THERMAL MANAGEMENT SYSTEM AND VEHICLE WITH IT

Abstract

A thermal management system and a vehicle are provided. The thermal management system (1) comprises an air conditioning module (100) and an integrated valve (300). The air conditioning module (100) comprises a compressor (110), an internal vehicle heat exchanger (120), an external vehicle heat exchanger (130), and a recuperator (400), which are connected to form at least one section of a refrigerant circuit. The integrated valve (300) is separately connected to the internal vehicle heat exchanger (120), the external vehicle heat exchanger (130), and the recuperator (400). The integrated valve (300) controls the flow directions of a refrigerant between the vehicle's internal heat exchanger (120), the vehicle's external heat exchanger (130) and the recuperator (400) in order to control the vehicle's internal heat exchanger (120) and the vehicle's external heat exchanger (130) separately to each serve as a condenser or an evaporator.

Description

CROSS-REFERENCE TO RELATED REGISTRATIONS

[0001] The present application claims priorities of Chinese patent application No. 202310533533,5, filed on May 11, 2023, with the Chinese National Intellectual Property Administration and entitled “THERMOMANAGEMENT SYSTEM AND VEHICLE WITH IT”, Chinese patent application No. 202310534452,7, filed on May 11, 2023, with the Chinese National Intellectual Property Administration and entitled “THERMOMANAGEMENT SYSTEM AND VEHICLE WITH IT”, and Chinese patent application No. 202310532263,6, filed on May 11, 2023, with the Chinese National Intellectual Property Administration and entitled “THERMOMANAGEMENT SYSTEM AND VEHICLE WITH IT”, which are incorporated herein by reference in their entirety. TECHNICAL AREA

[0002] The present disclosure relates to the field of automotive engineering and in particular to a thermal management system and a vehicle with it. BACKGROUND

[0003] In a related technology, a vehicle's thermal management system generally includes an air conditioning module. This module is capable of exchanging heat with the air inside the vehicle to raise or lower the vehicle's temperature. However, because the refrigerant flow path of the thermal management system in this technology is typically complex, involving a large number of pipes, the system is bulky and difficult to install. Furthermore, the air conditioning module has low heat exchange efficiency and can barely meet any cooling or heating requirements within the vehicle. SUMMARY

[0004] The present disclosure is intended to solve at least one of the technical problems of the prior art. It is therefore an objective of the present disclosure to propose a thermal management system that is highly integrated, easy to install and maintain, and exhibits high heat exchange efficiency.

[0005] Another purpose of the present disclosure is to propose a vehicle that uses the aforementioned thermal management system.

[0006] According to one embodiment in a first aspect of the present disclosure, a thermal management system is provided.The thermal management system comprises: an air conditioning module, wherein the air conditioning module includes a compressor, an internal vehicle heat exchanger, an external vehicle heat exchanger, and a recuperator, and wherein the compressor, the internal vehicle heat exchanger, the external vehicle heat exchanger, and the recuperator are connected to form at least one section of a refrigerant circuit; and an integrated valve, wherein the integrated valve is separately connected to the internal vehicle heat exchanger, the external vehicle heat exchanger, and the recuperator, and wherein the integrated valve controls the flow directions of a refrigerant between the internal vehicle heat exchanger, the external vehicle heat exchanger, and the recuperator in order to separately control the internal vehicle heat exchanger and the external vehicle heat exchanger to each function as a condenser or an evaporator.

[0007] In the thermal management system according to the embodiment of the first aspect of this disclosure, the recuperator is arranged to help improve the cooling (or heating) capacity and energy efficiency of the entire thermal management system and to enhance energy utilization. Additionally, the refrigerant flow directions can be easily changed by controlling the integrated valve, resulting in a simpler thermal management system structure and shorter piping lengths, thereby reducing heat loss and improving heat exchange efficiency. Furthermore, the system offers greater integration, fewer leakage points, a smaller volume, and a more compact structure, thus facilitating installation and maintenance.

[0008] In some embodiments of the present disclosure, the recuperator has a first channel and a second channel, and the refrigerant flowing through the first channel is capable of heat exchange with the refrigerant flowing through the second channel. Therefore, the refrigerant in the first channel can transfer heat to the refrigerant in the second channel, thereby reducing the operating pressure of the compressor.

[0009] In some embodiments of the present disclosure, the thermal management system has at least one air conditioning cooling state. When the thermal management system is in the air conditioning cooling state, the refrigerant in the first channel of the recuperator exchanges heat with the refrigerant in the second channel.

[0010] In some embodiments of the present disclosure, the thermal management system has at least one air conditioning cooling state and one air conditioning heating state, which are switchable. In the air conditioning cooling state and the air conditioning heating state, the refrigerant in the first channel of the recuperator exchanges heat with the refrigerant in the second channel.

[0011] In some embodiments of the present disclosure, as the compressor is operated, the refrigerant in the first channel of the recuperator exchanges heat with the refrigerant in the second channel.

[0012] In some embodiments of the present disclosure, the vehicle-internal heat exchanger comprises a first vehicle-internal heat exchanger and a second vehicle-internal heat exchanger, wherein a first end of the first vehicle-internal heat exchanger is connected to an outlet of the compressor and a first end of the second vehicle-internal heat exchanger and a first end of the vehicle-external heat exchanger are both connected to a second end of the first vehicle-internal heat exchanger.

[0013] In some embodiments of the present disclosure, an inlet end of the first channel is optionally connected to a second end of the vehicle-external heat exchanger and the second end of the first vehicle-internal heat exchanger; an outlet end of the first channel is optionally connected to the first end of the second vehicle-internal heat exchanger and the first end of the vehicle-external heat exchanger; an inlet end of the second channel is optionally connected to a second end of the second vehicle-internal heat exchanger and the second end of the vehicle-external heat exchanger; and an outlet end of the second channel is connected to an inlet of the compressor.

[0014] In some embodiments of the present disclosure, when the compressor is in operation, the integrated valve controls the refrigerant to flow through the vehicle-external heat exchanger and to flow through the first vehicle-internal heat exchanger and the second vehicle-internal heat exchanger. When the vehicle-external heat exchanger serves as a condenser, the second vehicle-internal heat exchanger serves as an evaporator. When the vehicle-external heat exchanger serves as an evaporator, at least one of the first vehicle-internal heat exchanger and the second vehicle-internal heat exchanger serve as a condenser.

[0015] In some embodiments of the present disclosure, the integrated valve comprises a valve housing. The valve housing comprises: a first interface, wherein the first interface is connected to the second end of the first in-vehicle heat exchanger and the first end of the first in-vehicle heat exchanger is connected to the compressor outlet; a second interface, wherein the second interface is connected to the compressor inlet through the second channel; a third interface and a fourth interface, wherein the third interface and the fourth interface are each connected to the first end and the second end of the external heat exchanger, respectively; a fifth interface and a sixth interface, wherein the fifth interface and the sixth interface are each connected to the first end and the second end of the second in-vehicle heat exchanger, respectively.and a seventh interface and an eighth interface, the seventh interface and the eighth interface being connected to the inlet and outlet ends of the first channel, respectively. The second interface is optionally connected to one of the fourth interface and the sixth interface, the seventh interface is optionally connected to the other of the fourth interface and the sixth interface, the first interface is optionally connected to one of the third interface and the fifth interface, and the eighth interface is optionally connected to the other of the third interface and the fifth interface.

[0016] In some embodiments of the present disclosure, the thermal management system has at least one air conditioning heating state and one air conditioning cooling state, which are switchable. When the integrated valve is in the air conditioning cooling state, the first interface is connected to the third interface, the fourth interface is connected to the seventh interface, the eighth interface is connected to the fifth interface, the sixth interface is connected to the second interface, the second in-vehicle heat exchanger serves as an evaporator, and the external heat exchanger serves as a condenser.When the integrated valve is in the air conditioning heating state, the first interface is connected to the fifth interface, the sixth interface is connected to the seventh interface, the eighth interface is connected to the third interface, the fourth interface is connected to the second interface, the first and second internal vehicle heat exchangers act as condensers, and the external vehicle heat exchanger acts as an evaporator. In both the air conditioning cooling and heating states, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0017] In some embodiments of the present disclosure, the integrated valve has at least one air conditioning dehumidification state and one air conditioning heating and defrosting state. When the integrated valve is in the air conditioning dehumidification state, the first interface is connected to the third interface, the fourth interface is connected to the seventh interface, the eighth interface is connected to the fifth interface, the sixth interface is connected to the second interface, the second in-vehicle heat exchanger serves as an evaporator, and the external heat exchanger and the first in-vehicle heat exchanger serve as condensers.When the integrated valve is in the air conditioning heating and defrosting mode, the first interface is connected to the fifth interface, the sixth interface is connected to the seventh interface, the eighth interface is connected to the third interface, the fourth interface is connected to the second interface, the first and second internal vehicle heat exchangers act as condensers, and the external vehicle heat exchanger acts as an evaporator. In both the air conditioning dehumidification mode and the air conditioning heating and defrosting mode, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0018] In some embodiments of the present disclosure, the integrated valve further comprises: a first on / off valve inserted between the first interface and the third interface; a second on / off valve inserted between the fourth interface and the seventh interface; a third on / off valve inserted between the sixth interface and the second interface; a fourth on / off valve inserted between the first interface and the fifth interface; a fifth on / off valve inserted between the sixth interface and the seventh interface; and a sixth on / off valve inserted between the fourth interface and the second interface.

[0019] In some embodiments of the present disclosure, the integrated valve further comprises: a first throttle valve inserted between the eighth interface and the fifth interface; a second throttle valve inserted between the eighth interface and the third interface. When the integrated valve is in operation, one of the first throttle valves and one of the second throttle valves are open.

[0020] In some embodiments of the present disclosure, the thermal management system further comprises: a gas-liquid separator inserted between the outlet end of the second channel and the inlet of the compressor.

[0021] In some embodiments of the present disclosure, the thermal management system further comprises a battery temperature control module. The battery temperature control module comprises an intermediate heat exchanger and a battery heat exchanger suitable for heat exchange with a battery, the intermediate heat exchanger having a first heat transfer channel and a second heat transfer channel for mutual heat exchange, the first heat transfer channel being connected to the refrigerant circuit of the air conditioning module and the second heat transfer channel being connected to the battery heat exchanger to form a temperature control circuit. The recuperator is configured to allow the refrigerant flowing to the compressor inlet to undergo heat exchange within the recuperator in order to recover heat.The integrated valve controls the refrigerant flow direction in the refrigerant circuit to separately control the vehicle's internal heat exchanger, the vehicle's external heat exchanger, and the intermediate heat exchanger, allowing each to function as either a condenser or an evaporator. Therefore, the thermal management system not only enables the air conditioning module to exchange heat with the battery, but also offers advantages such as high integration, small size, and high heat exchange efficiency.

[0022] In some embodiments of the present disclosure, the thermal management system has at least one air conditioning cooling state. When the thermal management system is in the air conditioning cooling state, the refrigerant within the recuperator, which flows to the compressor inlet, undergoes heat exchange to recover heat.

[0023] In some embodiments of the present disclosure, the thermal management system has at least one air conditioning cooling state and one air conditioning heating state, which are switchable. In the air conditioning cooling state, the vehicle's internal heat exchanger performs cooling. In the air conditioning heating state, the vehicle's internal heat exchanger performs heating. When the thermal management system is in the air conditioning cooling state or the air conditioning heating state, the refrigerant within the recuperator, which flows to the compressor inlet, undergoes heat exchange to recover heat.

[0024] In some embodiments of the present disclosure, while the compressor is operating, the refrigerant within the recuperator, which flows to the inlet of the compressor, is subjected to heat exchange in order to recover heat.

[0025] In some embodiments of the present disclosure, the recuperator has a first channel and a second channel for mutual heat exchange. A first end of the first channel is optionally connected to the second end of the vehicle-external heat exchanger, a second end of the vehicle-internal heat exchanger, and a second end of the intermediate heat exchanger. A second end of the first channel is optionally connected to the first end of the vehicle-external heat exchanger, a first end of the vehicle-internal heat exchanger, and a first end of the intermediate heat exchanger. A first end of the second channel is optionally connected to the second end of the vehicle-external heat exchanger, the second end of the vehicle-internal heat exchanger, and the second end of the intermediate heat exchanger. A second end of the second channel is connected to the compressor inlet.

[0026] In some embodiments of the present disclosure, when the compressor is in operation, the integrated valve controls the refrigerant to flow through at least two from the vehicle's internal heat exchanger, the vehicle's external heat exchanger, and the intermediate heat exchanger, one of the at least two serving as a condenser and the other serving as an evaporator.

