Heat exchanger assembly, heat management system and vehicle

Abstract

The invention discloses a heat exchanger assembly, a heat management system and a vehicle, relates to the technical field of vehicles, and aims to solve the problem that the endurance mileage of the vehicle is seriously shortened due to direct consumption of battery energy during heating of a passenger compartment. The heat exchanger assembly comprises a cooling medium channel, a heat exchange channel and a heat exchange assembly, the heat exchange channel can exchange heat with the cooling medium channel, and a heat medium can flow into the heat exchange channel; the heat exchange assembly can exchange heat with the cooling medium channel and the heat exchange channel and can transfer heat to the to-be-heated area.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a heat exchanger assembly, a thermal management system, and a vehicle. Background Technology

[0002] With the advancement of global carbon neutrality goals, new energy hybrid electric vehicles (HEV / PHEV) have become a core direction for technological innovation in the automotive industry. Hybrid systems significantly improve energy efficiency through the coordinated operation of electric motors and engines, but their complex thermal management systems face multiple challenges.

[0003] When heating the passenger compartment in winter, hybrid vehicles rely on PTC heaters or heat pump systems. When the hybrid vehicle engine is not working, heating the passenger compartment will directly consume battery energy, thus severely shortening the vehicle's driving range. Summary of the Invention

[0004] The purpose of this application is to provide a heat exchanger assembly, a thermal management system, and a vehicle, which aims to solve the problem that heating the passenger compartment directly consumes battery energy, thereby severely shortening the vehicle's driving range.

[0005] In a first aspect, a heat exchanger assembly is provided, including a cooling medium channel, a heat exchange channel, and a heat exchange component; the heat exchange channel is capable of heat exchange with the cooling medium channel and is adapted to receive a hot medium; the heat exchange component is capable of heat exchange with both the cooling medium channel and the heat exchange channel, and is capable of transferring heat to the area to be heated.

[0006] Because the heat transfer medium can flow into the heat exchange channel, and the heat exchange components can exchange heat with both the cooling medium channel and the heat exchange channel, and can transfer heat to the area to be heated, the vehicle can use the heat from the heat transfer medium to heat the passenger compartment during winter heating, reducing additional energy consumption, improving the vehicle's energy efficiency ratio, and increasing the vehicle's driving range.

[0007] Furthermore, the heat exchanger assembly integrates the cooling medium passages, heat exchange passages, and heat exchange components into a compact structure, saving interior space in the vehicle. Moreover, its connection to the air conditioning system makes the entire thermal management system more integrated, reducing the number of pipe connections and components, lowering system complexity and failure rate, and improving the reliability and stability of the vehicle's thermal management system.

[0008] In some embodiments of this application, the cooling medium passage is adapted to connect to the vehicle's air conditioning system so that at least a portion of the cooling medium of the air conditioning system flows through the cooling medium passage. Since the cooling medium passage of the heat exchanger assembly can communicate with the air conditioning system, allowing the air conditioning system's cooling medium to flow into the cooling medium passage, the heat exchanger assembly can share a circulation system with the air conditioning system. This allows the heat exchanger assembly to be used as an evaporator for the air conditioning system. When heating of the passenger compartment is not required, it ensures that the vehicle's heat transfer medium can be cooled by the cooling medium in the cooling medium passage, thereby preventing vehicle heat damage.

[0009] Optionally, multiple heat exchange channels are provided, and each of the multiple heat exchange channels can exchange heat with a cooling medium channel. The multiple heat exchange channels can be connected to various heat media of the vehicle, and at least a portion of the multiple heat exchange channels can exchange heat with a heat exchange component.

[0010] Optionally, the heat exchange channel includes: a first heat exchange channel, which is connected to the first cooling channel of the electric drive device.

[0011] Optionally, the heat exchange passage may also include a second heat exchange passage, which can communicate with the engine's second cooling channel.

[0012] Optionally, the heat exchange passage may also include a third heat exchange passage, which can be connected to the engine's exhaust passage.

[0013] Optionally, along the flow direction of the cooling medium in the cooling medium channel, the second heat exchange channel, the first heat exchange channel, and the third heat exchange channel can sequentially exchange heat with the cooling medium channel.

[0014] Optionally, the heat exchanger assembly includes: a first heat exchanger, the first heat exchanger including: a first shell and a first heat exchange pipe, the first shell having a receiving space formed therein; the first heat exchange pipe being disposed within the receiving space, the first heat exchange pipe having at least a portion of a cooling medium passage formed therein; the receiving space between the first heat exchange pipe and the inner wall of the first shell forming a first heat exchange channel.

[0015] Optionally, the first housing is provided with a first inlet and a first outlet communicating with the first heat exchange channel. The first inlet is adapted to communicate with the outlet of the first cooling channel, and the first outlet is adapted to communicate with the inlet of the first cooling channel.

[0016] Optionally, the first housing is also provided with a second inlet and a second outlet that are connected to the first heat exchange pipe, and both the second inlet and the second outlet are suitable for connection to an air conditioning system.

[0017] Optionally, the first heat exchanger further includes: a first partition and a second partition, the first partition and the second partition being used to divide the accommodating space into a first accommodating space, a second accommodating space and a third accommodating space arranged in sequence, the first heat exchange pipe being disposed in the second accommodating space, and the two ends of the first heat exchange pipe being connected to the first accommodating space and the third accommodating space respectively, the first accommodating space being connected to the second inlet, and the third accommodating space being connected to the second outlet.

[0018] Optionally, multiple first heat exchange pipes are provided, and the multiple first heat exchange pipes are arranged in a honeycomb pattern at intervals, and all of them are connected to the first accommodating space and the third accommodating space.

[0019] Optionally, the first heat exchanger further includes: a first partition structure disposed within a first accommodating space, and the first partition structure being adapted to divide the first accommodating space into a first subspace and a second subspace that are independent of each other, the first subspace being connected to a second inlet, and the second subspace being disposed at the bottom of the first subspace; a portion of the plurality of first heat exchange pipes being connected to the first subspace, and another portion of the first heat exchange pipes being connected to the second subspace.

[0020] Optionally, the first heat exchanger further includes: a second partition structure disposed within the third receiving space, and the second partition structure being adapted to divide the third receiving space into a third subspace and a fourth subspace that are independent of each other, the fourth subspace being disposed at the bottom of the third subspace and communicating with the second outlet.

[0021] Optionally, the plurality of first heat exchange pipes include: a first type of heat exchange pipe, a second type of heat exchange pipe, and a third type of heat exchange pipe, wherein the first type of heat exchange pipe is connected to the first subspace and the third subspace; the second type of heat exchange pipe is disposed at the bottom of the first type of heat exchange pipe and is connected to the third subspace and the second subspace; the third type of heat exchange pipe is disposed at the bottom of the second type of heat exchange pipe and is connected to the second subspace and the fourth subspace.

[0022] Optionally, the first heat exchange channel includes: multiple heat exchange channel segments connected end to end, with the multiple heat exchange channel segments spaced apart along the extension direction of the cooling medium channel.

[0023] Optionally, the first heat exchanger further includes: at least one third partition structure disposed within the first housing, the at least one third partition structure being adapted to divide the housing space into multiple heat exchange channel segments.

[0024] Optionally, at least one vent is provided on the third partition structure between two adjacent heat exchange channel sections, and the two adjacent heat exchange channel sections are connected end to end through at least one vent.

[0025] Optionally, the heat exchange assembly includes: a first heat exchange element disposed on the first housing.

[0026] Optionally, the first heat exchanger includes: fins, wherein multiple fins are provided and the multiple fins are spaced apart along the extension direction of the first heat exchange pipe.

[0027] Optionally, the fins are disposed on the air outlet side of the vehicle's airflow conveyor, which is adapted to transfer heat from the fins to the vehicle's passenger compartment.

[0028] Optionally, the heat exchanger assembly includes: a second heat exchanger, the second heat exchanger including: a second shell and a second heat exchange pipe, the second shell having a receiving space formed therein; the second heat exchange pipe being disposed within the receiving space, the second heat exchange pipe having at least a portion of a cooling medium passage formed therein; the receiving space between the second heat exchange pipe and the inner wall of the second shell forming a second heat exchange channel.

[0029] Optionally, a third inlet and a third outlet are formed on the second housing, which are connected to the second heat exchange channel. The third inlet is adapted to be connected to the inlet of the second cooling channel, and the third outlet is adapted to be connected to the inlet of the second cooling channel.

[0030] Optionally, the second housing is also provided with a fourth inlet and a fourth outlet that are connected to the second heat exchange pipe. Both the fourth inlet and the fourth outlet are suitable for connection to an air conditioning system.

[0031] Optionally, the heat exchanger assembly includes: a first heat exchanger, the first heat exchanger including: a first shell and a first heat exchange pipe, the first shell having a receiving space formed therein; the first heat exchange pipe being disposed within the receiving space, the first heat exchange pipe having at least a portion of a cooling medium passage formed therein; the receiving space between the first heat exchange pipe and the inner wall of the first shell forming a first heat exchange channel; the first shell being disposed at the bottom of the second shell.

[0032] Optionally, the heat exchanger assembly further includes: a first connecting pipe disposed between the first housing and the second housing; the first connecting pipe is connected to the first heat exchange pipe and the second heat exchange pipe.

[0033] Optionally, the heat exchanger assembly further includes: a first connection structure connected to the first housing and the second housing.

