports of a flow channel of the double waste heat plate heat exchanger (87) are respectively connected to a port of the first flow control device (88) and the inlet, and the other port of the first flow control device (88) is connected to the first heat exchange module (1a); The first flow control device (88) can selectively be fully circulated, throttled or closed.

13. The thermal management system (1) according to claim 12, characterized in that The first flow control device (88) is a large-diameter throttle valve.

14. The thermal management system (1) according to claim 7, characterized in that The in-vehicle heat exchange unit (8) comprises an evaporation component (81) and a heat exchange component (86), wherein there are two evaporation components (81), and the two evaporation components (81) and the heat exchange components (86) are connected in parallel between the first heat exchange module (1a) and the inlet (21).

15. The thermal management system (1) according to any one of claims 7 to 14, characterized in that The thermal management system (1) further comprises a second flow control device (11), wherein the second flow control device (11) is arranged between the first heat exchange module (1a) and the second heat exchange module (2a); The second flow control device (11) can selectively be fully circulated, throttled or closed.

16. The thermal management system (1) according to claim 15, characterized in that The second flow control device (11) is a large-diameter throttle valve.

17. The thermal management system (1) according to any one of claims 1 to 14, characterized in that The battery heat exchange unit (6) includes a direct cooling plate (61) and a third flow control device (64), one port of the third flow control device (64) is connected to the first heat exchange module (1a), and the other port is connected to one port of the direct cooling plate (61), and the other port of the direct cooling plate (61) is connected to the multi-way valve (7); The third flow control device (64) can selectively be fully circulated, throttled or closed.

18. The thermal management system (1) according to claim 17, characterized in that The third flow control device (64) is a large-diameter throttle valve.

19. The thermal management system (1) according to any one of claims 1 to 14, characterized in that The thermal management system (1) further comprises a high-pressure liquid storage tank (12), and the high-pressure liquid storage tank (12) is used to maintain the pressure of the heat exchange medium.

20. A vehicle, characterized in that: include: Battery (100); And, in the thermal management system (1) according to any one of claims 1 to 19, the battery heat exchange unit (6) is thermally coupled to the battery (100) to cool or heat the battery (100).

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