[0027] In some embodiments of the present disclosure, the integrated valve comprises: a first interface and a second interface, wherein the recuperator has the first channel and the second channel, the first interface being connected to the compressor outlet, the first end of the second channel being connected to the second interface, and the second end of the second channel being connected to the compressor inlet; a third interface and a fourth interface, each connected to the two ends of the vehicle-external heat exchanger; a fifth interface and a sixth interface, each connected to the two ends of the vehicle-internal heat exchanger; a seventh interface and an eighth interface, each connected to the two ends of the intermediate heat exchanger; and a ninth interface and a tenth interface, each connected to the two ends of the first channel.The integrated valve controls the first interface, which can optionally be connected to at least one of the third, fifth and seventh interfaces; controls the second interface, which can optionally be connected to at least one of the fourth, sixth and eighth interfaces; controls the ninth interface, which can optionally be connected to at least one of the fourth, sixth and eighth interfaces; and controls the tenth interface, which can optionally be connected to at least one of the third, fifth and seventh interfaces.

[0028] In some embodiments of the present disclosure, the thermal management system has an air conditioning heating state and an air conditioning cooling state, which are switchable. When the thermal management system is in the air conditioning heating state, the first interface is connected to the fifth interface, the sixth interface is connected to the ninth interface, the tenth interface is connected to the third interface, the fourth interface is connected to the second interface, the vehicle's internal heat exchanger serves as a condenser, and the vehicle's external heat exchanger serves as an evaporator.When the thermal management system is in air conditioning cooling mode, the first interface is connected to the third interface, the fourth interface to the ninth interface, the tenth interface to the fifth interface, and the sixth interface to the second interface. The vehicle's internal heat exchanger acts as an evaporator, and the vehicle's external heat exchanger acts as a condenser. In both air conditioning cooling and heating modes, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0029] In some embodiments of the present disclosure, the thermal management system has at least one air conditioning heating and defrosting state and one air conditioning dehumidifying state. When the thermal management system is in the air conditioning heating and defrosting state, the first interface is connected to the fifth interface, the sixth interface is connected to the ninth interface, the tenth interface is connected to the third interface, the fourth interface is connected to the second interface, the vehicle's internal heat exchanger acts as a condenser, and the vehicle's external heat exchanger acts as an evaporator.When the thermal management system is in air conditioning dehumidification mode, the first interface is connected to the third interface, the fourth interface to the ninth interface, the tenth interface to the fifth interface, and the sixth interface to the second interface. The vehicle's internal heat exchanger acts as an evaporator, and the vehicle's external heat exchanger acts as a condenser. In both air conditioning heating and defrosting modes and air conditioning dehumidification modes, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0030] In some embodiments of the present disclosure, the thermal management system has at least one battery heating state and one battery cooling state. When the thermal management system is in the battery heating state, the first interface is connected to the seventh interface, the eighth interface is connected to the ninth interface, the tenth interface is connected to the third interface, the fourth interface is connected to the second interface, the intermediate heat exchanger acts as a condenser, and the vehicle-external heat exchanger acts as an evaporator.When the thermal management system is in battery cooling mode, the first interface is connected to the third, the fourth to the ninth, the tenth to the seventh, and the eighth to the second. The intermediate heat exchanger acts as an evaporator, and the vehicle-external heat exchanger acts as a condenser. In both battery heating and battery cooling modes, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0031] In some embodiments of the present disclosure, the thermal management system has at least one of the following states: a first air conditioning heating and battery cooling state, a first air conditioning cooling and battery heating state, an air conditioning heating and battery heating state, and an air conditioning cooling and battery cooling state. When the thermal management system is in the first air conditioning heating and battery cooling state, the first interface is connected to the fifth interface, the sixth interface is connected to the ninth interface, the tenth interface is connected to the seventh interface, the eighth interface is connected to the second interface, the vehicle's internal heat exchanger serves as a condenser, and the intermediate heat exchanger serves as an evaporator.When the thermal management system is in the first air conditioning cooling and battery heating state, the first interface is connected to the seventh interface, the eighth interface is connected to the ninth interface, the tenth interface is connected to the fifth interface, the sixth interface is connected to the second interface, the vehicle's internal heat exchanger acts as an evaporator, and the intermediate heat exchanger acts as a condenser.When the thermal management system is in the air conditioning heating and battery heating state, the first interface is separately connected to the fifth and seventh interfaces, both the sixth and eighth interfaces are connected to the ninth interface, the tenth interface is connected to the third interface, the fourth interface is connected to the second interface, the vehicle's internal heat exchanger and the intermediate heat exchanger serve as condensers, and the vehicle's external heat exchanger serves as an evaporator.When the thermal management system is in the air conditioning cooling and battery cooling mode, the first interface is separately connected to the third interface, the fourth interface is connected to the ninth interface, the tenth interface is connected to the fifth and seventh interfaces, and both the sixth and eighth interfaces are connected to the second interface. The vehicle's internal heat exchanger and the intermediate heat exchanger act as evaporators, and the vehicle's external heat exchanger acts as a condenser. In all modes—from the first air conditioning heating and battery cooling mode, to the first air conditioning cooling and battery heating mode, to the air conditioning heating and battery heating mode, and to the air conditioning cooling and battery cooling mode—the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0032] In some embodiments of the present disclosure, the thermal management system further comprises at least one second air conditioning heating and battery cooling state. When the thermal management system is in the second air conditioning heating and battery cooling state, the first interface is separately connected to the fifth interface, the sixth interface is connected to the ninth interface, the tenth interface is connected to the third and seventh interfaces, both the fourth and eighth interfaces are connected to the second interface, the vehicle's internal heat exchanger serves as a condenser, and the vehicle's external heat exchanger and the intermediate heat exchanger serve as evaporators. In the second air conditioning heating and battery cooling state, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0033] In some embodiments of the present disclosure, the integrated valve further comprises at least one second air conditioning cooling and battery heating state. When the thermal management system is in the second air conditioning cooling and battery heating state, the first interface is separately connected to the seventh and third interfaces, both the fourth and eighth interfaces are connected to the ninth interface, the tenth interface is connected to the fifth interface, the sixth interface is connected to the second interface, the vehicle's internal heat exchanger serves as an evaporator, and the vehicle's external heat exchanger and the intermediate heat exchanger serve as condensers. In the second air conditioning cooling and battery heating state, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0034] In some embodiments of the present disclosure, the integrated valve comprises: a first on / off valve inserted between the first interface and the third interface; a second on / off valve inserted between the fourth interface and the ninth interface; a third on / off valve inserted between the sixth interface and the second interface; a fourth on / off valve inserted between the fifth interface and the first interface; a fifth on / off valve inserted between the sixth interface and the ninth interface; a sixth on / off valve inserted between the fourth interface and the second interface; a seventh on / off valve inserted between the eighth interface and the second interface; an eighth on / off valve inserted between the first interface and the seventh interface;a ninth on / off valve inserted between the ninth and eighth interfaces; a tenth on / off valve inserted between the tenth and fifth interfaces; and an eleventh on / off valve inserted between the tenth and seventh interfaces.

[0035] In some embodiments of the present disclosure, the integrated valve further comprises: a first throttle valve inserted between the first interface and the fifth interface and between the fifth interface and the tenth interface; a second throttle valve inserted between the tenth interface and the third interface; and a third throttle valve inserted between the first interface and the seventh interface and between the tenth interface and the seventh interface.

[0036] In some embodiments of the present disclosure, the vehicle-internal heat exchanger comprises: a first vehicle-internal heat exchanger, wherein the integrated valve has an eleventh interface and a twelfth interface, wherein two ends of the first vehicle-internal heat exchanger are each connected to the eleventh interface and the twelfth interface, wherein the eleventh interface is optionally connected to the first interface and the twelfth interface is optionally connected to the third interface or the fifth interface;and a second in-vehicle heat exchanger, wherein two ends of the second in-vehicle heat exchanger are each connected to the fifth interface and the sixth interface, wherein a twelfth on / off valve is inserted between the twelfth interface and the fifth interface, the first on / off valve is inserted between the twelfth interface and the third interface, the fourth on / off valve is inserted between the first interface and the eleventh interface, and the first throttle valve is inserted between the twelfth interface and the fifth interface.

[0037] In some embodiments of the present disclosure, the thermal management system further comprises a battery temperature control module. The battery temperature control module includes a battery heater and a battery heat exchanger assembly. The battery heat exchanger assembly is separately connected to the battery heater and the recuperator to enable the battery heat exchanger assembly to control the battery temperature through the climate control module and the battery heater. The recuperator is configured to allow the refrigerant within the recuperator, which flows to the compressor inlet, to undergo heat exchange in order to recover heat. The integrated valve controls the flow directions of the refrigerant in the refrigerant circuit to separately control the vehicle's internal heat exchanger, the vehicle's external heat exchanger, and the battery heat exchanger assembly to each function as a condenser or an evaporator.The thermal management system according to embodiments of the present disclosure can not only adjust the temperature of the battery through the climate control module and the battery heater, but also has advantages such as high integration, high energy utilization and high battery heating efficiency.

[0038] In some embodiments of the present disclosure, the thermal management system has at least one air conditioning cooling state. When the thermal management system is in the air conditioning cooling state, the refrigerant within the recuperator, which flows to the compressor inlet, undergoes heat exchange to recover heat.

[0039] In some embodiments of the present disclosure, the thermal management system has at least one air conditioning cooling state and one air conditioning heating state, which are switchable. When the thermal management system is in the air conditioning cooling state or the air conditioning heating state, the refrigerant within the recuperator, which flows to the compressor inlet, undergoes heat exchange to recover heat.

[0040] In some embodiments of the present disclosure, while the compressor is operating, the refrigerant within the recuperator, which flows to the inlet of the compressor, is subjected to heat exchange in order to recover heat.

[0041] In some embodiments of the present disclosure, the battery heat exchanger cools the battery through the air conditioning module, and the battery heat exchanger heats the battery through the battery heater.

[0042] In some embodiments of the present disclosure, the battery heater is an electric heater.

[0043] In some embodiments of the present disclosure, the battery heat exchanger arrangement further comprises: an intermediate heat exchanger with a first heat transfer channel and a second heat transfer channel for mutual heat exchange, the first heat transfer channel being connected to the refrigerant circuit; and a battery heat exchanger separately connected to the battery heater and the intermediate heat exchanger. The battery heat exchanger, the second heat transfer channel, and the battery heater are connected in series to form a circuit, and the battery heat exchanger is suitable for heat exchange with the battery.

[0044] In some embodiments of the present disclosure, a channel of the battery heat exchanger arrangement is connected to the refrigerant circuit, the battery heat exchanger arrangement is suitable for heat exchange with the battery, and the battery heat exchanger arrangement and the battery heater are connected in series to form a circuit.

[0045] In some embodiments of the present disclosure, the battery heat exchanger arrangement has a third heat transfer channel and a fourth heat transfer channel, the third heat transfer channel is connected to the refrigerant circuit, the battery heat exchanger arrangement is suitable for heat exchange with the battery, and the fourth heat transfer channel and the battery heater are connected in series to form a circuit.

[0046] In some embodiments of the present disclosure, the vehicle-integrated heat exchanger comprises a first vehicle-integrated heat exchanger and a second vehicle-integrated heat exchanger. The integrated valve is separately connected to the first vehicle-integrated heat exchanger, the second vehicle-integrated heat exchanger, the vehicle-external heat exchanger, the recuperator, and the battery heat exchanger assembly.

[0047] In some embodiments of the present disclosure, when the compressor is in operation, the integrated valve controls the refrigerant to flow through at least two from the first in-vehicle heat exchanger, the external heat exchanger, and the battery heat exchanger arrangement, one of the at least two serving as a condenser and the other serving as an evaporator; or when the compressor is in operation, the integrated valve controls the refrigerant to flow through at least two from the second in-vehicle heat exchanger, the external heat exchanger, and the battery heat exchanger arrangement, one of the at least two serving as a condenser and the other serving as an evaporator.

[0048] In some embodiments of the present disclosure, the recuperator has a first channel and a second channel for mutual heat exchange. A first end of the first channel is optionally connected to the second end of the vehicle-external heat exchanger, a second end of the first vehicle-internal heat exchanger, and a second end of the battery heat exchanger assembly. A second end of the first channel is optionally connected to the first end of the vehicle-external heat exchanger, a first end of the second vehicle-internal heat exchanger, and a first end of the battery heat exchanger assembly. A first end of the second channel is optionally connected to the second end of the vehicle-external heat exchanger, a second end of the second vehicle-internal heat exchanger, and the second end of the battery heat exchanger assembly. A second end of the second channel is connected to the compressor inlet.

[0049] In some embodiments of the present disclosure, the integrated valve comprises: a first interface connected to a first end of the first vehicle-internal heat exchanger, and the second end of the first vehicle-internal heat exchanger connected to the compressor outlet; a second interface, wherein the recuperator has the first channel and the second channel for mutual heat exchange, the first end of the second channel being connected to the second interface and the second end of the second channel being connected to the compressor inlet; a third interface and a fourth interface, each connected to the two ends of the vehicle-external heat exchanger; a fifth interface connected to the first end of the second vehicle-internal heat exchanger, and the second end of the second vehicle-internal heat exchanger being connected to the first end of the second channel;a sixth interface and a seventh interface, each connected to the two ends of the battery heat exchanger assembly;and an eighth interface and a ninth interface, each connected to the two ends of the first channel. The integrated valve controls the second interface to be optionally connected to at least one of the fourth interface and the seventh interface, controls the third interface to be optionally connected to at least one of the first interface and the ninth interface, controls the fourth interface to be optionally connected to at least one of the second interface and the eighth interface, controls the fifth interface to be optionally connected to the ninth interface, controls the sixth interface to be optionally connected to the ninth interface, controls the seventh interface to be optionally connected to the second interface, and controls the eighth interface to be optionally connected to the first interface.