[0034] Optionally, the heat exchanger assembly includes: a third heat exchanger, the third heat exchanger including: a third shell and a third heat exchange pipe, the third shell having a receiving space formed therein; the third heat exchange pipe being disposed within the receiving space, the third heat exchange pipe having at least a portion of a cooling medium passage formed therein; the receiving space between the third heat exchange pipe and the inner wall of the third shell forming a second heat exchange passage.

[0035] Optionally, a fifth inlet and a fifth outlet are formed on the third housing, which are connected to the third heat exchange channel. The fifth inlet is adapted to be connected to the exhaust outlet of the engine, and the fifth outlet is adapted to be connected to the exhaust port of the vehicle.

[0036] Optionally, the third housing is also provided with a sixth inlet and a sixth outlet that are connected to the third heat exchange pipe. Both the sixth inlet and the sixth outlet are suitable for connection to an air conditioning system.

[0037] Optionally, the heat exchanger assembly includes: a first heat exchanger and a second heat exchanger. The first heat exchanger includes: a first shell and a first heat exchange pipe. A receiving space is formed within the first shell. The first heat exchange pipe is disposed within the receiving space and at least a portion of a cooling medium channel is formed within the first heat exchange pipe. The receiving space between the first heat exchange pipe and the inner wall of the first shell forms a first heat exchange channel. The second heat exchanger includes: a second shell and a second heat exchange pipe. A receiving space is formed within the second shell. The second heat exchange pipe is disposed within the receiving space and at least a portion of a cooling medium channel is formed within the second heat exchange pipe. The receiving space between the second heat exchange pipe and the inner wall of the second shell forms a second heat exchange channel. A third shell is disposed at the bottom of the first shell, and the first shell is disposed between the second shell and the third shell.

[0038] Optionally, the heat exchanger assembly further includes: a second connecting pipe disposed between the third housing and the first housing; the second connecting pipe is connected to the first heat exchange pipe and the third heat exchange pipe.

[0039] Optionally, the heat exchanger assembly may further include a second connection structure connected to the first housing and the third housing.

[0040] Optionally, the heat exchanger assembly also includes a base connected to the third housing and located on the side of the third housing opposite to the second housing.

[0041] In a second aspect, a thermal management system is also provided, comprising: the heat exchanger assembly described in the first aspect above.

[0042] Optionally, the thermal management system may also include a compressor and a condenser, wherein the compressor, condenser and heat exchanger assembly are connected in sequence via cooling medium pipelines to form a circulation loop.

[0043] Optionally, the thermal management system may also include an evaporator, which is arranged in parallel with the heat exchanger assembly and connected to the compressor intake and the condenser outlet.

[0044] Optionally, the thermal management system also includes: an air conditioning unit, in which the evaporator, the first heat exchanger, and the second heat exchanger are all located.

[0045] Optionally, the thermal management system also includes: a battery heat exchanger adapted to exchange heat with the battery pack, the battery heat exchanger being connected in parallel with the heat exchanger assembly, and the outlet and inlet of the battery heat exchanger being connected to the suction port of the compressor and the outlet of the condenser, respectively.

[0046] Optionally, the thermal management system further includes: a switching device adapted to switch the connection position of the sixth outlet of the heat exchanger assembly, the connection position of the sixth outlet including at least the compressor suction port and the compressor discharge port between the compressor and the condenser inlet.

[0047] Optionally, the thermal management system may also include a pump body, which is connected in series with the heat exchanger assembly.

[0048] Thirdly, a vehicle is also provided, comprising: the heat exchanger assembly described in the first aspect, or the thermal management system described in the second aspect.

[0049] It should be noted that the technical effects of the implementation methods of the second and third aspects can be found in the technical effects of the corresponding implementation methods in the first aspect, and will not be repeated here. Attached Figure Description

[0050] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0051] Figure 1 A schematic diagram of the structure of a vehicle provided for some embodiments of this application;

[0052] Figure 2 A connection diagram of a thermal management system provided in an embodiment of this application;

[0053] Figure 3 This is a partial structural schematic diagram of a heat exchanger assembly provided in an embodiment of this application;

[0054] Figure 4 A schematic diagram of the heat exchanger assembly provided in the embodiments of this application without the shell and fins;

[0055] Figure 5 A left cross-sectional view of a heat exchanger assembly provided in an embodiment of this application;

[0056] Figure 6 Provided for the embodiments of this application Figure 1 The front view of the heat exchanger assembly is shown.

[0057] Figure 7A front view of a heat exchanger assembly provided in an embodiment of this application;

[0058] Figure 8 Left view of a heat exchanger assembly provided in an embodiment of this application.

[0059] Figure label:

[0060] 1000 - Vehicle; 100 - Heat exchanger assembly; 200 - Thermal management system; 201 - Compressor; 202 - Condenser; 203 - Evaporator; 204 - Air conditioning unit; 205 - Battery heat exchanger; 206 - Switching device; 207 - Pump body; 2081 - First throttle valve; 2082 - Second throttle valve; 2083 - Third throttle valve; 300 - Vehicle body; 400 - Wheel;

[0061] 10 - Cooling medium channel;

[0062] 20 - Heat exchange channel; 21 - First heat exchange channel; 211 - Heat exchange channel section;

[0063] 22 - Second heat exchange channel; 23 - Third heat exchange channel;

[0064] 30 - Heat exchanger assembly; 31 - First heat exchanger element;

[0065] 40 - First heat exchanger; 41 - First shell; 411 - First inlet; 412 - First outlet; 413 - Second inlet; 414 - Second outlet; 42 - First heat exchange pipe; 42A - Type I heat exchange pipe; 42B - Type II heat exchange pipe; 42C - Type III heat exchange pipe;

[0066] 43-First partition; 44-Second partition; 45-First partition structure; 46-Second partition structure; 47-Third partition structure; 471-Ventilation hole;

[0067] 50 - Second heat exchanger; 51 - Second shell; 511 - Third inlet; 512 - Third outlet; 513 - Fourth inlet; 514 - Fourth outlet; 52 - Second heat exchange pipe;

[0068] 60 - First connecting pipe; 61 - Second connecting pipe;

[0069] 70 - First connection structure; 71 - Second connection structure

[0070] 80 - Third heat exchanger; 81 - Third shell; 811 - Fifth inlet; 812 - Fifth outlet; 813 - Sixth inlet; 814 - Sixth outlet; 82 - Third heat exchange pipe;

[0071] 90 - Base; 91 - Top mount. Detailed Implementation

[0072] In the embodiments of this application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of that feature.

[0073] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0074] In the embodiments of this application, "parallel," "perpendicular," and "equal" include the described situation and situations similar to the described situation, the range of which is within an acceptable deviation range, said acceptable deviation range being determined by those skilled in the art taking into account the measurement under discussion and the error associated with the measurement of a particular quantity (i.e., the limitations of the measurement system). For example, "parallel" includes absolute parallelism and approximate parallelism, wherein the acceptable deviation range for approximate parallelism may be, for example, a deviation within 5°; "perpendicular" includes absolute perpendicularity and approximate perpendicularity, wherein the acceptable deviation range for approximate perpendicularity may also be, for example, a deviation within 5°. "Equal" includes absolute equality and approximate equality, wherein the acceptable deviation range for approximate equality may be, for example, a difference between the two equals being less than or equal to 5% of either one.

[0075] With the advancement of global carbon neutrality goals, new energy hybrid electric vehicles (HEVs / PHEVs) have become a core direction for technological innovation in the automotive industry. Hybrid systems significantly improve energy efficiency through the coordinated operation of the electric motor and engine; however, their complex thermal management systems face multiple challenges. For example, the electric motor control system requires oil cooler temperature control, the turbocharger intercooler needs to maintain intake efficiency, the exhaust gas recirculation (EGR) system needs to control exhaust temperature, and the passenger compartment air conditioning system consumes additional electricity for heating in winter. In traditional solutions, these subsystems often use independent cooling devices (such as an independent liquid cooling circuit for the motor via an oil cooler, air cooling for the intercooler, and an EGR cooler), resulting in redundant system structure, low thermal management efficiency, and difficulty in achieving efficient waste heat recovery and utilization.

[0076] Furthermore, with the widespread adoption of 800V high-voltage platforms, the heat dissipation requirements of various motors have increased, making the heat dissipation of the front-end radiator module crucial. The heat dissipation capacity of traditional liquid cooling systems is approaching its physical limits. At the same time, the exhaust gas temperature of turbochargers has climbed to over 950°C, making it difficult for existing intercooling systems to balance cooling efficiency and pressure drop control.

[0077] Therefore, existing technologies suffer from at least the following problems: First, the decentralized design of each heat source cooling system leads to a complex vehicle thermal management architecture, occupying a large amount of engine compartment space, which contradicts the trend of lightweighting and integration in new energy vehicles; second, the heat exchange efficiency of traditional liquid / air cooling solutions is significantly affected by ambient temperature, especially under extreme high or low temperature conditions, making it difficult to meet the requirements of multi-system coordinated temperature control; third, winter passenger compartment heating relies on PTC heaters or heat pump systems, directly consuming battery energy and severely shortening the vehicle's driving range. According to industry research, in an environment of -10℃, the heating energy consumption of traditional hybrid vehicles can lead to a range reduction of more than 30%.

[0078] To address the aforementioned issues, this application provides a vehicle 1000, which can be a pure electric vehicle 1000, a hybrid electric vehicle 1000, a plug-in hybrid electric vehicle 1000, a range-extended electric vehicle 1000, etc. The vehicle 1000 can also be a sedan, truck, bus, lorry, trailer, etc.