[0050] In some embodiments of the present disclosure, the thermal management system has an air conditioning heating state and an air conditioning cooling state, which are switchable. When the thermal management system is in the air conditioning heating state, the first interface is connected to the eighth interface, the third interface is connected to the ninth interface, the fourth interface is connected to the second interface, the first vehicle-internal heat exchanger serves as a condenser, and the vehicle-external heat exchanger serves as an evaporator.When the thermal management system is in air conditioning cooling mode, the first interface is connected to the third interface, the fourth interface is connected to the eighth interface, the ninth interface is connected to the fifth interface, the second internal vehicle heat exchanger acts as an evaporator, and the external vehicle heat exchanger acts as a condenser. In both air conditioning cooling and heating modes, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0051] In some embodiments of the present disclosure, the thermal management system has at least one air conditioning heating and defrosting state and one air conditioning dehumidifying state. When the thermal management system is in the air conditioning heating and defrosting state, the first interface is connected to the eighth interface, the third interface is connected to the ninth interface, the fourth interface is connected to the second interface, the first in-vehicle heat exchanger serves as a condenser, and the external heat exchanger serves as an evaporator.When the thermal management system is in air conditioning dehumidification mode, the first interface is connected to the third interface, the fourth interface is connected to the eighth interface, the ninth interface is connected to the fifth interface, the second in-vehicle heat exchanger acts as an evaporator, and the external heat exchanger acts as a condenser. In both air conditioning heating and defrosting modes and air conditioning dehumidification modes, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0052] In some embodiments of the present disclosure, the thermal management system has at least one battery heating state and one battery cooling state. When the thermal management system is in the battery heating state, the battery heater is switched on. When the thermal management system is in the battery cooling state, the first interface is connected to the third interface, the fourth interface is connected to the eighth interface, the ninth interface is connected to the sixth interface, the seventh interface is connected to the second interface, and the vehicle-external heat exchanger acts as a condenser. In the battery cooling state, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0053] In some embodiments of the present disclosure, the thermal management system comprises at least one air conditioning heating and battery cooling state, one air conditioning cooling and battery heating state, one air conditioning heating and battery heating state, and one air conditioning cooling and battery cooling state. When the thermal management system is in the first air conditioning heating and battery cooling state, the first interface is separately connected to the third and sixth interfaces, the second interface is separately connected to the fourth and seventh interfaces, the first in-vehicle heat exchanger acts as a condenser, and the battery heat exchanger assembly and the external heat exchanger act as evaporators.When the thermal management system is in the air conditioning cooling and battery heating mode, the third interface is connected to the first interface, the fifth interface is connected to the fourth interface, the vehicle's external heat exchanger acts as a condenser, the second vehicle's internal heat exchanger acts as an evaporator, and the battery heater is activated. When the thermal management system is in the air conditioning heating and battery heating mode, the first interface is connected to the third interface, the fourth interface is connected to the second interface, the first vehicle's internal heat exchanger acts as a condenser, the vehicle's external heat exchanger acts as an evaporator, and the battery heater is activated.When the thermal management system is in the air conditioning cooling and battery cooling state, the first interface is separately connected to the third interface, the fourth interface is separately connected to the fifth and sixth interfaces, the second interface is separately connected to the seventh interface, the second in-vehicle heat exchanger and the battery heat exchanger assembly act as evaporators, and the external heat exchanger acts as a condenser. In all states—from the first air conditioning heating and battery cooling state, to the air conditioning cooling and battery heating state, to the air conditioning heating and battery heating state, and to the air conditioning cooling and battery cooling state—the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0054] In some embodiments of the present disclosure, the thermal management system further comprises at least one second air conditioning heating and battery cooling state. When the thermal management system is in the second air conditioning heating and battery cooling state, the first interface is connected to the sixth interface, the second interface is connected to the seventh interface, the first in-vehicle heat exchanger acts as a condenser, and the battery heat exchanger assembly acts as an evaporator. In the second air conditioning heating and battery cooling state, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0055] In some embodiments of the present disclosure, the integrated valve comprises: a first on / off valve inserted between the first interface and the third interface; a second on / off valve inserted between the fourth interface and the fifth interface and between the fourth interface and the sixth interface; a third on / off valve inserted between the fourth interface and the second interface; and a fourth on / off valve inserted between the second interface and the seventh interface.

[0056] In some embodiments of the present disclosure, the integrated valve further comprises: a first throttle valve inserted between the fourth interface and the fifth interface; a second throttle valve inserted between the sixth interface and the fourth interface; and a third throttle valve inserted between the first interface and the third interface.

[0057] In some embodiments of the present disclosure, the air conditioning module further comprises a recuperator. The recuperator has a first channel and a second channel. The integrated valve has an eighth interface and a ninth interface. The eighth and ninth interfaces are each connected to two ends of the first channel. A first end of the second channel is connected to the second interface, and a second end of the second channel is connected to the compressor inlet. The integrated valve controls the eighth interface to be selectively connected to at least one of the fourth interface, the first interface, and the seventh interface, and controls the ninth interface to be selectively connected to one of the fifth interface, the sixth interface, and the third interface.

[0058] In some embodiments of the present disclosure, the integrated valve further comprises: a fifth on / off valve inserted between the eighth interface and the first interface; and a sixth on / off valve inserted between the eighth interface and the seventh interface. The second on / off valve is inserted between the eighth interface and the fourth interface, the first throttle valve is inserted between the ninth interface and the fifth interface, the second throttle valve is inserted between the ninth interface and the sixth interface, and the third throttle valve is inserted between the ninth interface and the third interface.

[0059] In some embodiments of the present disclosure, the integrated valve further comprises: a tenth interface and an eleventh interface, wherein the tenth interface is selectively connected to at least one of the first interface and the ninth interface, and the eleventh interface is separately connected to the tenth interface and the third interface. The first on / off valve is inserted between the first interface and the tenth interface, and the third throttle valve is inserted between the ninth interface and the tenth interface.

[0060] In some embodiments of the present disclosure, the refrigerant within the recuperator, which flows to the inlet of the compressor, is subjected to heat exchange in order to recover heat, provided that the compressor is in operation.

[0061] According to an embodiment of a second aspect of the present disclosure, a vehicle is provided and includes the thermal management system in one of the embodiments according to the first aspect of the present disclosure.

[0062] By incorporating the thermal management system provided in one of the embodiments according to the first aspect of the present disclosure, the vehicle according to the second aspect of the present disclosure can cool the battery through the air conditioning module and has advantages such as high integration, high energy utilization and high battery heating efficiency.

[0063] The vehicle according to this embodiment in the second aspect of the present disclosure comprises the thermal management system provided in one of the embodiments according to the first aspect.

[0064] Additional aspects and advantages of the present disclosure are partly specified in the following description and partly evident from the following description or can be derived from the practical implementation of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] The foregoing and / or additional aspects and advantages of the present disclosure will be evident and easily understood from the description of embodiments with reference to the following accompanying drawings. Fig. Figure 1 is a schematic representation of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 2 is a schematic representation of an air conditioning cooling state and an air conditioning dehumidification state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 3 is a schematic representation of an air conditioning heating state or an air conditioning heating and defrosting state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 4 is a representation of an integrated valve according to an embodiment of the present disclosure; Fig. 5 is a schematic representation of a thermal management system according to a further embodiment of the present disclosure; Fig. Figure 6 is a schematic representation of an air conditioning heating state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 7 is a schematic representation of an air conditioning cooling state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 8 is a schematic representation of a battery heating state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 9 is a schematic representation of a battery cooling state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 10 is a schematic representation of a first air conditioning heating and battery cooling state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 11 is a schematic representation of a first air conditioning cooling and battery heating state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 12 is a schematic representation of an air conditioning heating and battery heating state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 13 is a schematic representation of an air conditioning cooling and battery cooling state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 14 is a schematic representation of a second air conditioning heating and battery cooling state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 15 is a schematic representation of a second air conditioning cooling and battery heating state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 16 is a schematic representation of a thermal management system according to a further embodiment of the present disclosure; Fig. Figure 17 is a schematic representation of an air conditioning heating state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 18 is a schematic representation of an air conditioning cooling state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 19 is a schematic representation of a battery heating state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 20 is a schematic representation of a battery cooling state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 21 is a schematic representation of a first air conditioning heating and battery cooling state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 22 is a schematic representation of an air conditioning cooling and battery heating state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 23 is a schematic representation of an air conditioning heating and battery heating state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 24 is a schematic representation of an air conditioning cooling and battery cooling state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 25 is a schematic representation of a second air conditioning heating and battery cooling state of a thermal management system according to an embodiment of the present disclosure; Fig. 26 is a schematic representation of a thermal management system according to a further embodiment of the present disclosure; and Fig. Figure 27 is a block diagram of a vehicle according to an embodiment of the present disclosure. Reference symbol:

[0066] 1000: Vehicle; 21: Valve housing; 1: Thermal management system; 100: Air conditioning module; 110: Compressor; 111: Outlet; 112: Inlet; 120: In-vehicle heat exchanger; 121: First in-vehicle heat exchanger; 122: Second in-vehicle heat exchanger; 130: External heat exchanger; 200: Battery temperature control module; 210: Battery heat exchanger; 230: Water pump; 221: Intermediate heat exchanger; 222: First heat transfer channel; 223: Second heat transfer channel; 300: integrated valve; 311: first interface; 312: second interface; 313: third interface; 314: fourth interface; 315: fifth interface; 316: sixth interface; 317: seventh interface; 318: eighth interface; 319: ninth interface; 3110: tenth interface; 3111: eleventh interface; 3112: twelfth interface; 321: first on / off valve; 322: second on / off valve; 323: third on / off valve; 324: fourth on / off valve; 325: fifth on / off valve; 326: sixth on / off valve; 327: seventh on / off valve; 328: eighth on / off valve; 329: ninth on / off valve; 3210: tenth on / off valve; 3211: eleventh on / off valve; 3212: twelfth on / off valve; 330: first throttle valve; 331: second throttle valve; 332: third throttle valve; 400: recuperator; 410: first channel; 420: second channel; 500: Gas-liquid separator; 600: Blower; 240: Battery heater; 220: Battery heat exchanger assembly. DESCRIPTION OF THE EXECUTION FORMS

[0067] Embodiments of the present disclosure are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. A thermal management system 1 according to an embodiment of the present disclosure is described below with reference to Fig. 1 to Fig. 4 described.

[0068] As in Fig. 1 to Fig. As shown in Figure 26, a thermal management system 1 in the embodiment of the present disclosure, according to a first aspect, comprises an air conditioning module 100 and an integrated valve 300.

[0069] In particular, the air conditioning module 100 comprises a compressor 110, an internal vehicle heat exchanger 120, an external vehicle heat exchanger 130, and a recuperator 400. The compressor 110, the internal vehicle heat exchanger 120, the external vehicle heat exchanger 130, and the recuperator 400 are connected to form, for example, at least a section of a refrigerant circuit, but are not limited to forming the entire refrigerant circuit.

[0070] As in Fig. 1 to Fig. As shown in Figure 26, the integrated valve 300 is separately connected to the vehicle's internal heat exchanger 120, the vehicle's external heat exchanger 130, and the recuperator 400. The integrated valve 300 controls the flow direction of a refrigerant between the vehicle's internal heat exchanger 120, the vehicle's external heat exchanger 130, and the recuperator 400 in order to control the vehicle's internal heat exchanger 120 and the vehicle's external heat exchanger 130 separately to each function as a condenser (namely, a gas cooler) or an evaporator. For example, the refrigerant in the air conditioning module 100 of the thermal management system 1 in the embodiment of the present disclosure can be carbon dioxide (CO2). CO2, as a natural refrigerant, is environmentally friendly (ODP = 0, GWP = 1) and can meet a requirement for long-term environmental protection.In a low-temperature condition, for example at -45°C, the saturated evaporation pressure of a refrigerant (for example, refrigerant R134a) is 39.12 kPa, and that of R290 is 89.05 kPa in a related technology. This evaporation pressure is too low to meet the compressor 110's breathing condition in a low-temperature condition, resulting in limited heating capacity. However, the saturated evaporation pressure of CO2 at -45°C is 831.8 kPa, which can meet the compressor 110's breathing condition and fulfill the heating requirement for a vehicle, such as an electric vehicle, under extremely low ambient temperature conditions. Furthermore, the heating efficiency of the air conditioning module 100, which uses carbon dioxide as the refrigerant, is significantly greater than 1, and the overall efficiency is much higher.