[0079] Please see Figure 1 , Figure 1 This is a schematic diagram of the structure of a vehicle provided in some embodiments of this application. The vehicle 1000 includes a body 300 and wheels 400. The body 300 can form a passenger space for passengers to ride in. The wheels 400 are mounted under the body 300 to support the body 300 and are capable of rolling on the road surface to enable the vehicle 1000 to move.

[0080] The vehicle 1000 may also include a battery pack and a drive assembly, both of which are mounted on the body 300. The battery pack is electrically connected to the drive assembly to provide power to the drive assembly, which converts electrical energy into mechanical energy and transmits the mechanical energy to the wheels to drive the wheels 400 of the vehicle 1000 to rotate, enabling the vehicle 1000 to move.

[0081] The drive assembly can be located in the front compartment of the vehicle 1000 to drive the front wheels of the vehicle 1000 to rotate, or it can be located in the rear compartment of the vehicle 1000 to drive the rear wheels of the vehicle 1000 to rotate. Alternatively, the drive assembly can be located in both the front and rear compartments of the vehicle 1000 to drive the front and rear wheels simultaneously or selectively.

[0082] The vehicle 1000 may also include a thermal management system 300, which is thermally connected to the battery pack to cool or heat the battery pack, thereby improving the lifespan of the battery components. Additionally, the thermal management system 300 can control the temperature of the passenger compartment to enhance the driving comfort of the vehicle 1000.

[0083] In addition, in some embodiments, the thermal management system 300 can also cool the engine, electric drive unit (including motor and controller, etc.), pressurized air, fuel, electronic devices and exhaust recirculation, etc., to ensure that the various components of the vehicle 1000 operate within the optimal operating temperature range, optimize vehicle performance, and extend component life.

[0084] Please see Figure 2 , Figure 2 The diagram shows a connection schematic of a thermal management system provided in an embodiment of this application. In some embodiments, the thermal management system 300 may include a compressor 201, a condenser 202, and a heat exchanger assembly 100.

[0085] The compressor 201 may include an intake port and an exhaust port, wherein the intake port is the input end and the exhaust port is the output end. The compressor 201 compresses the low-temperature, low-pressure gaseous cooling medium drawn in from the input end (intake port) into a high-temperature, high-pressure gaseous cooling medium, which can be discharged from the output end (exhaust port).

[0086] Optionally, the compressor 201 can be an electric compressor 201. Electric compressors 201 offer advantages such as high efficiency, energy saving, and low noise, thus meeting the automotive industry's requirements for high efficiency, energy saving, and low noise. Optionally, the compressor 201 can also be a scroll compressor 201, which ensures stable operation and low noise of the thermal management system. Optionally, the compressor 201 can also be a reciprocating compressor 201; this application does not limit the choice.

[0087] The condenser 202 is used to condense the high-temperature, high-pressure gaseous cooling medium discharged from the compressor 201 into a medium-temperature, high-pressure liquid cooling medium. The working principle of the condenser 202 is based on thermodynamic principles: when a gas or vapor passes through the condenser 202, it releases heat and transforms into a liquid state. Specifically, the gas passes through a long tube (usually coiled into a solenoid), allowing heat to dissipate into the surrounding air. To improve condensation efficiency, heat sinks with excellent thermal conductivity are often added to the tube to increase the heat dissipation area and accelerate heat dissipation. Simultaneously, a blower (or fan) accelerates air convection, carrying away heat.

[0088] In addition, the compressor 201, condenser 202, and heat exchanger assembly 100 are sequentially connected via cooling medium pipeline 209 to form a circulation loop. The medium flowing in this circulation loop is a cooling medium (also called refrigerant). Optionally, the refrigerant can be a gaseous refrigerant (e.g., a carbon dioxide-based refrigerant), or it can be a two-phase refrigerant; this embodiment does not limit the specific type. For ease of description, this embodiment uses a two-phase refrigerant as an example.

[0089] The heat exchanger assembly 100 is adapted to exchange heat with the vehicle's heat transfer medium and is capable of transferring heat to the vehicle's passenger compartment. The heat exchanger assembly 100 also allows heat exchange between the vehicle's heat transfer medium and the cooling medium in the circulation loop containing the compressor 201 and condenser 202. For example, the heat transfer medium can be cooling oil in the electric drive unit, high-temperature gas from the intercooler, or high-temperature exhaust gas. Because the heat exchanger assembly can transfer heat from the vehicle's heat transfer medium to the passenger compartment, the vehicle can utilize the heat from the heat transfer medium to heat the passenger compartment during winter heating, reducing additional energy consumption, improving the vehicle's energy efficiency ratio, and increasing the vehicle's driving range.

[0090] The specific structure of the heat exchanger assembly 100 can be referred to in the following description, and will not be described in this embodiment. Thus, the compressor 201, condenser 202 and heat exchanger assembly 100 are connected end to end through the cooling medium pipeline 209 to form a circulation loop. In this way, the circulation loop is completely isolated from the outside, thereby improving the operational stability of the thermal management system.

[0091] In some embodiments of this application, the thermal management system 200 further includes an evaporator 203, which is connected in parallel with the heat exchanger assembly 100 and connected to the suction port of the compressor 201 and the outlet of the condenser 202. In this way, when the vehicle needs to cool the passenger compartment, the evaporator 203 can provide cooling energy to the passenger compartment, thereby meeting the cooling needs of the occupants.

[0092] In some embodiments of this application, the thermal management system 200 further includes a battery heat exchanger 205, adapted to exchange heat with the battery pack. The battery heat exchanger 205 is connected in parallel with the heat exchanger assembly 100, and its outlet and inlet are respectively connected to the suction port of the compressor 201 and the outlet of the condenser 202. Since the battery heat exchanger 205 is connected in parallel with the heat exchanger assembly 100, when cooling of the battery pack is required, the cooling medium flowing out of the condenser 202 can flow into the battery heat exchanger 205 to achieve heat exchange with the battery, thereby reducing the battery temperature. When the battery pack needs heating, the heat provided by the heat medium of the vehicle 1000 can exchange heat with the cooling medium in the cooling medium pipeline 209, thereby heating the cooling medium. The cooling medium can then flow to the battery heat exchanger 205 to achieve heat exchange with the battery, thereby heating the battery. Thus, when heating the battery, it is not necessary to start the compressor 201 to provide heat to the battery, which helps to reduce the energy consumption of the vehicle 1000.

[0093] Please refer to some embodiments of this application. Figure 2 The thermal management system 200 further includes a first throttling valve 2081, a second throttling valve 2082, and a third throttling valve 2083. The first throttling valve 2081, the second throttling valve 2082, and the third throttling valve 2083 are connected in parallel between the suction port of the compressor 201 and the outlet of the condenser 202. The first throttling valve 2081 is connected in series with the heat exchanger assembly 100, the second throttling valve 2082 is connected in series with the evaporator 203, and the third throttling valve 2083 is connected in series with the battery heat exchanger 205.

[0094] For example, the throttling valves (i.e., the first throttling valve 2081, the second throttling valve 2082, and the third throttling valve 2083) can be expansion valves. For example, the throttling valves can be electronic expansion valves, which mainly consist of a stepper motor, a driver, and a valve body. Through precise control of the valve body, it achieves rapid adjustment of the refrigerant flow. This adjustment method, based on an electronic control system, can quickly respond to system demands and adjust the refrigerant flow to achieve optimal cooling performance. For example, the throttling valves can also be thermostatic expansion valves, capillary expansion valves, etc., and this application does not limit them to any particular type.

[0095] Thus, by controlling the opening and closing of the first throttle valve 2081, the second throttle valve 2082 and the third throttle valve 2083, the thermal management system can switch between more than 200 modes, which helps to reduce the energy consumption of vehicle 1000 and increase the driving range of vehicle 1000.

[0096] Figure 3 This illustration shows a partial structural diagram of a heat exchanger assembly provided in an embodiment of this application. Figure 4This diagram illustrates the structure of the heat exchanger assembly provided in this embodiment of the application without the shell and fins. Figure 5 A left-side cross-sectional view of a heat exchanger assembly according to an embodiment of this application is shown. Please refer to [link / reference]. Figure 3 , Figure 4 and Figure 5 In some embodiments of this application, the heat exchanger assembly 100 includes a cooling medium channel 10, a heat exchange channel 20, and a heat exchange component 30. The cooling medium channel 10 is adapted to receive cooling medium. For example, the cooling medium channel 10 can be connected to the air conditioning system of the vehicle 1000 so that the cooling medium of the air conditioning system flows through the cooling medium channel 10. That is, the cooling medium channel 10 communicates with the cooling medium pipeline 209 and is connected between the suction port of the compressor 201 and the outlet of the condenser 202. For example, the cooling medium channel 10 can also be connected to a liquid cooling system, which can be a liquid cooling system for the motor, or a liquid cooling system for other vehicle components; this application does not limit this specific to any particular type.

[0097] Furthermore, the heat medium of the vehicle 1000 can flow into the heat exchange channel 20, and the heat exchange channel 20 can exchange heat with the cooling medium channel 10. That is, the heat medium flowing into the heat exchange channel 20 can exchange heat with the cooling medium in the cooling medium channel 10. This heat exchange can include heat conduction and heat convection, which are not limited in this embodiment. For example, the heat medium can be the vehicle's heat medium; the specific source of the heat medium can be referred to the subsequent description, which will not be described in this embodiment.