[0071] The integrated valve 300, which controls the flow direction of the refrigerant between the vehicle's internal heat exchanger 120, the vehicle's external heat exchanger 130, and the recuperator 400, means that the integrated valve 300 controls the flow direction of the refrigerant flowing from the vehicle's internal heat exchanger 120, and the integrated valve 300 controls the flow direction of the refrigerant flowing from the vehicle's external heat exchanger 130. Furthermore, the integrated valve 300 controlling the flow direction of the refrigerant flowing from the vehicle's internal heat exchanger 120 and the integrated valve 300 controlling the flow direction of the refrigerant flowing from the vehicle's external heat exchanger 130 do not affect each other.

[0072] In some embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 4, the recuperator 400 has a first channel 410 and a second channel 152. In some embodiments and subsequent embodiments of the present disclosure, the description is given using an example in which the first channel 410 of the recuperator 400 is a high-pressure channel and the second channel 420 is a low-pressure channel. The refrigerant flowing through the first channel 410 is suitable for heat exchange with the refrigerant flowing through the second channel 420. For example, the compressor 110, the vehicle's internal heat exchanger 120, the vehicle's external heat exchanger 130, and the recuperator 400 are connected in series.Therefore, the recuperator 400 is arranged in the refrigerant circuit, and the recuperator 400 can implement a heat exchange between a high-temperature and high-pressure refrigerant flowing from the condenser (for example, the vehicle-external heat exchanger 130 serves as the condenser) and a low-temperature refrigerant flowing from the evaporator (for example, the vehicle-external heat exchanger 130 serves as the evaporator), so that the temperature of the refrigerant flowing from the condenser decreases through heat exchange, thereby helping to improve the overall cooling (or heating) capacity and energy efficiency of the thermal management system 1.Furthermore, the refrigerant in the first channel 410 can transfer heat to the refrigerant in the second channel 420, thereby increasing the temperature of the refrigerant in the second channel 420. This results in a high temperature for the refrigerant flowing back to the compressor 110 through the second channel 420. After being pressurized by the compressor 110, a high-temperature, high-pressure refrigerant is formed, thus reducing the operating pressure of the compressor 110.Furthermore, due to the heat exchange between the refrigerant in the first channel 410 and the refrigerant in the second channel 420, heat from the refrigerant in the first channel 410 does not only have to be released to the outside via the vehicle-external heat exchanger 130, and the heat from the refrigerant in the first channel 410 can be recovered by heat exchange with the refrigerant in the second channel 420, thereby improving the energy recovery rate of the thermal management system 1, reducing energy loss from the thermal management system 1 and improving energy utilization.

[0073] In some embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 4, the thermal management system 1 has at least one air conditioning cooling state. When the thermal management system 1 is in the air conditioning cooling state, the refrigerant in the first channel 410 of the recuperator 400 exchanges heat with the refrigerant in the second channel 420. For example, as shown in Figure 4, the thermal management system 1 has at least one air conditioning cooling state. Fig. Figure 2 shows that when it is necessary to carry out cooling inside the vehicle, the refrigerant flowing from the external heat exchanger 14 into the first channel 410 of the recuperator 400 exchanges heat with the refrigerant flowing through the second channel 420, so that the refrigerant in the second channel 420 can recover the heat from the refrigerant in the first channel 410, thereby improving the heat exchange performance of the thermal management system 1.

[0074] Furthermore, as shown in Fig. 1 to Fig. As shown in Figure 4, the thermal management system 1 has at least one air conditioning cooling state and one air conditioning heating state, which are switchable. In both the air conditioning cooling state and the air conditioning heating state, the refrigerant in the first channel 410 of the recuperator 400 exchanges heat with the refrigerant in the second channel 420. In other words, regardless of whether the thermal management system 1 is in the cooling state or the heating state, the recuperator 400 is in an operating state such that the refrigerant in the first channel 410 can exchange heat with the refrigerant in the second channel 420, thereby improving the cooling or heating capacity of the thermal management system 1.

[0075] In some embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 4, as long as the compressor 110 is operating, the refrigerant in the first channel 410 of the recuperator 400 exchanges heat with the refrigerant in the second channel 420. The thermal management system 1 has a plurality of operating states. In the majority of these operating states, in which the compressor 110 is operating, the refrigerant in the first channel 410 of the recuperator 400 exchanges heat with the refrigerant in the second channel 420. In other words, as long as the thermal management system 1 is in an operating state, the recuperator 400 is in an operating state. Therefore, in the majority of operating conditions of the compressor 110, the refrigerant in the second channel 420 can absorb the heat of the refrigerant in the first channel 410 to increase the temperature of the refrigerant flowing back to the compressor 110, thus facilitating long-term operation of the compressor 110.

[0076] It should be noted that in Fig. 2 and Fig. Three solid lines represent the flow paths of the refrigerant in the air conditioning module 100.

[0077] For example, as in Fig. As shown in Figure 2, when it is necessary to perform cooling inside the vehicle, the integrated valve 300 controls the refrigerant to flow first through the vehicle-external heat exchanger 130 and then through the vehicle-internal heat exchanger 120 and the first channel 410 of the recuperator 400, so that heat is first released to the outside of the vehicle through the vehicle-external heat exchanger 130 and the temperature of the refrigerant continues to decrease through the first channel 410. Then, heat from inside the vehicle is absorbed by the vehicle-internal heat exchanger 120 to reduce the temperature inside the vehicle. In this case, the vehicle-external heat exchanger 130 acts as a condenser and the vehicle-internal heat exchanger 120 acts as an evaporator. As shown in Figure 2, the vehicle-external heat exchanger 130 acts as a condenser and the vehicle-internal heat exchanger 120 acts as an evaporator. Fig. As shown in Figure 3, if it is necessary to perform heating inside the vehicle, the integrated valve 300 can control the refrigerant to flow first through the vehicle's internal heat exchanger 120 and the first channel 410 of the recuperator 400, and then through the vehicle's external heat exchanger 130. This allows heat to be transferred first to the interior of the vehicle via the internal heat exchanger 120 to increase the temperature inside the vehicle, and then heat from the exterior of the vehicle to be absorbed by the vehicle's external heat exchanger 130. In this case, the vehicle's internal heat exchanger 120 acts as a condenser and the vehicle's external heat exchanger 130 acts as an evaporator.Therefore, the refrigerant flow directions between the vehicle's internal heat exchanger 120, the vehicle's external heat exchanger 130, and the recuperator 400 can be easily changed by controlling the integrated valve 300, thus simplifying the switching between heating and cooling within the vehicle. Additionally, it is not necessary to install a large number of pipes to switch between the refrigerant flow paths to implement different modes of the thermal management system 1. Furthermore, the simplified structure of the thermal management system 1 helps to reduce the pipe length, thereby reducing heat loss and improving the heat exchange efficiency of the thermal management system 1.Furthermore, by integrating a multiple valves into the integrated valve 300, the integration is higher, the sealing properties are good, leakage points are lower, the volume of the integrated valve 300 is smaller than the total volume of the multiple valves, and the structure is more compact to facilitate installation and maintenance, thereby reducing the overall volume of the thermal management system 1 and simplifying the arrangement.

[0078] Therefore, the arrangement of the recuperator 400 is beneficial for improving the overall cooling (or heating) capacity and energy efficiency of the thermal management system 1 and for enhancing energy utilization. Furthermore, the refrigerant in the first channel 410 can transfer heat to the refrigerant in the second channel 420, thereby reducing the operating pressure of the compressor 110. Additionally, the refrigerant flow directions can be easily changed by controlling the integrated valve 300, thus simplifying the structure of the thermal management system 1 and shortening its piping length, thereby reducing heat flow losses and improving the heat exchange efficiency of the thermal management system 1.In addition, the integration is higher, leakage points are lower, the volume is smaller and the structure is more compact to facilitate the installation and maintenance of the thermal management system 1.

[0079] In some embodiments of the present disclosure, as in Fig. As shown in Figure 1, the vehicle-internal heat exchanger 120 comprises a first vehicle-internal heat exchanger 121 and a second vehicle-internal heat exchanger 122. A first end of the first vehicle-internal heat exchanger 121 is connected to an outlet of the compressor 110. A first end of the second vehicle-internal heat exchanger 122 and a first end of the vehicle-external heat exchanger 130 are both connected to a second end of the first vehicle-internal heat exchanger 121. It should be noted that in this solution, the first end signifies an end where a fluid inlet of the corresponding component is located, and the second end signifies an end where a fluid outlet of the corresponding component is located.Therefore, the second end of the first vehicle-internal heat exchanger 121 can optionally be connected to the first end of the second vehicle-internal heat exchanger 122 or to the first end of the vehicle-external heat exchanger 130 in order to change the flow direction of the refrigerant flowing out of the first vehicle-internal heat exchanger 121, thereby implementing different operating states of the thermal management system 1 and facilitating the operation and use of the thermal management system 1.

[0080] In some embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 4, an inlet end of the first channel 410 can optionally be connected to a second end of the vehicle-external heat exchanger 130 and the second end of the first vehicle-internal heat exchanger 121; an outlet end of the first channel 410 can optionally be connected to the first end of the second vehicle-internal heat exchanger 122 and the first end of the vehicle-external heat exchanger 130; an inlet end of the second channel 420 can optionally be connected to a second end of the second vehicle-internal heat exchanger 122 and the second end of the vehicle-external heat exchanger 130; and an outlet end of the second channel 420 is connected to an inlet of the compressor 110.

[0081] For example, based on different operating states of the thermal management system 1, the integrated valve 300 can control the refrigerant flowing from the first vehicle-internal heat exchanger 121 to flow to the vehicle-external heat exchanger 130 or to the first end of the first channel 410 through the second vehicle-internal heat exchanger 122; control the refrigerant flowing from the vehicle-external heat exchanger 130 to flow to the first end of the first channel 410 or to the first end of the second channel 420; control the refrigerant flowing from the second end of the vehicle-external heat exchanger 130 or the refrigerant flowing from the second end of the second vehicle-internal heat exchanger 122 to flow to the inlet end of the first channel 410; control the refrigerant flowing from the outlet end of the first channel 410.to control the flow to the first end of the second vehicle-internal heat exchanger 122 or to the first end of the vehicle-external heat exchanger 130 and to control the refrigerant flowing from the second end of the second vehicle-internal heat exchanger 122 or the second end of the vehicle-external heat exchanger 130 to flow to the inlet end of the second channel 420. When the refrigerant flowing from the first internal vehicle heat exchanger 121 flows to the external vehicle heat exchanger 130, the refrigerant flowing from the external vehicle heat exchanger 130 flows to the first end of the first channel 410. When the refrigerant flowing from the first internal vehicle heat exchanger 121 to the first end of the first channel 410 flows through the second internal vehicle heat exchanger 122, the refrigerant flowing from the external vehicle heat exchanger 130 flows to the first end of the second channel 420. Therefore, by using the integrated valve 300,To change the connection relationships between the first internal vehicle heat exchanger 121, the second internal vehicle heat exchanger 122, the external vehicle heat exchanger 130, the first channel 410 and the second channel 420, the thermal management system 1 switches between different operating modes. The structure is properly arranged and simple. In addition, the integrated valve 300 can control the refrigerant flowing from the second internal vehicle heat exchanger 122 or the external vehicle heat exchanger 130 to flow back through the second channel 420 to the compressor 110, and the refrigerant flowing from the compressor 110 to flow through the first internal vehicle heat exchanger 121 to the external vehicle heat exchanger 130 or to the first channel 410.

[0082] In some embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 4, when the compressor 110 is operating, the integrated valve 300 controls the refrigerant to flow through the vehicle-external heat exchanger 130 and through the first vehicle-internal heat exchanger 121 and the second vehicle-internal heat exchanger 122. When the vehicle-external heat exchanger 130 acts as a condenser, the second vehicle-internal heat exchanger 122 acts as an evaporator. When the vehicle-external heat exchanger 130 acts as an evaporator, at least one of the first vehicle-internal heat exchanger 121 and the second vehicle-internal heat exchanger 122 acts as a condenser.

[0083] For example, as in Fig. As shown in Figure 2, the integrated valve 300 can control the refrigerant to flow sequentially through the first vehicle-internal heat exchanger 121, the vehicle-external heat exchanger 130, the first channel 410, the second vehicle-internal heat exchanger 122, and the second channel 420, and then back to the compressor 110. The vehicle-external heat exchanger 130 can act as a condenser, and the second vehicle-internal heat exchanger 122 can act as an evaporator, so that the second vehicle-internal heat exchanger 122 can be used to absorb heat from inside the vehicle to reduce the temperature inside the vehicle, thus implementing cooling inside the vehicle by the air conditioning module 100.In a cooling process, the refrigerant flowing from the vehicle-external heat exchanger 130 into the first channel 410 can exchange heat with the refrigerant flowing from the second vehicle-internal heat exchanger 122 into the second channel 420. This heat exchange reduces the temperature of the refrigerant flowing from the condenser (namely, the vehicle-external heat exchanger 130), thereby helping to improve the overall cooling capacity and energy efficiency of the cooling system. It should be noted that during in-vehicle cooling, the vehicle-external heat exchanger 130 acts as a condenser, the second vehicle-internal heat exchanger 122 acts as an evaporator, and the first vehicle-internal heat exchanger 121 functions only as a pipe. Therefore, during in-vehicle cooling, the first vehicle-internal heat exchanger 121 does not act as either a condenser or an evaporator in the refrigerant cycle.