[0098] Furthermore, the heat exchange component 30 is capable of heat exchange with both the cooling medium channel 10 and the heat exchange channel 20, and can transfer heat to the area to be heated. For example, the area to be heated can be the passenger compartment or the battery pack, etc., which is not limited in this embodiment. The specific structure of the heat exchange component 30 can be found in the following description, and will not be described in this embodiment.

[0099] Since the heat transfer medium of vehicle 1000 can flow into heat exchange channel 20, and heat exchange component 30 can exchange heat with cooling medium channel 10 and heat exchange channel 20, and can transfer heat to passenger compartment of vehicle 1000, vehicle 1000 can use the heat of the heat transfer medium to heat passenger compartment during winter heating, reducing additional energy consumption, improving energy efficiency ratio of vehicle 1000, and increasing driving range of vehicle 1000.

[0100] Furthermore, the heat exchanger assembly 100 integrates the cooling medium passage 10, the heat exchange passage 20, and the heat exchange component 30 into a compact structure, saving interior space in the vehicle 1000. Moreover, its connection to the air conditioning system makes the entire thermal management system 200 more integrated, reducing the number of pipe connections and components, lowering system complexity and failure rate, and improving the reliability and stability of the vehicle 1000's thermal management system 200.

[0101] Furthermore, in some embodiments of this application, the cooling medium passage is adapted to be connected to the vehicle's air conditioning system so that at least a portion of the cooling medium of the air conditioning system flows through the cooling medium passage. Thus, the cooling medium passage 10 of the heat exchanger assembly 100 shares a circulation loop with the air conditioning system, allowing the heat exchanger assembly 100 to be used as an evaporator 203 of the air conditioning system. When heating of the passenger compartment is not required, it ensures that the heat medium of the vehicle 1000 can be cooled by the cooling medium within the cooling medium passage 10, thereby preventing heat damage to the vehicle 1000.

[0102] In some embodiments of this application, multiple heat exchange channels 20 are provided, and each of the multiple heat exchange channels 20 can exchange heat with the cooling medium channel 10. The multiple heat exchange channels 20 can be connected to various heat transfer media of the vehicle 1000, and at least a portion of the multiple heat exchange channels 20 can exchange heat with the heat exchange assembly 30. That is, the multiple heat exchange channels 20 can be connected to the flow channels of multiple heat source cooling systems of the vehicle 1000, so that the heat source cooling systems of the vehicle 1000 can exchange heat through the heat exchange channels 20 of the heat exchanger assembly 100, thereby reducing the temperature and preventing heat damage to the vehicle 1000.

[0103] In one possible structural design, the heat exchange channel 20 includes a first heat exchange channel 21, which is connected to the first cooling channel of the electric drive device. Thus, the heat exchange channel 20 is connected to the first cooling channel of the electric drive device, and the heat exchanger assembly 100 can cool the cooling oil in the first cooling channel, thereby eliminating the need for an additional cooling system for the electric drive device.

[0104] In another possible structural design, the heat exchange channel 20 also includes a second heat exchange channel 22, which can communicate with the engine's second cooling channel. Thus, the heat exchange channel 20 can communicate with the engine's second cooling channel, and the heat exchanger assembly 100 can cool the medium within the second cooling channel, thereby eliminating the need for an additional engine cooling system.

[0105] In another possible structural design, the heat exchange passage 20 also includes a third heat exchange passage 23, which can be connected to the exhaust passage of the engine.

[0106] In this way, the heat exchanger assembly 100 can integrate multiple heat source cooling systems of the vehicle 1000, which helps to reduce the space occupied by the heat source cooling systems and thus saves the engine compartment space of the vehicle 1000.

[0107] In some embodiments of this application, along the flow direction of the cooling medium in the cooling medium channel 10, the second heat exchange channel 22, the first heat exchange channel 21 and the third heat exchange channel 23 can sequentially exchange heat with the cooling medium channel 10.

[0108] It is understandable that the temperature of the heat medium after heat exchange with the engine is approximately 70–90°C, while the temperature of the heat medium after heat exchange with the electric drive unit is approximately 120–180°C, and the temperature of the heat medium in the engine's exhaust passage is approximately 400–800°C. Therefore, the heat exchanger assembly 100 fully considers the temperature of each heat medium, first exchanging heat with the second heat exchange channel 22 (which has the lowest temperature), then with the first heat exchange channel 21 (which has a relatively moderate temperature), and finally with the third heat exchange channel 23 (which has a higher temperature), achieving tiered heat exchange of the cooling medium and improving its heat exchange efficiency. Furthermore, it is understandable that the outlets of the evaporator 203 (which provides cooling energy to the passenger compartment) and the battery heat exchanger 205 often experience insufficient heat exchange, resulting in liquid carryover (i.e., the cooling medium). The heat medium in the exhaust channel of the engine of this application is about 400 to 800°C, which can be completely evaporated into a gaseous cooling medium. After the high-temperature gaseous cooling medium is mixed with the cooling medium flowing out of the battery heat exchanger 205 and the evaporator 203, it can ensure that the suction port of the compressor 201 has a certain degree of superheat, reducing the risk of liquid slugging in the compressor 201.

[0109] In some embodiments of this application, the heat exchanger assembly 100 includes a first heat exchanger 40. The first heat exchanger 40 includes a first housing 41 and a first heat exchange conduit 42.

[0110] The first housing 41 has an accommodating space; a first heat exchange pipe 42 is disposed within the accommodating space, and at least a portion of a cooling medium channel 10 is formed within the first heat exchange pipe 42; the accommodating space between the first heat exchange pipe 42 and the inner wall of the first housing 41 forms a first heat exchange channel 21. The first heat exchange pipe 42 can be made of a material with good thermal conductivity, such as copper or aluminum. Thus, the heat medium outside the first heat exchange pipe and the cooling medium inside the first heat exchange pipe are separated only by the peripheral wall of the first heat exchange pipe, allowing for sufficient heat exchange between the heat medium and the cooling medium, thereby improving the heat exchange effect between the cooling medium in the cooling medium channel 10 and the heat medium in the first heat exchange channel 21.

[0111] Figure 6 The embodiments provided in this application are shown. Figure 1 Please refer to the main view of the heat exchanger assembly shown. Figures 3-6The first housing 41 is provided with a first inlet 411 and a first outlet 412 communicating with the first heat exchange channel 21. The first inlet 411 is adapted to communicate with the outlet of the first cooling channel, and the first outlet 412 is adapted to communicate with the inlet of the first cooling channel. Thus, the first cooling channel can be connected to the heat exchanger assembly 100 through the first inlet 411 and the second inlet 413.

[0112] In addition, the first housing 41 is also provided with a second inlet 413 and a second outlet 414 that communicate with the first heat exchange pipe 42. Both the second inlet 413 and the second outlet 414 are suitable for communication with the air conditioning system. In this way, the cooling medium pipe 209 of the air conditioning system can be connected to the heat exchanger assembly 100 through the second inlet 413 and the second outlet 414.

[0113] In this way, by setting the first heat exchange pipe 42 in the first shell 41, a first heat exchange channel 21 and a cooling medium channel 10 that can exchange heat can be formed. The structure is simple, and the heat medium and the cooling medium can directly exchange heat through the first heat exchange pipe 42. Its heat exchange efficiency is high, thereby improving the cooling effect of the heat source.

[0114] In some embodiments of this application, the heat exchange assembly 30 includes a first heat exchange element 31. The vehicle further includes an airflow conveying device. The first heat exchange element 31 is disposed on the first housing 41 and is capable of heat exchange with the first housing 41. The first heat exchange element 31 is disposed on the air outlet side of the airflow conveying device, which is adapted to transfer heat from the first heat exchange element 31 to the passenger compartment of the vehicle 1000. Optionally, the airflow conveying device can be a fan or blower, etc., and this application does not limit this aspect.

[0115] Optionally, the shell is made of a thermally conductive material with excellent thermal conductivity, which can improve the heat exchange performance of the first heat exchanger 31 and thus improve the heating performance of the crew compartment.

[0116] Optionally, the housing also includes a heat-conducting part adapted to connect with the first heat exchanger 31. This heat-conducting part can be made of a heat-conducting material with excellent thermal conductivity. In this way, the heat-conducting part can improve the heat exchange effect between the first heat exchanger 31 and the heat medium in the first heat exchange channel 21, thereby improving the heating performance of the crew compartment.

[0117] In one possible structural design, the first heat exchanger 31 may include fins, exemplarily, honeycomb fins. Specifically, the fins may surround the outer periphery of the first housing 41, and the surface of the fins has a plurality of holes (e.g., circular holes) arranged in an array, forming a honeycomb pattern. Thus, the air blown out by the airflow conveyor carries away the heat from the fin surface. Due to the honeycomb design, the contact area between the airflow and the fins is increased, improving the heating and heat exchange efficiency of the passenger compartment. Furthermore, the fins have no protruding shape, making cleaning relatively simple and convenient.

[0118] Multiple fins can be provided, and these fins are spaced apart along the extension direction of the first heat exchange pipe 42. Because the multiple fins are spaced apart along the extension direction of the first heat exchange pipe 42, the fins expand the heat exchange surface, providing more contact space for heat transfer. This allows the first heat exchanger 31 to exchange heat more fully with the heat medium in the heat exchange pipe, thereby significantly improving the overall heat exchange efficiency. Furthermore, the multiple fins spaced apart along the extension direction of the first heat exchange pipe 42 ensure that the fluid can fully contact the fins at different locations in the pipe, avoiding localized overheating or overcooling. Uniform heat exchange helps maintain the stable operation of the heat exchanger assembly 100 and reduces the risk of equipment damage due to uneven temperature. In another possible structural design, the first heat exchanger 40 can also be a heat exchange tube, a porous medium (such as metal foam, ceramic particles, etc.), etc., and this embodiment does not limit this.