[0084] Alternatively, as in Fig. As shown in Figure 3, the integrated valve 300 can control the refrigerant to flow sequentially through the first in-vehicle heat exchanger 121, the second in-vehicle heat exchanger 122, the first channel 410, the external heat exchanger 130, and the second channel 420, and then back to the compressor 110. The external heat exchanger 130 can act as an evaporator, and the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 can act as condensers, allowing heat to be transferred to the interior of the vehicle through the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 to increase the temperature inside the vehicle, thus implementing interior heating by the air conditioning module 100.In a heating process, the refrigerant flowing from the second vehicle-internal heat exchanger 122 into the first channel 410 can exchange heat with the refrigerant flowing from the vehicle-external heat exchanger 130 into the second channel 420, so that the temperature of the refrigerant flowing from the condenser (namely the second vehicle-internal heat exchanger 122) decreases through heat exchange, thereby helping to improve the overall heating capacity and energy efficiency of the heating system.

[0085] In some embodiments of the present disclosure, with reference to Fig. 1 to Fig. 3, the integrated valve 300 comprises a valve housing 21. The valve housing 21 has a first interface 311, a second interface 312, a third interface 313, a fourth interface 314, a fifth interface 315, a sixth interface 316, a seventh interface 317 and an eighth interface 318.

[0086] In particular, the first interface 311 is connected to the second end of the first vehicle-internal heat exchanger 121, the first end of the first vehicle-internal heat exchanger 121 is connected to the outlet of the compressor 110, the second interface 312 is connected to the inlet of the compressor 110 through the second channel 420, the third interface 313 and the fourth interface 314 are each connected to the first end and the second end of the vehicle-external heat exchanger 130, the fifth interface 315 and the sixth interface 316 are each connected to the first end and the second end of the second vehicle-internal heat exchanger 122, and the seventh interface 317 and the eighth interface 318 are each connected to the inlet end and the outlet end of the first channel 410.The second interface 312 can optionally be connected to one of the fourth interface 314 and the sixth interface 316, the seventh interface 317 can optionally be connected to the other of the fourth interface 314 and the sixth interface 316, the first interface 311 can optionally be connected to one of the third interface 313 and the fifth interface 315, and the eighth interface 318 can optionally be connected to the other of the third interface 313 and the fifth interface 315.

[0087] The second interface 312, which can be optionally connected to either the fourth interface 314 or the sixth interface 316, and the seventh interface 317, which can be optionally connected to either the fourth interface 314 or the sixth interface 316, mean that the second interface 312 can be controlled to be connected to either the fourth interface 314 or the sixth interface 316 based on different operating modes of the thermal management system 1. When the second interface 312 is connected to the fourth interface 314, the seventh interface 317 is connected to the sixth interface 316. When the second interface 312 is connected to the sixth interface 316, the seventh interface 317 is connected to the fourth interface 314.

[0088] The first interface 311, which can be optionally connected to either the third interface 313 or the fifth interface 315, and the eighth interface 318, which can be optionally connected to either the third interface 313 or the fifth interface 315, mean that the first interface 311 can be controlled to be connected to either the third interface 313 or the fifth interface 315 based on different operating modes of the thermal management system 1. When the first interface 311 is connected to the third interface 313, the eighth interface 318 is connected to the fifth interface 315. When the first interface 311 is connected to the fifth interface 315, the eighth interface 318 is connected to the third interface 313.

[0089] Therefore, connection relationships between the first interface 311, the second interface 312, the third interface 313, the fourth interface 314, the fifth interface 315, the sixth interface 316, the seventh interface 317, and the eighth interface 318 of the integrated valve are controlled. In this way, the integrated valve 300 can control the refrigerant flowing from the fourth interface 314 or the sixth interface 316 to flow through the second channel 420 via the second interface 312 and then back to the compressor 110; and the refrigerant flowing from the compressor 110 and through the first in-vehicle heat exchanger 121 to flow via the third interface 313 to the external heat exchanger 130 or to flow via the fifth interface 315 to the second in-vehicle heat exchanger 122.

[0090] In some embodiments of the present disclosure, the thermal management system 1 has at least one air conditioning heating state and one air conditioning cooling state, which are switchable. In both the air conditioning cooling state and the air conditioning heating state, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410.

[0091] As in Fig. As shown in Figure 2, when the thermal management system 1 is in the air conditioning cooling state, the first interface 311 is connected to the third interface 313, the fourth interface 314 is connected to the seventh interface 317, the eighth interface 318 is connected to the fifth interface 315, the sixth interface 316 is connected to the second interface 312, the second vehicle-internal heat exchanger 122 serves as an evaporator, and the vehicle-external heat exchanger 130 serves as a condenser.

[0092] When the thermal management system 1 is in the air conditioning cooling state, the refrigerant flowing from the compressor 110 can flow sequentially through the first internal vehicle heat exchanger 121, the first interface 311, and the third interface 313 to the external vehicle heat exchanger 130. In this case, the first internal vehicle heat exchanger 121 acts as a conduit. The refrigerant releases no heat, or only a small amount, to the outside through the first internal vehicle heat exchanger 121. The external vehicle heat exchanger 130 acts as a condenser. The refrigerant releases heat to the outside of the vehicle through the external vehicle heat exchanger 130, and the temperature of the refrigerant decreases.The refrigerant then flows from the vehicle-external heat exchanger 130 into the first channel 410 via the fourth interface 314 and the seventh interface 317, and into the second vehicle-internal heat exchanger 122 via the eighth interface 318 and the fifth interface 315. In this case, the second vehicle-internal heat exchanger 122 acts as an evaporator. The refrigerant absorbs heat from inside the vehicle through the second vehicle-internal heat exchanger 122, thereby reducing the temperature inside the vehicle. Finally, the refrigerant flows from the second vehicle-internal heat exchanger 122 and then flows to the second channel 420 via the sixth interface 316 and the second interface 312, and the refrigerant flowing from the second channel 420 flows back to the compressor 110, thus implementing a cooling cycle of the air conditioning module 100.Therefore, the refrigerant in the first channel 410 exchanges heat with the refrigerant flowing through the second channel 420, causing the refrigerant temperature to decrease further. Since the enthalpy of the refrigerant decreases as its temperature decreases, the enthalpy of the refrigerant flowing out of the first channel 410 also decreases. This can be considered equivalent to reducing the enthalpy at the evaporator outlet, thereby improving the evaporator's cooling capacity and correspondingly improving the energy efficiency of the thermal management system 1, while the compressor 110's power remains unchanged.

[0093] With reference to Fig. 3, when the thermal management system 1 is in the air conditioning heating state, the first interface 311 is connected to the fifth interface 315, the sixth interface 316 is connected to the seventh interface 317, the eighth interface 318 is connected to the third interface 313, the fourth interface 314 is connected to the second interface 312, the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 serve as condensers, and the external heat exchanger 130 serves as an evaporator.

[0094] When the thermal management system 1 is in the air conditioning / heating state, the refrigerant flowing from the compressor 110 can flow directly to the first in-vehicle heat exchanger 121, and the refrigerant flowing from the first in-vehicle heat exchanger 121 flows into the second in-vehicle heat exchanger 122 via the first interface 311 and the fifth interface 315. In this case, the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 are connected in series, and both act as condensers. The refrigerant transfers heat to the interior of the vehicle through the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 to increase the temperature inside the vehicle.The refrigerant then flows from the second internal vehicle heat exchanger 122 to the first channel 410 via the sixth interface 316 and the seventh interface 317, and the refrigerant flowing from the first channel 410 flows to the external vehicle heat exchanger 130 via the eighth interface 318 and the third interface 313. In this case, the external vehicle heat exchanger 130 acts as an evaporator. The refrigerant absorbs heat from outside the vehicle through the external vehicle heat exchanger 130, and then the refrigerant becomes a high-temperature refrigerant again. Finally, the refrigerant flows from the vehicle-external heat exchanger 130, flows into the second channel 420 via the fourth interface 314 and the second interface 312, flows out of the second channel 420 and then flows back to the compressor 110, thereby implementing a heating cycle of the air conditioning module 100.Furthermore, the refrigerant in the first channel 410 exchanges heat with the refrigerant flowing through the second channel 420, thereby improving the heating capacity and heating energy efficiency of the thermal management system 1. Additionally, arranging the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 in series can increase the heat exchange surface area in the heating state to improve heat exchange performance. Therefore, the present disclosure is particularly suitable for use in a vehicle (for example, an electric vehicle) in a region where the ambient temperature in winter is lower than -10°C, for example, in a region north of the Qinling Mountains-Huaihe River Line in China.

[0095] In some embodiments of the present disclosure, the integrated valve 300 has at least one air conditioning dehumidification state and one air conditioning heating and defrosting state. In both the air conditioning dehumidification state and the air conditioning heating and defrosting state, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410.

[0096] As in Fig. As shown in Figure 2, when the thermal management system 1 is in the air conditioning dehumidification state, the first interface 311 is connected to the third interface 313, the fourth interface 314 is connected to the seventh interface 317, the eighth interface 318 is connected to the fifth interface 315, the sixth interface 316 is connected to the second interface 312, the second in-vehicle heat exchanger 122 serves as an evaporator, and the external heat exchanger 130 and the first in-vehicle heat exchanger 121 serve as condensers.

[0097] When the thermal management system 1 is in the air conditioning dehumidification state, the refrigerant flowing from the compressor 110 can flow into the first in-vehicle heat exchanger 121. In this case, the first in-vehicle heat exchanger 121 acts as a condenser, and the refrigerant releases heat to the interior of the vehicle through the first in-vehicle heat exchanger 121 to increase the temperature inside the vehicle. After the refrigerant flows through the first in-vehicle heat exchanger 121, its temperature decreases, and then the refrigerant flows to the external heat exchanger 130 via the first interface 311 and the third interface 313. The external heat exchanger 130 also acts as a condenser. The refrigerant releases heat to the exterior of the vehicle through the external heat exchanger 130, and its temperature decreases further.The refrigerant then flows from the vehicle-external heat exchanger 130 into the first channel 410 via the fourth interface 314 and the seventh interface 317. The refrigerant in the first channel 410 exchanges heat with the refrigerant flowing through the second channel 420, and then refrigerant flows to the second vehicle-internal heat exchanger 122 via the eighth interface 318 and the fifth interface 315. In this case, the second vehicle-internal heat exchanger 122 acts as an evaporator, and the refrigerant absorbs heat from the high-humidity air inside the vehicle through the second vehicle-internal heat exchanger 122, thus cooling the high-humidity air inside the vehicle to condense water and reducing the absolute humidity level in the vehicle.Finally, the refrigerant flows from the second in-vehicle heat exchanger 122 to the second channel 420 via the sixth interface 316 and the second interface 312, and the refrigerant flowing from the second channel 420 flows back to the compressor 110, thus implementing an air conditioning dehumidification cycle of the climate control module 100. Therefore, controlling the refrigerant flow direction allows the second in-vehicle heat exchanger 122 to act as an evaporator and enables the external heat exchanger 130 and the first in-vehicle heat exchanger 121 to act as condensers, thereby reducing the humidity inside the vehicle while increasing the temperature inside the vehicle.

[0098] As in Fig. Figure 3 shows that when the thermal management system 1 is in the air conditioning heating and defrosting state, the first interface 311 is connected to the fifth interface 315, the sixth interface 316 is connected to the seventh interface 317, the eighth interface 318 is connected to the third interface 313, the fourth interface 314 is connected to the second interface 312, the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 serve as condensers, and the external heat exchanger 130 serves as an evaporator.

[0099] When the thermal management system 1 is in the air conditioning heating and defrosting mode, the refrigerant flowing from the compressor 110 can flow directly to the first in-vehicle heat exchanger 121, and the refrigerant flowing from the first in-vehicle heat exchanger 121 flows into the second in-vehicle heat exchanger 122 via the first interface 311 and the fifth interface 315. In this case, the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 are connected in series, and both act as condensers. The refrigerant transfers heat to the interior of the vehicle through the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 to increase the temperature inside the vehicle and to blow away condensation on glass via a defrost air duct.The refrigerant then flows from the second internal vehicle heat exchanger 122 to the first channel 410 via the sixth interface 316 and the seventh interface 317, and the refrigerant flowing from the first channel 410 flows to the external vehicle heat exchanger 130 via the eighth interface 318 and the third interface 313. In this case, the external vehicle heat exchanger 130 acts as an evaporator. The refrigerant absorbs heat from outside the vehicle through the external vehicle heat exchanger 130, and then the refrigerant becomes a high-temperature refrigerant again. Finally, the refrigerant flows from the vehicle-external heat exchanger 130, flows into the second channel 420 via the fourth interface 314 and the second interface 312, flows out of the second channel 420 and then flows back to the compressor 110, thus implementing a heating and defrosting cycle of the air conditioning module 100.Furthermore, the refrigerant in the first channel 410 exchanges heat with the refrigerant flowing through the second channel 420, thereby improving the heating capacity and heating energy efficiency of the thermal management system 1. In addition, arranging the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 in series increases the heat exchange surface area during heating and defrosting, thus improving heat exchange performance.