[0119] In this way, once the airflow delivery device is activated, it generates a stable and strong airflow that sweeps across the surface of the first heat exchanger 31. Due to the temperature difference between the first heat exchanger 31 and the airflow, according to the principle of heat transfer, heat will transfer from the warmer side to the cooler side. Therefore, the airflow can quickly carry away the heat from the first heat exchanger 31. Driven by the airflow delivery device, the heated airflow flows directionally towards the passenger compartment of the vehicle 1000. When the hot airflow enters the passenger compartment, it exchanges heat with the air and objects inside, raising the temperature inside the passenger compartment and creating a warm and comfortable driving environment for the occupants. In cold winters, this heat exchange component 30 can transfer excess heat generated by the motor, engine, or exhaust to the passenger compartment through the first heat exchanger 31 and the airflow delivery device, effectively avoiding heat waste, improving energy efficiency, reducing the energy consumption cost of heating the vehicle 1000, and increasing the vehicle 1000's driving range.

[0120] In some embodiments of this application, the first heat exchanger 40 further includes a first partition 43 and a second partition 44.

[0121] The first partition 43 and the second partition 44 are used to divide the accommodating space into a first accommodating space, a second accommodating space, and a third accommodating space arranged sequentially. Specifically, the first partition 43 and the second partition 44 can be arranged at intervals along the length direction of the first heat exchanger 40 to divide the accommodating space into the arranged first accommodating space, the second accommodating space, and the third accommodating space.

[0122] In addition, the first heat exchange pipe 42 is disposed within the second accommodating space, and both ends of the first heat exchange pipe 42 are connected to the first accommodating space and the third accommodating space, respectively. The first accommodating space is connected to the second inlet 413, and the third accommodating space is connected to the second outlet 414. Both the first inlet 411 and the second inlet 413 are connected to the second accommodating space.

[0123] Because the first partition 43 and the second partition 44 divide the containment space into three parts, the flow paths of the cooling medium and the hot medium within the first heat exchanger 40 are planned. Specifically, when the cooling medium enters the first containment space from the second inlet 413, it reaches the third containment space through the first heat exchange pipe 42 and finally flows out from the second outlet 414. Meanwhile, the hot medium enters the second containment space from the first inlet 411, exchanges heat with the first heat exchange pipe 42 within the second containment space, and then flows out through the first outlet 412. This ensures sufficient contact between the hot medium and the first heat exchange pipe 42, prolongs the residence time of both the hot and cooling media within the heat exchanger, increases the heat exchange area, and thus improves the efficiency of heat exchange.

[0124] In some embodiments of this application, multiple first heat exchange pipes 42 are provided, and the multiple first heat exchange pipes 42 are arranged in a honeycomb pattern at intervals, and all are connected to the first receiving space and the third receiving space. For example, Figure 5 As shown, there can be 19 first heat exchange pipes 42. Specifically, five rows of first heat exchange pipes 42 are arranged vertically inside the cylindrical shell, with the number of first heat exchange pipes 42 in the five rows being 3, 4, 5, 4, and 3 respectively along the vertical direction.

[0125] Thus, within the limited second accommodating space, the honeycomb layout significantly increases the surface area of ​​the first heat exchange pipes 42, enabling greater heat exchange per unit volume. When fluid flows through these first heat exchange pipes 42, both the fluid inside and outside the pipes can transfer heat over a wider contact surface. Compared to single or a small number of heat exchange pipes, heat exchange efficiency is greatly improved, effectively enhancing the cooling effect on the heat medium and preventing heat damage to the vehicle 1000. Furthermore, by arranging multiple first heat exchange pipes 42 in a honeycomb pattern, heat exchange between the heat medium and the cooling medium can be uniform and sufficient.

[0126] In some embodiments of this application, please refer to Figure 4 and Figure 5 The first heat exchanger 40 further includes a first partition structure 45 and a second partition structure 46. Exemplarily, the first partition structure 45 and the second partition structure 46 can be plate-like structures, block-like structures, etc., and this embodiment of the application does not limit this.

[0127] The first partition structure 45 is disposed within the first accommodating space. The first partition structure 45 is adapted to divide the first accommodating space into two independent sub-spaces: a first sub-space connected to the second inlet 413, and a second sub-space located at the bottom of the first sub-space. A portion of the multiple first heat exchange pipes 42 are connected to the first sub-space, while another portion is connected to the second sub-space. Thus, the first partition structure 45 and the second partition structure 46 can divide both the first and second accommodating spaces into multiple sub-spaces, which helps to extend the flow length of the cooling medium in the cooling channel, thereby improving the heat exchange efficiency of the heat exchanger assembly 100.

[0128] In some embodiments of this application, a plurality of first heat exchange pipes 42 include a first type of heat exchange pipe 42A, a second type of heat exchange pipe 42B, and a third type of heat exchange pipe 42C. The first type of heat exchange pipe 42A is connected to a first subspace and a third subspace. The second type of heat exchange pipe 42B is disposed at the bottom of the first type of heat exchange pipe 42A and is connected to the third subspace and the second subspace. The third type of heat exchange pipe 42C is disposed at the bottom of the second type of heat exchange pipe 42B and is connected to the second subspace and a fourth subspace.

[0129] In this way, the cooling medium flowing into the first sub-space from the second inlet 413 flows sequentially through the first type of heat exchange pipe 42A to the third sub-space, and under the influence of gravity, flows to the bottom of the third sub-space. Then, it flows through the second type of heat exchange pipe 42B at the bottom of the first heat exchange pipe 42 to the second sub-space, and then through the third type of heat exchange pipe 42C at the bottom of the second type of heat exchange pipe 42B to the fourth sub-space, finally flowing out of the first heat exchanger 40 through the second outlet 414. This significantly increases the length of the cooling medium channel 10 within a limited space, increasing the heat exchange area between the cooling medium and the hot medium, and improving the heat exchange effect. Furthermore, since the cooling medium is designed to enter from the top and exit from the bottom within each sub-chamber, the height difference between the entry and exit points prevents lubricating oil carried in the cooling medium from accumulating at the bottom of each sub-chamber of the radiator and being unable to flow out.

[0130] In some embodiments of this application, the first heat exchange channel 21 includes a plurality of heat exchange channel segments 211 connected end to end, and the plurality of heat exchange channel segments 211 are spaced apart along the extension direction of the cooling medium channel 10. Since the plurality of heat exchange channel segments 211 connected end to end are spaced apart along the extension direction of the cooling medium channel 10, when the hot medium flows in these heat exchange channel segments 211, the contact time with the first heat exchange pipe 42 is greatly extended, enabling more thorough heat exchange.

[0131] The first heat exchanger 40 may include at least one third partition structure 47 disposed within the first housing 41, and the third partition structure 47 may be disposed within the second accommodating space. For example, the third partition structure 47 may be a plate-like structure, or it may be a sheet-like or block-like structure; this embodiment of the application does not limit the specific type of partition structure.

[0132] Furthermore, at least one third partition structure 47 is adapted to divide the receiving space into multiple heat exchange channel segments 211. In this way, the third partition structure 47 divides the second receiving space into multiple heat exchange channel segments 211, making the flow path of the heat medium within the second receiving space more orderly. This not only increases the contact area between the heat medium and the heat exchange pipes but also extends the residence time of the heat medium within the heat exchanger, improving the heat exchange effect. Moreover, by setting the third partition structure 47, the heat medium can be evenly distributed, allowing the cooling medium to exchange heat longitudinally within the same temperature range, ensuring sufficient heat exchange.

[0133] In one possible structural design, multiple third partition structures 47 are provided, and the multiple third partition structures 47 are spaced apart along the arrangement direction of the first partition 43 and the second partition 44, and all the multiple third partition structures 47 are disposed between the first partition 43 and the second partition 44. Exemplarily, the first partition and the second partition can be plate-like structures, sheet-like structures, or block-like structures, etc., and the embodiments of this application do not limit them.

[0134] In this process, the flow direction of the hot medium in the heat exchange channel section 211 is perpendicular to the flow direction of the cooling medium in the heat exchange channel 20. By setting the third partition structure 47 to divide the second accommodating space into multiple finer heat exchange channel sections 211, the hot medium can flow perpendicularly to the cooling medium in the cooling medium channel 10. The hot medium can sweep across each tube bundle, generating turbulence, achieving efficient phase change heat transfer, enhancing the convective heat transfer effect, and the hot medium can continuously flush the surface of the first heat exchange pipe 42, thereby greatly improving the heat transfer efficiency.

[0135] In another possible structural design, multiple third partition structures 47 are provided, spaced apart along the extension direction perpendicular to the first heat exchange pipe 42. The third partition structures 47 are adapted to divide the second accommodating space into multiple heat exchange channel segments 211 arranged perpendicular to the first heat exchange pipe 42; that is, the extension direction of any heat exchange channel segment 211 is parallel to the first heat exchange pipe 42. The heat exchange channel segment 211 may include a first heat exchange channel segment 21 suitable for heat exchange with the third type of heat exchange pipe 42C, and a second heat exchange channel segment 211 suitable for heat exchange with the first type of heat exchange pipe 42A. The first inlet 411 communicates with the first heat exchange channel segment 21, and the first outlet 412 communicates with the second heat exchange channel segment 211. In this way, the front end of the cooling medium channel 10 exchanges heat with the end of the heat exchange channel 20, while the end of the cooling medium channel 10 exchanges heat with the front end of the heat exchange channel 20. This cross-flow heat exchange method ensures that the hot and cold fluids maintain a large temperature difference throughout the entire heat exchange process, ensuring that the two always maintain a large temperature difference to drive heat transfer, thereby greatly improving heat exchange efficiency, accelerating heat exchange speed and improving the heat dissipation effect on various subsystems of the vehicle 1000 (such as electric drive device, engine, etc.).