[0100] In some embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 3, the integrated valve 300 further comprises a first on / off valve 321, a second on / off valve 322, a third on / off valve 323, a fourth on / off valve 324, a fifth on / off valve 325, and a sixth on / off valve 326. The first on / off valve 321 is inserted between the first interface 311 and the third interface 313, the second on / off valve 322 is inserted between the fourth interface 314 and the seventh interface 317, the third on / off valve 323 is inserted between the sixth interface 316 and the second interface 312, the fourth on / off valve 324 is inserted between the first interface 311 and the fifth interface 315, and the fifth on / off valve 325 is inserted between the sixth interface 316 and the seventh interface 317, and the sixth on / off valve 326 is inserted between the fourth interface 314 and the second interface 312.

[0101] Therefore, the first on / off valve 321 can control the connection / disconnection between the first interface 311 and the third interface 313 to control whether the refrigerant flowing from the first vehicle-internal heat exchanger 121 flows to the vehicle-external heat exchanger 130. The second on / off valve 322 can control the connection / disconnection between the fourth interface 314 and the seventh interface 317 to control whether the refrigerant flowing from the vehicle-external heat exchanger 130 flows to the first channel 410. The third on / off valve 323 can control the connection / disconnection between the sixth interface 316 and the second interface 312 to control whether the refrigerant flowing from the second vehicle-internal heat exchanger 122 flows to the second channel 420.The fourth on / off valve 324 can control the connection / disconnection between the first interface 311 and the fifth interface 315 to control whether the refrigerant flowing from the first in-vehicle heat exchanger 121 flows to the second in-vehicle heat exchanger 122. The fifth on / off valve 325 can control the connection / disconnection between the sixth interface 316 and the seventh interface 317 to control whether the refrigerant flowing from the second in-vehicle heat exchanger 122 flows to the first channel 410. The sixth on / off valve 326 can control the connection / disconnection between the fourth interface 314 and the second interface 312 to control whether the refrigerant flowing from the vehicle-external heat exchanger 130 flows to the second channel 420.

[0102] It should be noted that when the thermal management system 1 is in the air conditioning cooling state or the air conditioning dehumidifying state, the first on / off valve 321, the second on / off valve 322 and the third on / off valve 323 are all open, while the fourth on / off valve 324, the fifth on / off valve 325 and the sixth on / off valve 326 are all closed for normal use of the thermal management system 1. When the thermal management system 1 is in the air conditioning heating state or the air conditioning heating and defrosting state, the first on / off valve 321, the second on / off valve 322 and the third on / off valve 323 are all closed, while the fourth on / off valve 324, the fifth on / off valve 325 and the sixth on / off valve 326 are all open for normal use of the thermal management system 1.

[0103] Furthermore, with reference to Fig. 1 to Fig. 3, the integrated valve 300 further comprises a first throttle valve 330 and a second throttle valve 331. For example, the first throttle valve 330 and the second throttle valve 331 can be electronic expansion valves.

[0104] The first throttle valve 330 is inserted between the eighth interface 318 and the fifth interface 315, and the second throttle valve 331 is inserted between the eighth interface 318 and the third interface 313. When the integrated valve 300 is in operation, one of the first throttle valve 330 and the second throttle valve 331 are open. In other words, when the first throttle valve 330 is open, the second throttle valve 331 is closed; or when the second throttle valve 331 is open, the first throttle valve 330 is closed.

[0105] For example, when the thermal management system 1 is in the air conditioning cooling state or the air conditioning dehumidifying state, the first throttle valve 330, the first on / off valve 321, the second on / off valve 322 and the third on / off valve 323 are all open, while the second throttle valve 331, the fourth on / off valve 324, the fifth on / off valve 325 and the sixth on / off valve 326 are all closed. When the thermal management system 1 is in the air conditioning heating state or the air conditioning heating and defrosting state, the second throttle valve 331, the fourth on / off valve 324, the fifth on / off valve 325 and the sixth on / off valve 326 are all open, while the first throttle valve 330, the first on / off valve 321, the second on / off valve 322 and the third on / off valve 323 are all closed.Therefore, the first throttle valve 330 can throttle the refrigerant flowing to the second in-vehicle heat exchanger 122, so that the refrigerant becomes a low-temperature, low-pressure refrigerant after heat has been transferred through the external heat exchanger 130, heat has been exchanged through the first channel 410, and it has been throttled by the first throttle valve 330. The refrigerant then flows to the second in-vehicle heat exchanger 122 via the fifth interface 315 to absorb heat from inside the vehicle, thereby reducing the temperature or humidity inside the vehicle.Furthermore, the second throttle valve 331 can throttle the refrigerant flowing through the first channel 410 to the vehicle-external heat exchanger 130, so that the refrigerant becomes wet vapor with a low temperature and low pressure after being throttled and cooled by the second throttle valve 331. The refrigerant then flows to the vehicle-external heat exchanger 130 to absorb heat from outside the vehicle and flows through the second channel 420 to exchange heat, thus raising its temperature so that the refrigerant becomes a high-temperature refrigerant again and then flows back to the compressor 110.

[0106] In some embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 3, the thermal management system 1 further comprises a gas-liquid separator 500. The gas-liquid separator 500 is inserted between the outlet end of the second channel 420 and the inlet of the compressor 110. Therefore, the gas-liquid separator 500 can separate the gaseous refrigerant from the liquid refrigerant, so that the refrigerant returning to the compressor 110 is a gaseous refrigerant, thus ensuring stable refrigerant intake by the compressor 110 and preventing liquid accumulation in the compressor 110.

[0107] Optional, as in Fig. 1 to Fig. As shown in Figure 3, the valve housing 21 further comprises a ninth interface 319 and a tenth interface 3110, which are interconnected. The ninth interface 319 can optionally be connected to the eighth interface 318 or the first interface 311, and the tenth interface 3110 is connected to the third interface 313. For example, in the Fig. In the example shown, the first interface 311 is connected to the ninth interface 319 via the first on / off valve 321, and then the ninth interface 319 is connected to the third interface 313 via the tenth interface 3110. Alternatively, in the Fig. In the example shown, the eighth interface 318 is connected to the ninth interface 319 via the second throttle valve 331, and then the ninth interface 319 is connected to the third interface 313 via the tenth interface 3110. Therefore, the integrated valve 300 can better control the flow direction of the refrigerant flowing through it, in order to switch more effectively between different operating states of the air conditioning system.

[0108] In some embodiments of the present disclosure, as in Fig. 5 to Fig. As shown in Figure 15, the thermal management system 1 further comprises a battery temperature control module 200 in addition to the air conditioning module 100 and the integrated valve 300. The air conditioning module 100 comprises a compressor 110, an in-vehicle heat exchanger 120, an external heat exchanger 130, and a recuperator 400. The compressor 110, the in-vehicle heat exchanger 120, the external heat exchanger 130, and the recuperator 400 are connected to form, for example, at least a section of a refrigerant circuit, but are not limited to forming the entire refrigerant circuit. The recuperator 400 is configured to allow the refrigerant flowing to the inlet 112 of the compressor 110 to undergo heat exchange within the recuperator 400 in order to recover heat.The battery temperature control module 200 comprises an intermediate heat exchanger 221 and a battery heat exchanger 210, which is suitable for heat exchange with a battery. The intermediate heat exchanger 221 has a first heat transfer channel 222 and a second heat transfer channel 223 for mutual heat exchange. The first heat transfer channel 222 is connected to the refrigerant circuit of the air conditioning module 100, and the second heat transfer channel 223 is connected to the battery heat exchanger 210 to form a temperature control circuit. The integrated valve 300 controls the flow direction of a refrigerant in the refrigerant circuit to separately control the vehicle's internal heat exchanger 120, the vehicle's external heat exchanger 130, and the intermediate heat exchanger 221, each to function as a condenser or an evaporator.

[0109] A gas-liquid separator 500 can be inserted at the inlet 112 of the compressor 110, and the gas-liquid separator 500 can separate the gaseous refrigerant from the liquid refrigerant, so that the refrigerant returning to the compressor 110 is a gaseous refrigerant, thus ensuring stable refrigerant supply to the compressor 110. Furthermore, the refrigerant in the air conditioning module 100 of the thermal management system 1 of this disclosure can be carbon dioxide (CO2). The coolant in the battery temperature control module 200 can be water.

[0110] It should be noted that in Fig. 6 to Fig. 15 solid lines represent the flow paths of the refrigerant in the air conditioning module 100 and the flow paths of the coolant in the battery temperature control module 200.

[0111] As in Fig. 6 to Fig. As shown in Figure 15, the high-temperature, high-pressure refrigerant flowing from compressor 110 can flow through the vehicle's internal heat exchanger 120 and the vehicle's external heat exchanger 130. When the air conditioning module 100 performs heating within the vehicle, the refrigerant flowing from compressor 110 can flow sequentially through the vehicle's internal heat exchanger 120 and the vehicle's external heat exchanger 130. In this case, the vehicle's internal heat exchanger 120 acts as a condenser to transfer heat to the vehicle's interior, and the vehicle's external heat exchanger 130 acts as an evaporator to absorb heat from outside the vehicle, thus implementing heating within the vehicle.When the air conditioning module 100 performs cooling within the vehicle, the refrigerant flowing from the compressor 110 can flow sequentially through the vehicle-external heat exchanger 130 and the vehicle-internal heat exchanger 120. In this case, the vehicle-external heat exchanger 130 acts as a condenser to release heat to the outside of the vehicle, and the vehicle-internal heat exchanger 120 acts as an evaporator to absorb heat from inside the vehicle, thus implementing cooling within the vehicle.

[0112] Furthermore, as in Fig. 6 to Fig. Figure 15 shows the recuperator 400 arranged in the air conditioning module 100. A first end of a channel of the recuperator 400 can be connected to the vehicle's internal heat exchanger 120 or the vehicle's external heat exchanger 130. A second end of the channel can be connected to the vehicle's internal heat exchanger 120 or the vehicle's external heat exchanger 130. A first end of another channel of the recuperator 400 can be connected to the vehicle's internal heat exchanger 120 or the vehicle's external heat exchanger 130. A second end of the channel can be connected to the inlet 112 of the compressor 110. Therefore, the refrigerant in one channel of the recuperator 400 can transfer heat to the refrigerant in another channel to increase the temperature of the refrigerant in the other channel, thereby increasing the temperature of the refrigerant returning to the compressor 110 through the recuperator 400.After the refrigerant has been pressurized by the compressor 110, a high-temperature and high-pressure refrigerant can be formed, and the refrigerants in the two channels of the recuperator 400 undergo a heat exchange, so that the heat of the refrigerant in the refrigerant circuit no longer needs to be dissipated to the outside via the vehicle's external heat exchanger 130, and the heat of the refrigerant in the refrigerant circuit can be recovered after the heat exchange with the refrigerant flowing through the recuperator 400, thereby improving the energy recovery rate of the thermal management system 1, helping to reduce the energy loss of the thermal management system 1 and further improving energy utilization.

[0113] Furthermore, as in Fig. 5 to Fig. Figure 15 shows that the battery temperature control module 200 comprises an intermediate heat exchanger 221 and a battery heat exchanger 210, which is suitable for heat exchange with a battery. The intermediate heat exchanger 221 has a first heat transfer channel 222 and a second heat transfer channel 223 for mutual heat exchange. The first heat transfer channel 222 is connected to the refrigerant circuit of the air conditioning module 100, and the second heat transfer channel 223 is connected to the battery heat exchanger 210 to form a temperature control circuit. A water pump 230 can further be arranged in the battery temperature control module 200, and the water pump 230 can drive the coolant of the battery temperature control module 200 to flow, thereby improving the heat exchange efficiency of the battery temperature control module 200.In this way, the refrigerant of the air conditioning module 100 can flow through the first heat transfer channel 222, and the coolant in the temperature control circuit can flow through the second heat transfer channel 223, so that the refrigerant of the air conditioning module 100 and the coolant in the temperature control circuit can perform a heat exchange through the intermediate heat exchanger 221.

[0114] Therefore, the battery temperature control module 200 can first perform a heat exchange with the air conditioning module 100 via the intermediate heat exchanger 221, allowing the air conditioning module 100 to absorb heat from the coolant in the battery temperature control module 200 through the intermediate heat exchanger 221 to lower the coolant temperature of the battery temperature control module 200. Additionally, the coolant of the battery temperature control module 200 can exchange heat with the battery via the battery heat exchanger 210 to absorb heat from the battery and cool it, thus preventing the battery temperature from becoming excessively high. This contributes to improving the electrical safety of the battery and further enhances battery temperature control.In addition, the climate control module 100 can indirectly cool the battery, so that the battery temperature slowly decreases, thereby improving battery protection and vehicle performance.

[0115] Alternatively, the climate control module 100 can transfer heat to the battery temperature control module 200 through the intermediate heat exchanger 221 to increase the temperature of the coolant of the battery temperature control module 200; and the coolant of the battery temperature control module 200 can exchange heat with the battery through the battery heat exchanger 210 to transfer heat to the battery to warm the battery, so that the climate control module 100 can indirectly warm the battery so that the temperature of the battery slowly rises, thereby helping to protect the battery.

[0116] Additionally, as in Fig. 5 to Fig. As shown in Figure 15, the integrated valve 300 controls the flow directions of the refrigerant in the refrigerant circuit to separately control the vehicle's internal heat exchanger 120, the vehicle's external heat exchanger 130 and the intermediate heat exchanger 221 to each serve as a condenser or an evaporator.

[0117] In particular, when it is necessary to heat the interior of the vehicle, the integrated valve 300 can control the refrigerant to flow first through the vehicle's internal heat exchanger 120 and then through the vehicle's external heat exchanger 130. This allows heat to be transferred first to the interior of the vehicle via the internal heat exchanger 120 to increase the temperature inside the vehicle, and then heat from the exterior of the vehicle is absorbed by the vehicle's external heat exchanger 130. In this case, the vehicle's internal heat exchanger 120 acts as a condenser and the vehicle's external heat exchanger 130 acts as an evaporator.If cooling is required inside the vehicle, the integrated valve 300 can control the refrigerant to flow first through the vehicle's external heat exchanger 130 and then through the vehicle's internal heat exchanger 120. This allows heat to be released to the outside of the vehicle first through the external heat exchanger 130, and then absorbed from the vehicle's interior by the internal heat exchanger 120 to reduce the temperature inside the vehicle. In this case, the external heat exchanger 130 acts as a condenser and the internal heat exchanger 120 acts as an evaporator.

[0118] If it is necessary to heat the battery, the integrated valve 300 can control the refrigerant to flow first through the intermediate heat exchanger 221 and then through the vehicle-external heat exchanger 130. This allows heat to be transferred to the battery first via the intermediate heat exchanger 221 to raise the battery temperature, and then heat from the outside of the vehicle is absorbed by the vehicle-external heat exchanger 130. In this case, the intermediate heat exchanger 221 acts as a condenser and the vehicle-external heat exchanger 130 acts as an evaporator.If it is necessary to cool the battery, the integrated valve 300 can control the refrigerant flow, directing it first through the vehicle-external heat exchanger 130 and then through the intermediate heat exchanger 221. This allows heat to be dissipated to the outside of the vehicle first through the vehicle-external heat exchanger 130 to reduce the refrigerant temperature, and then the heat from the battery to be absorbed by the intermediate heat exchanger 221 to further reduce the battery temperature. In this case, the vehicle-external heat exchanger 130 acts as a condenser and the intermediate heat exchanger 221 acts as an evaporator.

[0119] Therefore, the flow directions and paths of the refrigerant can be easily changed by controlling the integrated valve 300 to implement switching between heating and cooling within the vehicle and switching between battery heating and cooling with simpler operation. Additionally, it is not necessary to install a large number of pipes to switch between the refrigerant flow paths to implement different modes of the thermal management system 1, and the structure of the thermal management system 1 is simpler, helping to shorten the pipe length, thereby reducing heat flow losses and improving the heat exchange efficiency of the thermal management system 1.Furthermore, by integrating a plurality of valves into the integrated valve 300, the integration is higher and the volume of the integrated valve 300 is smaller than the combined volume of the plurality of valves, thereby reducing the overall volume of the thermal management system 1 and simplifying its arrangement. In this way, according to embodiments of the present disclosure, the thermal management system 1 not only allows the air conditioning module 100 to interact with the battery temperature control module 200, but also offers advantages such as high integration, small volume, and high heat exchange efficiency.

[0120] In some specific embodiments of the present disclosure, as in Fig. 5 to Fig. As shown in Figure 15, the thermal management system 1 has at least one air conditioning cooling state. When the thermal management system is in the air conditioning cooling state, the refrigerant within the recuperator 400, which flows to the inlet 112 of the compressor 100, undergoes heat exchange to recover heat.In this way, when the thermal management system 1 is in the air conditioning cooling state, the refrigerant flows through the recuperator 400 to further increase the temperature of the refrigerant and then flows back to the compressor 110, so that liquid droplets in the return air flowing to the compressor 110 are vaporized to prevent the compressor 110 from causing liquid knocking and to ensure that heat can be effectively recovered in the refrigerant circuit when the thermal management system 1 is in the air conditioning cooling state, thereby helping to improve the energy recovery rate and reduce the energy loss of the thermal management system 1.

[0121] Furthermore, as in Fig. 5 to Fig. As shown in Figure 15, the thermal management system 1 has at least one air conditioning cooling state and one air conditioning heating state, which are switchable. In the air conditioning cooling state, the vehicle's internal heat exchanger performs cooling. In the air conditioning heating state, the vehicle's internal heat exchanger performs heating. When the thermal management system 1 is in the air conditioning cooling state or the air conditioning heating state, the refrigerant within the recuperator 400, which flows to the inlet 112 of the compressor 110, undergoes heat exchange to recover heat.In this way, regardless of whether the thermal management system 1 is in the air conditioning cooling state or the air conditioning heating state, the refrigerant flows through the recuperator 400 to further increase the temperature of the refrigerant and then flows back to the compressor 110, so that liquid droplets in the return air flowing to the compressor 110 are vaporized to prevent the compressor 110 from causing liquid knocking.Additionally, regardless of whether the thermal management system 1 is in the air conditioning cooling state or the air conditioning heating state, the refrigerants in the two channels of the recuperator 400 undergo a heat exchange, that is, the heat of the refrigerant in the refrigerant circuit is transferred to the refrigerant flowing through the recuperator 400 to ensure that the heat in the refrigerant circuit can be effectively recovered when the thermal management system 1 is in both the air conditioning cooling state and the air conditioning heating state, thereby helping to improve the energy recovery rate and reduce the energy loss of the thermal management system 1.

[0122] Even further, as in Fig. 5 to Fig. As shown in Figure 15, as long as the compressor 110 is operating, the refrigerant within the recuperator 400, which flows to the inlet 112 of the compressor 110, undergoes heat exchange to recover heat. In other words, as long as the compressor 110 is operating, the recuperator 400 heats the refrigerant flowing through it, regardless of whether the thermal management system 1 is in operation, thereby further improving the energy recovery rate of the thermal management system 1 and effectively reducing its energy loss. Furthermore, liquid droplets in the return gas can be vaporized to prevent liquid knocking of the compressor 110, so that the gas entering the compressor 110 becomes superheated vapor, thus reducing harmful overheating.

[0123] In some specific embodiments of the present disclosure, as in Fig. 5 to Fig. As shown in Figure 15, the recuperator 400 has a first channel 410 and a second channel 420 for mutual heat exchange. A first end of the first channel 410 can be optionally connected to the second end of the vehicle-external heat exchanger 130, a second end of the vehicle-internal heat exchanger 120, and a second end of the intermediate heat exchanger 221. A second end of the first channel 410 can optionally be connected to the first end of the vehicle-external heat exchanger 130, a first end of the vehicle-internal heat exchanger 120, and a first end of the intermediate heat exchanger 221. A first end of the second channel 420 can optionally be connected to the second end of the vehicle-external heat exchanger 130, the second end of the vehicle-internal heat exchanger 120, and the second end of the intermediate heat exchanger 221. A second end of the second channel 420 is connected to the inlet 112 of the compressor 110.

[0124] The first channel 410 of the recuperator 400 can be a high-pressure channel and the second channel 420 is a low-pressure channel.

[0125] Therefore, the refrigerant in the first channel 410 can transfer heat to the refrigerant in the second channel 420 to increase the temperature of the refrigerant in the second channel 420, so that the temperature of the refrigerant returning to the compressor 110 through the second channel 420 is high.After the refrigerant has been pressurized by the compressor 110, a high-temperature and high-pressure refrigerant can be formed, and the refrigerant in the first channel 410 exchanges heat with the refrigerant in the second channel 420, so that the heat of the refrigerant in the first channel 410 no longer needs to be dissipated to the outside via the vehicle's external heat exchanger 130, and the heat of the refrigerant in the first channel 410 can be recovered after the heat exchange with the refrigerant in the second channel 420, thereby improving the energy recovery rate of the thermal management system 1, reducing the energy loss of the thermal management system 1 and further improving energy utilization.

[0126] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 5, when the compressor 110 is in operation, the integrated valve 300 controls the refrigerant to flow through at least two of the vehicle's internal heat exchanger 120, the vehicle's external heat exchanger 130, and the intermediate heat exchanger 221. One of the at least two serves as a condenser, and each of the other two serves as an evaporator.

[0127] For example, the integrated valve 300 can control the refrigerant flow through the vehicle's internal heat exchanger 120, the vehicle's external heat exchanger 130, and the intermediate heat exchanger 221. In this case, the vehicle's internal heat exchanger 120 and the intermediate heat exchanger 221 can act as condensers, and the vehicle's external heat exchanger 130 can act as an evaporator. This allows the vehicle's internal heat exchanger 120 to transfer heat to the interior of the vehicle to increase the temperature inside the vehicle, and the intermediate heat exchanger 221 to transfer heat to the battery to increase the battery temperature.

[0128] Alternatively, the vehicle's internal heat exchanger 120 and the intermediate heat exchanger 221 can serve as evaporators, and the vehicle's external heat exchanger 130 can serve as a condenser, so that the vehicle's internal heat exchanger 120 can be used to absorb heat from inside the vehicle to reduce the temperature inside the vehicle, and the intermediate heat exchanger 221 can be used to absorb heat from the battery to reduce the battery temperature.

[0129] Alternatively, the vehicle's internal heat exchanger 120 and the vehicle's external heat exchanger 130 can serve as condensers, and the intermediate heat exchanger 221 can serve as an evaporator, so that the vehicle's internal heat exchanger 120 can be used to transfer heat to the interior of the vehicle, and the intermediate heat exchanger 221 can be used to absorb the heat from the battery, thereby reducing the temperature of the battery while increasing the temperature inside the vehicle.

[0130] Alternatively, the vehicle-external heat exchanger 130 and the intermediate heat exchanger 221 can serve as condensers, and the vehicle-internal heat exchanger 120 can serve as an evaporator, so that the intermediate heat exchanger 221 can be used to transfer heat to the battery, and the vehicle-internal heat exchanger 120 can be used to absorb heat from inside the vehicle, thereby reducing the temperature inside the vehicle while increasing the temperature of the battery.

[0131] Alternatively, the integrated valve 300 can control the refrigerant to flow only through the vehicle's internal heat exchanger 120 and the vehicle's external heat exchanger 130. In this case, the vehicle's internal heat exchanger 120 can act as a condenser, and the vehicle's external heat exchanger 130 can act as an evaporator, so that the vehicle's internal heat exchanger 120 can be used to release heat to the interior of the vehicle to increase the temperature inside the vehicle; or the vehicle's internal heat exchanger 120 can act as an evaporator, and the vehicle's external heat exchanger 130 can act as a condenser, so that the vehicle's internal heat exchanger 120 can be used to absorb heat from inside the vehicle to decrease the temperature inside the vehicle.

[0132] Alternatively, the integrated valve 300 can control the refrigerant to flow only through the intermediate heat exchanger 221 and the vehicle-external heat exchanger 130. In this case, the intermediate heat exchanger 221 can act as a condenser, and the vehicle-external heat exchanger 130 can act as an evaporator, so that the intermediate heat exchanger 221 can be used to transfer heat to the battery to increase the battery temperature; or the intermediate heat exchanger 221 can act as an evaporator, and the vehicle-external heat exchanger 130 can act as a condenser, so that the intermediate heat exchanger 221 can be used to absorb heat from the battery to decrease the battery temperature.

[0133] Alternatively, the integrated valve 300 can control the refrigerant to flow only through the vehicle's internal heat exchanger 120 and the intermediate heat exchanger 221.In this case, the vehicle's internal heat exchanger 120 can act as a condenser, and the intermediate heat exchanger 221 can act as an evaporator, so that the vehicle's internal heat exchanger 120 can be used to transfer heat to the interior of the vehicle to increase the temperature inside the vehicle, while the intermediate heat exchanger 221 can be used to absorb heat from the battery to decrease the battery temperature; or the vehicle's internal heat exchanger 120 can act as an evaporator, and the intermediate heat exchanger 221 can act as a condenser, so that the intermediate heat exchanger 221 can be used to transfer heat to the battery to increase the battery temperature, while the vehicle's internal heat exchanger 120 can be used to absorb heat from inside the vehicle to decrease the temperature inside the vehicle.