[0136] In one possible structural design, at least one vent 471 is provided on the third partition structure 47 between two adjacent heat exchange channel sections 211, and the two adjacent heat exchange channel sections 211 are connected end-to-end through at least one vent 471. This ensures that multiple heat exchange channel sections 211 are connected sequentially, improving the flow path of the heat medium within the first heat exchanger 40. Compared to a simple, straight-through heat exchange channel 20, this design can more effectively remove heat, thereby reducing the temperature of various subsystems of the vehicle 1000 and ensuring its stable operation.

[0137] In some embodiments of this application, the heat exchanger assembly 100 includes a second heat exchanger 50, which includes a second housing 51 and a second heat exchange pipe 52. The second housing 51 has a receiving space formed therein. The second heat exchange pipe 52 is disposed in the receiving space and at least a portion of the cooling medium channel 10 is formed therein. The receiving space between the second heat exchange pipe 52 and the inner wall of the second housing 51 forms a second heat exchange channel 22.

[0138] The second heat exchanger 50 may also be provided with a first heat exchange element 31 (e.g., fins), which may be the outlet side of the airflow conveying device. Furthermore, the second heat exchanger 50 may also contain a first partition 43, a second partition 44, a first partition structure 45, a second partition structure 46, and a third partition mechanism. The description of the second heat exchanger 50 is similar to that of the first heat exchanger 40 described above, and will not be repeated here.

[0139] In addition, the second housing 51 has a third inlet 511 and a third outlet 512 that communicate with the second heat exchange channel 22. The third inlet 511 is adapted to connect with the inlet of the second cooling channel, and the third outlet 512 is adapted to connect with the inlet of the second cooling channel. That is, the third inlet 511 communicates with the second cooling channel of the engine. The second housing 51 is also provided with a fourth inlet 513 and a fourth outlet 514 that communicate with the second heat exchange pipe 52. Both the fourth inlet 513 and the fourth outlet 514 are adapted to connect with the air conditioning system.

[0140] It should be noted that, since the second heat exchange channel 22, the first heat exchange channel 21 and the third heat exchange channel 23 exchange heat with the cooling medium channel 10 in sequence along the flow direction of the cooling medium in the cooling medium channel 10, the second inlet 413 on the first shell 41 is connected to the fourth outlet 514 of the second shell 51, and the fourth inlet 513 of the second shell 51 is connected to the cooling medium pipeline 209.

[0141] In this way, the heat sources of the engine and electric drive unit are independently set, each exchanging heat through a heat exchanger. This ensures good heat exchange between the heat medium and the cooling medium, and the heat exchanged can be effectively transferred to the passenger compartment and the intake air of the passenger compartment through the honeycomb fins on the surface, achieving efficient heat transfer to the environment. In addition, regardless of whether the vehicle 1000 is in pure electric or hybrid operation mode, there is a stable heat source, reducing the frequency of use of the compressor 201 in the thermal management system 200, reducing the overall vehicle energy consumption, and increasing the vehicle's range. Furthermore, the honeycomb fins on the surface of the first housing 41 can blow hot air into the passenger compartment through a fluid airflow conveying device, further cooling the heat medium. The motor or electric drive unit can generate heat independently, ensuring that heating the passenger compartment does not consume excessive electrical energy from the vehicle 1000, thereby increasing the vehicle 1000's range.

[0142] Figure 7 This illustration shows a front view of a heat exchanger assembly provided in an embodiment of this application. For some embodiments of this application, please refer to... Figure 6 and Figure 7 The first housing 41 is disposed at the bottom of the second housing 51. The heat exchanger assembly 100 further includes a first connecting structure 70, which connects the first housing 41 and the second housing 51. The first connecting structure 70 can be a fixed support, which can be a rod-shaped, block-shaped, or column-shaped structure. The first connecting structure 70 can also be an irregular three-dimensional structure; this embodiment does not limit the specific type of structure.

[0143] Furthermore, the connection methods between the first connecting structure 70 and the first housing 41 and the second housing 51 can be the same or different, and this embodiment does not limit this. The first connecting structure 70 can be fixedly connected to the first housing 41 and the second housing 51 by welding, snap-fitting, threaded connection, riveting, etc., and this embodiment does not limit this.

[0144] In this way, the heat exchange structures of multiple subsystems (i.e., the first heat exchanger 40 and the second heat exchanger 50) are integrated together, which not only reduces the overall vehicle space occupied by the heat exchange components 30 of each subsystem, but also reduces the length of the cooling medium pipeline 209, which helps to reduce the production cost of the vehicle 1000 and improve production efficiency.

[0145] In some embodiments of this application, the heat exchanger assembly 100 further includes a first connecting pipe 60, wherein the first connecting pipe 60 is disposed between the first housing 41 and the second housing 51; the first connecting pipe 60 connects to the first heat exchange pipe 42 and the second heat exchange pipe 52. That is, the first connecting pipe 60 connects to the second inlet 413 and the fourth outlet 514. Thus, the first heat exchange pipe 42 of the first heat exchanger 40 can be connected to the second heat exchange pipe 52 of the second heat exchanger 50 through the first connecting pipe 60.

[0146] also, Figure 8 This diagram shows a left view of a heat exchanger assembly provided in an embodiment of this application. For some embodiments of this application, please refer to... Figure 3 , Figure 4 , Figure 5 and Figure 8 The heat exchanger assembly 100 includes a third heat exchanger 80, which includes a third housing 81 and a third heat exchange pipe 82. The third housing 81 has a receiving space. The third heat exchange pipe 82 is disposed in the receiving space and has at least a portion of a cooling medium passage 10. The receiving space between the third heat exchange pipe 82 and the inner wall of the third housing 81 forms a second heat exchange passage 22.

[0147] The specific structure of the third heat exchanger 80 can be referred to the first heat exchanger 40 mentioned above, and will not be described in detail in this embodiment.

[0148] In addition, the third housing 81 has a fifth inlet 811 and a fifth outlet 812 that communicate with the third heat exchange channel 23. The fifth inlet 811 is adapted to be connected to the exhaust outlet of the engine, and the fifth outlet 812 is adapted to be connected to the exhaust port of the vehicle 1000. The third housing 81 is also provided with a sixth inlet 813 and a sixth outlet 814 that communicate with the third heat exchange pipe 82. Both the sixth inlet 813 and the sixth outlet 814 are adapted to be connected to the air conditioning system.

[0149] It should be noted that, since the second heat exchange channel 22, the first heat exchange channel 21 and the third heat exchange channel 23 exchange heat with the cooling medium channel 10 in sequence along the flow direction of the cooling medium in the cooling medium channel 10, the sixth inlet 813 of the third shell 81 is connected to the second outlet 414 of the first shell 41, and the sixth outlet 814 of the third shell 81 is connected to the cooling medium pipeline 209.

[0150] In this way, the heat sources for the engine, electric drive system, and exhaust are all independently located, each connected to a heat exchanger to ensure efficient heat exchange. Furthermore, each component utilizes honeycomb fins to transfer heat to the passenger compartment, achieving thorough heat exchange with the intake air and ensuring efficient heat transfer to the environment. Moreover, regardless of whether the vehicle is in pure electric or pure gasoline operation mode, the electric motor or electric drive system generates heat independently, ensuring that heating the passenger compartment does not consume excessive electrical energy from the vehicle, thus extending its driving range.

[0151] In some embodiments of this application, the third housing 81 is disposed at the bottom of the first housing 41, and the first housing 41 is disposed between the second housing 51 and the third housing 81. Thus, the cooling medium flows sequentially from top to bottom through the second housing 51, the first housing 41, and the third housing 81. The piping connecting the various heat exchangers is simple to configure, facilitating design and manufacturing.

[0152] In addition, the heat exchanger assembly 100 also includes a second connecting structure 71, which connects the first housing 41 and the third housing 81. The second connecting structure 71 can be a rod-shaped, block-shaped, or columnar structure, and can also be an irregular three-dimensional structure; this embodiment does not limit the specific type of structure.

[0153] Furthermore, the connection methods between the second connecting structure 71 and the first housing 41 and the third housing 81 can be the same or different, and this embodiment does not limit this. The second connecting structure 71 can be fixedly connected to the first housing 41 and the third housing 81 by welding, snap-fitting, threaded connection, riveting, etc., and this embodiment does not limit this.

[0154] In this way, the heat exchange structures of multiple subsystems (i.e., the first heat exchanger 40, the second heat exchanger 50, and the third heat exchanger 80) are integrated together, which not only reduces the overall vehicle space occupied by the heat exchange components 30 of each subsystem, but also reduces the length of the cooling medium pipeline 209, which helps to reduce the production cost of the vehicle 1000 and improve production efficiency.

[0155] In some embodiments of this application, the heat exchanger assembly 100 further includes a second connecting pipe 61, wherein the second connecting pipe 61 is disposed between the first housing 41 and the third housing 81; the second connecting pipe 61 communicates with the first heat exchange pipe 42 and the third heat exchange pipe 82. That is, the second connecting pipe 61 connects to the second outlet 414 and the sixth outlet 814. Thus, the first heat exchange pipe 42 of the first heat exchanger 40 can be connected to the third heat exchange pipe 82 of the third heat exchanger 80 through the second connecting pipe 61. Therefore, the heat exchanger assembly 100 shares the refrigerant circulation loop with the vehicle air conditioner, and the heat exchanger assembly 100 is connected in parallel with the evaporator 203 for cooling the passenger compartment. Thus, when the passenger compartment needs cooling and the heat exchanger assembly 100 needs to cool down each subsystem, the cooling medium flowing out of the condenser 202 is split into two paths. One path of the cooling medium flows through the heat exchange assembly 30 to exchange heat and cool down each subsystem, and the other path of the cooling medium flows through the evaporator 203 to provide cooling energy to the passenger compartment.

[0156] In some embodiments of this application, the heat exchanger assembly 100 further includes a base 90 and a top seat 91, which are used to fix the heat exchanger assembly 100 to the vehicle body 300. The base 90 is connected to the side of the third heat exchanger 80 opposite to the first heat exchanger 40, and the top seat 91 is connected to the side of the second heat exchanger 50 opposite to the first heat exchanger 40. The connection method between the base 90 and the third heat exchanger 80, and the connection method between the top seat 91 and the third heat exchanger 80, can be the same or different, and this application does not limit this. The connection between the base 90 and the third heat exchanger 80, and the connection between the top seat 91 and the third heat exchanger 80, includes, but is not limited to, fixing connections by welding, threaded connection, riveting, or snap-fit, and this application does not limit this.

[0157] The base 90 and the top seat 91 may have the same or different structures, and this application embodiment does not limit this.

[0158] In one possible structural design, the base 90 may include a connecting plate and a fixing plate, wherein the connecting plate is connected to the third housing 81 and extends away from the first housing 41. The fixing plate is connected to the connecting plate and may be provided with connecting holes to facilitate bolt fixing to the vehicle body 300.

[0159] In some embodiments of this application, the thermal management system 200 further includes an air conditioning housing 204, in which the evaporator 203 and the first heat exchanger 40 and the second heat exchanger 50 are all disposed. A third heat exchanger 80 is disposed outside the air conditioning housing 204. Thus, considering the temperature of each heat medium, the radiator assembly adopts a semi-embedded housing design, placing the third heat exchanger 80 outside the air conditioning housing 204, while the remaining first heat exchangers 40 and second heat exchangers 50 are placed inside the air conditioning housing 204. Therefore, the heat generated by the first heat exchangers 40 and second heat exchangers 50 can be used for dehumidification when the humidity inside the air conditioning housing 204 is high. Furthermore, this integrated air conditioning housing 204 design saves cabin space, increases the area of ​​other front-end modules in the forward compartment, enhances the system's heat exchange capacity, reduces the wind resistance of the front-end modules, and plays a positive role in the thermal management of heat-sensitive components inside the forward compartment.

[0160] In some embodiments of this application, the thermal management system 200 further includes a switching device 206 and a pump body 207, the pump body 207 being connected in series with the heat exchanger assembly 100. For example, the pump body 207 may be a refrigerant pump. Additionally, the switching device 206 is adapted to switch the connection position of the sixth outlet 814 of the heat exchanger assembly 100, the connection position of the sixth outlet 814 including at least the connection between the suction port of the compressor 201 and the discharge port of the compressor 201 and the inlet of the condenser 202.

[0161] For example, the switching device 206 can be a three-way valve, which includes a first valve port, a second valve port, and a third valve port. The first valve port can be selectively connected to one of the second and third valve ports, and the second valve port can be selectively connected to one of the first and third valve ports. The first valve port is connected to the suction port of the compressor 201, and the second valve port is connected between the discharge port of the compressor 201 and the inlet of the condenser 202. The third valve port is connected to the outlet of the heat exchanger assembly 100, that is, the third valve port is connected to the sixth outlet 814.

[0162] In this way, when the passenger compartment needs cooling and the heat exchanger assembly 100 needs to cool various subsystems, the third valve port is connected to the first valve port. The cooling medium flowing out of the condenser 202 is split into two paths. One path flows to the heat exchanger assembly 30 and then through the three-way valve. The other path flows through the evaporator 203 and merges with the cooling medium flowing out of the three-way valve before returning to the suction port of the compressor 201. When the passenger compartment needs heating, the third valve port is connected to the second valve port. Thus, the compressor 201 does not need to be started; only the pump 207 needs to be turned on to ensure the circulation of the cooling medium. This helps to further reduce the vehicle's energy consumption and increase its driving range.

[0163] In addition, when it is necessary to heat the battery pack, the pump body 207 can be started to circulate the cooling medium. The heated cooling medium can pass through the three-way valve and the condenser 202 to the battery heat exchanger 205, and exchange heat with the battery pack through the battery heat exchanger 205, thereby heating the battery pack.

[0164] Thus, the radiator assembly design of this embodiment is highly integrated, integrating the electric drive unit, engine, and exhaust system in the front compartment heat dissipation module into a single heat exchanger assembly 100. This simplifies the structure, reduces system piping, and allows for adjustments to the size of each heat exchanger (i.e., the first heat exchanger 40, the second heat exchanger 50, and the third heat exchanger 80) to meet different heat exchange requirements. Furthermore, since the electric drive unit operates in both HEV and EV modes, the first heat exchange channel 21 in the radiator assembly can continuously receive the heat transfer medium. This allows for direct replacement of the heater core and PTC during winter heating, reducing components and saving front compartment space. Simultaneously, it reduces the overall vehicle weight and lowers the manufacturing cost of the vehicle 1000. Moreover, by using the thermal management system 200, the usage frequency of the compressor 201 is significantly reduced. Only one additional pump 207 is needed in the thermal management system 200. Under full load operation of the heat transfer medium, it can simultaneously heat both the battery and the passenger compartment, increasing the vehicle's range and alleviating range anxiety.

[0165] In the description of the embodiments of this application, specific features, structures, materials or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0166] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A heat exchanger assembly, characterized in that, include: Cooling medium channel (10); The heat exchange channel (20) is capable of exchanging heat with the cooling medium channel (10), and the heat exchange channel (20) is adapted to receive a heat medium. The heat exchange assembly (30) is capable of exchanging heat with the cooling medium channel (10) and the heat exchange channel (20), and can transfer heat to the area to be heated.

2. The heat exchanger assembly according to claim 1, characterized in that, The cooling medium passage is adapted to connect to the vehicle's air conditioning system so that at least a portion of the cooling medium of the air conditioning system flows through the cooling medium passage.

3. The heat exchanger assembly according to claim 1, characterized in that, The heat exchange channels (20) are provided in multiple ways, and each of the multiple heat exchange channels (20) can exchange heat with the cooling medium channel (10). The multiple heat exchange channels (20) can be connected to various heat media of the vehicle respectively, and at least a portion of the multiple heat exchange channels (20) can exchange heat with the heat exchange assembly (30).

4. The heat exchanger assembly according to claim 3, characterized in that, The heat exchange channel (20) includes a first heat exchange channel (21), which is connected to the first cooling channel of the electric drive device.

5. The heat exchanger assembly according to claim 4, characterized in that, The heat exchange channel (20) further includes a second heat exchange channel (22), which is connected to the second cooling channel of the engine.

6. The heat exchanger assembly according to claim 5, characterized in that, The heat exchange channel (20) further includes a third heat exchange channel (23), which is connected to the exhaust gas passage of the engine.

7. The heat exchanger assembly according to claim 6, characterized in that, Along the flow direction of the cooling medium in the cooling medium channel (10), the second heat exchange channel (22), the first heat exchange channel (21) and the third heat exchange channel (23) can sequentially exchange heat with the cooling medium channel (10).

8. The heat exchanger assembly according to claim 4, characterized in that, The heat exchanger assembly includes: a first heat exchanger (40), the first heat exchanger (40) comprising: A first housing (41) having an accommodating space formed therein; A first heat exchange pipe (42) is disposed within the accommodating space, and at least a portion of the cooling medium channel (10) is formed within the first heat exchange pipe (42); the accommodating space between the first heat exchange pipe (42) and the inner wall of the first shell (41) forms the first heat exchange channel (21).

9. The heat exchanger assembly according to claim 8, characterized in that, The first housing (41) is provided with a first inlet (411) and a first outlet (412) communicating with the first heat exchange channel (21). The first inlet (411) is adapted to communicate with the outlet of the first cooling channel, and the first outlet (412) is adapted to communicate with the inlet of the first cooling channel.

10. The heat exchanger assembly according to claim 8 or 9, characterized in that, The first housing (41) is also provided with a second inlet (413) and a second outlet (414) that are connected to the first heat exchange pipe (42). The second inlet (413) and the second outlet (414) are both adapted to be connected to the air conditioning system.

11. The heat exchanger assembly according to claim 10, characterized in that, The first heat exchanger (40) further includes: The first partition (43) and the second partition (44) are used to divide the accommodating space into a first accommodating space, a second accommodating space and a third accommodating space arranged in sequence. The first heat exchange pipe (42) is disposed in the second accommodating space, and the two ends of the first heat exchange pipe (42) are respectively connected to the first accommodating space and the third accommodating space. The first accommodating space is connected to the second inlet (413), and the third accommodating space is connected to the second outlet (414).

12. The heat exchanger assembly according to claim 11, characterized in that, The first heat exchange pipe (42) is provided in multiple locations, and the multiple first heat exchange pipes (42) are arranged in a honeycomb pattern at intervals, and all of them are connected to the first accommodating space and the third accommodating space.

13. The heat exchanger assembly according to claim 12, characterized in that, The first heat exchanger (40) also includes: A first partition structure (45) is disposed within the first accommodating space, and the first partition structure (45) is adapted to divide the first accommodating space into a first subspace and a second subspace that are independent of each other. The first subspace is connected to the second inlet (413), and the second subspace is disposed at the bottom of the first subspace. A portion of the first heat exchange pipes (42) are connected to the first subspace, and another portion of the first heat exchange pipes (42) are connected to the second subspace.

14. The heat exchanger assembly according to claim 13, characterized in that, The first heat exchanger (40) also includes: The second partition structure (46) is disposed within the third accommodating space and is adapted to divide the third accommodating space into a third subspace and a fourth subspace that are independent of each other. The fourth subspace is disposed at the bottom of the third subspace and is connected to the second outlet (414).

15. The heat exchanger assembly according to claim 14, characterized in that, The plurality of the first heat exchange pipes (42) include: The first type of heat exchange pipe (42A) is connected to the first subspace and the third subspace; The second type of heat exchange pipe (42B) is disposed at the bottom of the first type of heat exchange pipe (42A), and the second type of heat exchange pipe (42B) is connected to the third subspace and the second subspace; The third type of heat exchange pipe (42C) is disposed at the bottom of the second type of heat exchange pipe (42B), and the third type of heat exchange pipe (42C) is connected to the second subspace and the fourth subspace.

16. The heat exchanger assembly according to claim 9, characterized in that, The first heat exchange channel (21) includes a plurality of heat exchange channel segments (211) connected end to end, and the plurality of heat exchange channel segments (211) are spaced apart along the extension direction of the cooling medium channel (10).

17. The heat exchanger assembly according to claim 16, characterized in that, The first heat exchanger (40) further includes: At least one third partition structure (47) is disposed within the first housing (41), and at least one of the third partition structures (47) is adapted to divide the accommodating space into a plurality of heat exchange channel segments (211).

18. The heat exchanger assembly according to claim 17, characterized in that, At least one vent (471) is provided on the third partition structure (47) between two adjacent heat exchange channel sections (211), and the two adjacent heat exchange channel sections (211) are connected end to end through the at least one vent (471).

19. The heat exchanger assembly according to claim 8, characterized in that, The heat exchange assembly (30) includes a first heat exchange element (31), which is disposed on the first housing (41).

20. The heat exchanger assembly according to claim 19, characterized in that, The first heat exchanger (31) includes fins, and multiple fins are provided, with the multiple fins spaced apart along the extension direction of the first heat exchange pipe (42).

21. The heat exchanger assembly according to claim 20, characterized in that, The fins are disposed on the air outlet side of the airflow conveying device of the vehicle, and the airflow conveying device is adapted to transfer heat from the fins to the passenger compartment of the vehicle.

22. The heat exchanger assembly according to claim 5, characterized in that, The heat exchanger assembly includes: a second heat exchanger (50), the second heat exchanger (50) comprising: The second housing (51) has an accommodating space formed inside it; A second heat exchange pipe (52) is disposed within the accommodating space, and at least a portion of the cooling medium channel (10) is formed within the second heat exchange pipe (52); the accommodating space between the second heat exchange pipe (52) and the inner wall of the second housing (51) forms the second heat exchange channel (22).

23. The heat exchanger assembly according to claim 22, characterized in that, The second housing (51) has a third inlet (511) and a third outlet (512) that communicate with the second heat exchange channel (22). The third inlet (511) is adapted to be connected to the inlet of the second cooling channel, and the third outlet (512) is adapted to be connected to the inlet of the second cooling channel.

24. The heat exchanger assembly according to claim 22, characterized in that, The second housing (51) is also provided with a fourth inlet (513) and a fourth outlet (514) that are connected to the second heat exchange pipe (52). The fourth inlet (513) and the fourth outlet (514) are both suitable for connection to the air conditioning system.

25. The heat exchanger assembly according to claim 22, characterized in that, The heat exchanger assembly includes: a first heat exchanger (40), the first heat exchanger (40) comprising: A first housing (41) having an accommodating space formed therein; A first heat exchange pipe (42) is disposed within the accommodating space, and at least a portion of the cooling medium channel (10) is formed within the first heat exchange pipe (42); the accommodating space between the first heat exchange pipe (42) and the inner wall of the first shell (41) forms the first heat exchange channel (21); The first housing (41) is located at the bottom of the second housing (51).

26. The heat exchanger assembly according to claim 25, characterized in that, The heat exchanger assembly further includes: a first connecting pipe (60), which is disposed between the first housing (41) and the second housing (51); the first connecting pipe (60) is connected to the first heat exchange pipe (42) and the second heat exchange pipe (52).

27. The heat exchanger assembly according to claim 25, characterized in that, The heat exchanger assembly further includes a first connection structure (70) connected to the first housing (41) and the second housing (51).

28. The heat exchanger assembly according to claim 6, characterized in that, The heat exchanger assembly includes: a third heat exchanger (80), the third heat exchanger (80) comprising: A third housing (81) having an accommodating space formed therein; A third heat exchange pipe (82) is disposed within the accommodating space, and at least a portion of the cooling medium channel (10) is formed within the third heat exchange pipe (82); the accommodating space between the third heat exchange pipe (82) and the inner wall of the third shell (81) forms the second heat exchange channel (22).

29. The heat exchanger assembly according to claim 28, characterized in that, The third housing (81) has a fifth inlet (811) and a fifth outlet (812) that communicate with the third heat exchange channel (23). The fifth inlet (811) is adapted to be connected to the exhaust outlet of the engine, and the fifth outlet (812) is adapted to be connected to the exhaust port of the vehicle.

30. The heat exchanger assembly according to claim 28, characterized in that, The third housing (81) is also provided with a sixth inlet (813) and a sixth outlet (814) that are connected to the third heat exchange pipe (82). The sixth inlet (813) and the sixth outlet (814) are both suitable for connection to the air conditioning system.

31. The heat exchanger assembly according to claim 28, characterized in that, The heat exchanger assembly includes: a first heat exchanger (40) and a second heat exchanger (50), wherein the first heat exchanger (40) includes: A first housing (41) having an accommodating space formed therein; A first heat exchange pipe (42) is disposed within the accommodating space, and at least a portion of the cooling medium channel (10) is formed within the first heat exchange pipe (42); the accommodating space between the first heat exchange pipe (42) and the inner wall of the first shell (41) forms the first heat exchange channel (21); The second heat exchanger (50) includes: The second housing (51) has an accommodating space formed inside it; A second heat exchange pipe (52) is disposed within the accommodating space, and at least a portion of the cooling medium channel (10) is formed within the second heat exchange pipe (52); the accommodating space between the second heat exchange pipe (52) and the inner wall of the second shell (51) forms the second heat exchange channel (22); The third housing (81) is disposed at the bottom of the first housing (41), and the first housing (41) is disposed between the second housing (51) and the third housing (81).

32. The heat exchanger assembly according to claim 31, characterized in that, The heat exchanger assembly further includes: a second connecting pipe (61), which is disposed between the third housing (81) and the first housing (41); the second connecting pipe (61) is connected to the first heat exchange pipe (42) and the third heat exchange pipe (82).

33. The heat exchanger assembly according to claim 31, characterized in that, The heat exchanger assembly further includes a second connection structure (71) connected to the first housing (41) and the third housing (81).

34. The heat exchanger assembly according to claim 31, characterized in that, The heat exchanger assembly further includes a base (90) connected to the third housing (81) and located on the side of the third housing (81) opposite to the second housing (51).

35. A thermal management system, characterized in that, include: The heat exchanger assembly according to any one of claims 1-34.

36. The thermal management system according to claim 35, characterized in that, The thermal management system also includes: Compressor (201); The condenser (202), the compressor (201), the condenser (202) and the heat exchanger assembly (100) are connected in sequence through cooling medium pipelines to form a circulation loop.

37. The thermal management system according to claim 36, characterized in that, The thermal management system also includes: An evaporator (203) is arranged in parallel with the heat exchanger assembly (100) and connected to the suction port of the compressor (201) and the outlet of the condenser (202).

38. The thermal management system according to claim 37, characterized in that, include: An air conditioning unit (204) is provided, in which the evaporator (203), the first heat exchanger (40), and the second heat exchanger (50) are all disposed.

39. The thermal management system according to claim 37, characterized in that, The thermal management system also includes: A battery heat exchanger (205) is adapted to exchange heat with a battery pack. The battery heat exchanger (205) is arranged in parallel with the heat exchanger assembly (100), and the outlet and inlet of the battery heat exchanger (205) are respectively connected to the suction port of the compressor (201) and the outlet of the condenser (202).

40. The thermal management system according to claim 37, characterized in that, The thermal management system further includes a switching device (206) adapted to switch the connection position of the sixth outlet (814) of the heat exchanger assembly (100), the connection position of the sixth outlet (814) including at least the air intake of the compressor (201) and the exhaust port of the compressor (201) and the inlet of the condenser (202).

41. The thermal management system according to claim 40, characterized in that, The thermal management system further includes a pump body (207), which is connected in series with the heat exchanger assembly (100).

42. A vehicle, characterized in that, include: The heat exchanger assembly (100) according to any one of claims 1-34, or the thermal management system (200) according to any one of claims 35-41.

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