[0134] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 5, the recuperator 400 has the first channel 410 and the second channel 420. The integrated valve 300 has a first interface 311, a second interface 312, a third interface 313, a fourth interface 314, a fifth interface 315, a sixth interface 316, a seventh interface 317, an eighth interface 318, a ninth interface 319 and a tenth interface 3110.

[0135] In particular, the first interface 311 is connected to the outlet 111 of the compressor 110, the first end of the second channel 420 is connected to the second interface 312, the second end of the second channel 420 is connected to the inlet of the compressor 110, the third interface 313 and the fourth interface 314 are each connected to the two ends of the vehicle-external heat exchanger 130, the fifth interface 315 is connected to the first end of the vehicle-internal heat exchanger 120, the sixth interface 316 is connected to the second end of the vehicle-internal heat exchanger 120, the seventh interface 317 and the eighth interface 318 are each connected to the two ends of the intermediate heat exchanger 221, and the ninth interface 319 and the tenth interface 3110 are each connected to the two ends of the first channel 410.

[0136] Therefore, the refrigerant in the first channel 410 can transfer heat to the refrigerant in the second channel 420 to increase the temperature of the refrigerant in the second channel 420, so that the temperature of the refrigerant returning to the compressor 110 through the second channel 420 is high.After the refrigerant has been pressurized by the compressor 110, a high-temperature and high-pressure refrigerant can be formed, and the refrigerant in the first channel 410 exchanges heat with the refrigerant in the second channel 420, so that the heat of the refrigerant in the first channel 410 no longer needs to be dissipated to the outside via the vehicle's external heat exchanger 130, and the heat of the refrigerant in the first channel 410 can be recovered after the heat exchange with the refrigerant in the second channel 420, thereby improving the energy recovery rate of the thermal management system 1, reducing the energy loss of the thermal management system 1 and further improving energy utilization.

[0137] As in Fig. As shown in Figure 5, the integrated valve 300 controls the first interface 311 to be selectively connected to at least one of the third interface 313, the fifth interface 315, and the seventh interface 317. In this way, the integrated valve 300 can control the refrigerant flowing from the compressor 110 to flow to the vehicle-external heat exchanger 130 via the third interface 313 after entering the first interface 311, and / or to flow to the vehicle-internal heat exchanger 120 via the first interface 311 and the fifth interface 315, and / or to flow to the intermediate heat exchanger 221 via the first interface 311 and the seventh interface 317.

[0138] As in Fig. As shown in Figure 5, the integrated valve 300 controls the second interface 312, in order to be optionally connected to at least one of the fourth interface 314, the sixth interface 316 and the eighth interface 318. In this way, the integrated valve 300 can control the refrigerant flowing through the vehicle-external heat exchanger 130 to flow via the fourth interface 314 and the second interface 312 to the inlet 112 of the compressor 110, and / or control the refrigerant flowing through the vehicle-internal heat exchanger 120 to flow via the sixth interface 316 and the second interface 312 to the inlet 112 of the compressor 110, and / or control the refrigerant flowing through the intermediate heat exchanger 221 to flow via the eighth interface 318 and the second interface 312 to the inlet 112 of the compressor 110.

[0139] As in Fig. As shown in Figure 5, the integrated valve 300 controls the ninth interface 319 to be selectively connected to at least one of the fourth interface 314, the sixth interface 316, and the eighth interface 318. In this way, the integrated valve 300 can control the refrigerant flowing through the vehicle-external heat exchanger 130 to flow to the first channel 410 via the fourth interface 314 and the ninth interface 319, and / or control the refrigerant flowing through the vehicle-internal heat exchanger 120 to flow to the first channel 410 via the sixth interface 316 and the ninth interface 319, and / or control the refrigerant flowing through the intermediate heat exchanger 221 to flow to the first channel 410 via the eighth interface 318 and the ninth interface 319.

[0140] As in Fig. As shown in Figure 5, the integrated valve 300 controls the tenth interface 3110 to be selectively connected to at least one of the third interface 313, the fifth interface 315, and the seventh interface 317. In this way, the integrated valve 300 can control the refrigerant flowing through the first channel 410 to flow via the tenth interface 3110 and the third interface 313 to the vehicle-external heat exchanger 130, and / or control the refrigerant flowing through the first channel 410 to flow via the tenth interface 3110 and the fifth interface 315 to the vehicle-internal heat exchanger 120, and / or control the refrigerant flowing through the first channel 410 to flow via the tenth interface 3110 and the seventh interface 317 to the intermediate heat exchanger 221.

[0141] In some specific embodiments of the present disclosure, as in Fig. 6 and Fig. As shown in Figure 7, the thermal management system 1 has an air conditioning heating state and an air conditioning cooling state, which are switchable. In both the air conditioning cooling state and the air conditioning heating state, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410.

[0142] As in Fig. Figure 6 shows that when the thermal management system 1 is in the air conditioning / heating state, the first interface 311 is connected to the fifth interface 315, the sixth interface 316 is connected to the ninth interface 319, the tenth interface 3110 is connected to the third interface 313, the fourth interface 314 is connected to the second interface 312, the vehicle's internal heat exchanger 120 acts as a condenser, and the vehicle's external heat exchanger 130 acts as an evaporator. In this way, the refrigerant flowing from the compressor 110 can flow through the first interface 311, the fifth interface 315, and the vehicle's internal heat exchanger 120. In this case, the vehicle's internal heat exchanger 120 acts as a condenser to transfer heat to the interior of the vehicle, thus increasing the temperature inside the vehicle.Next, the refrigerant flows from the vehicle's internal heat exchanger 120 to the first channel 410 via the sixth interface 316 and the ninth interface 319, and then to the vehicle's external heat exchanger 130 via the tenth interface 3110 and the third interface 313. In this case, the vehicle's external heat exchanger 130 acts as an evaporator to absorb heat from outside the vehicle, and the refrigerant reverts to a high-temperature refrigerant. Finally, the refrigerant flows from the vehicle's external heat exchanger 130 and then back to the compressor 110 through the second channel 420 via the fourth interface 314 and the second interface 312, thus implementing an air conditioning / heating cycle.When the thermal management system 1 is in the air conditioning heating state, the thermal management system 1 can release warm air through an air outlet to a passenger or through air outlets to a window of the vehicle and a windshield.

[0143] As in Fig. As shown in Figure 7, when the thermal management system 1 is in the air conditioning cooling state, the first interface 311 is connected to the third interface 313, the fourth interface 314 is connected to the ninth interface 319, the tenth interface 3110 is connected to the fifth interface 315, the sixth interface 316 is connected to the second interface 312, the vehicle's internal heat exchanger 120 acts as an evaporator, and the vehicle's external heat exchanger 130 acts as a condenser. In this way, the refrigerant flowing from the compressor 110 can flow sequentially through the first interface 311 and the third interface 313 to the vehicle's external heat exchanger 130. In this case, the vehicle's external heat exchanger 130 acts as a condenser to dissipate heat to the outside of the vehicle, and the temperature of the refrigerant decreases.Next, the refrigerant flows from the vehicle's external heat exchanger 130 to the first channel 410 via the fourth interface 314 and the ninth interface 319, and then to the vehicle's internal heat exchanger 120 via the tenth interface 3110 and the fifth interface 315. In this case, the vehicle's internal heat exchanger 120 acts as an evaporator to absorb heat from inside the vehicle in order to reduce the temperature inside the vehicle. Finally, the refrigerant flows from the vehicle's internal heat exchanger 120 back to the compressor 110 through the second channel 420 via the sixth interface 316 and the second interface 312, thus implementing an air conditioning cooling cycle.When the thermal management system 1 is in the air conditioning cooling state, the thermal management system 1 can release cold air through the air outlet to the passenger or through the air outlets to the vehicle window and windshield.

[0144] In some embodiments of the present disclosure, as in Fig. 5 to Fig. As shown in Figure 15, the thermal management system 1 has at least one air conditioning heating and defrosting state and one air conditioning dehumidification state. In both the air conditioning heating and defrosting state and the air conditioning dehumidification state, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410.

[0145] When the thermal management system 1 is in the air conditioning heating and defrosting mode, the first interface 311 is connected to the fifth interface 315, the sixth interface 316 is connected to the ninth interface 319, the tenth interface 3110 is connected to the third interface 313, and the fourth interface 314 is connected to the second interface 312. The air conditioning module 100 can also perform defrosting within the vehicle. It is understood that in this case, the refrigerant can release heat to the outside through the vehicle's internal heat exchanger 120, which acts as a condenser, and low-temperature air inside the vehicle can be heated by the internal heat exchanger 120 to become high-temperature air. Therefore, this portion of high-temperature air can be used to perform defrosting within the vehicle.When the thermal management system 1 is in heating and defrosting mode, the thermal management system 1 can release warm air by activating the air outlets to the vehicle's window and windscreen in order to use the high-temperature air for defrosting the glass.

[0146] When the thermal management system 1 is in air conditioning dehumidification mode, the first interface 311 is connected to the third interface 313, the fourth interface 314 is connected to the ninth interface 319, the tenth interface 3110 is connected to the fifth interface 315, and the sixth interface 316 is connected to the second interface 312. The air conditioning module 100 can perform dehumidification within the vehicle. It is understood that in this case, the vehicle's internal heat exchanger 130 can act as an evaporator, and air with high humidity within the vehicle can be cooled after flowing through the internal heat exchanger 130 to condense, thus reducing the moisture content of this air segment. This air segment is then mixed with other air within the vehicle, further reducing the overall humidity of the air inside the vehicle.When the thermal management system 1 is in the air conditioning dehumidification state, the thermal management system 1 can release air through the air outlet to the passenger or through the air outlets to the vehicle window and windshield.

[0147] In some specific embodiments of the present disclosure, as in Fig. 8 and Fig. As shown in Figure 9, the thermal management system 1 has at least one battery heating state and one battery cooling state. In both the battery heating state and the battery cooling state, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410.

[0148] As in Fig. As shown in Figure 8, when the thermal management system 1 is in battery heating mode, the first interface 311 is connected to the seventh interface 317, the eighth interface 318 is connected to the ninth interface 319, the tenth interface 3110 is connected to the third interface 313, the fourth interface 314 is connected to the second interface 312, the intermediate heat exchanger 221 acts as a condenser, and the vehicle-external heat exchanger 130 acts as an evaporator. In this way, the refrigerant flowing from the compressor 110 can flow sequentially through the first interface 311 and the seventh interface 317 to the intermediate heat exchanger 221. In this case, the intermediate heat exchanger 221 acts as a condenser to transfer heat to the battery, thus increasing the battery temperature.Next, the refrigerant flows from the intermediate heat exchanger 221, through the first channel 410 via the eighth interface 318 and the ninth interface 319, and then to the vehicle-external heat exchanger 130 via the tenth interface 3110 and the third interface 313. In this case, the vehicle-external heat exchanger 130 acts as an evaporator to absorb heat from outside the vehicle, and the temperature of the refrigerant rises, making it a high-temperature refrigerant. Finally, the refrigerant flows from the vehicle-external heat exchanger 130 back to the compressor 110 through the second channel 420 via the fourth interface 314 and the second interface 312, thus implementing a battery heating cycle.

[0149] As in Fig. As shown in Figure 9, when the thermal management system 1 is in battery cooling mode, the first interface 311 is connected to the third interface 313, the fourth interface 314 is connected to the ninth interface 319, the tenth interface 3110 is connected to the seventh interface 317, the eighth interface 318 is connected to the second interface 312, the intermediate heat exchanger 221 acts as an evaporator, and the vehicle-external heat exchanger 130 acts as a condenser. In this way, the refrigerant flowing from the compressor 110 can flow sequentially through the first interface 311 and the third interface 313 to the vehicle-external heat exchanger 130. In this case, the vehicle-external heat exchanger 130 acts as a condenser to dissipate heat to the outside of the vehicle, and the temperature of the refrigerant decreases.Next, the refrigerant flows from the vehicle-external heat exchanger 130 to the first channel 410 via the fourth interface 314 and the ninth interface 319, and then to the intermediate heat exchanger 221 via the tenth interface 3110 and the seventh interface 317. In this case, the intermediate heat exchanger 221 acts as an evaporator to absorb heat from the battery, thus reducing the battery temperature. Finally, the refrigerant flows from the intermediate heat exchanger 221 back to the compressor 110 through the second channel 420 via the eighth interface 318 and the second interface 312, thus implementing a battery cooling cycle.

[0150] In some specific embodiments of the present disclosure, as in Fig. 10 to Fig. As shown in Figure 13, the thermal management system 1 has at least one of the following states: a first air conditioning heating and battery cooling state, a first air conditioning cooling and battery heating state, an air conditioning heating and battery heating state, and an air conditioning cooling and battery cooling state. The air conditioning heating and battery cooling state means heating inside the vehicle and cooling for the battery, the air conditioning cooling and battery heating state means cooling inside the vehicle and heating for the battery, the air conditioning heating and battery heating state means heating inside the vehicle and heating for the battery, and the air conditioning cooling and battery cooling state means cooling inside the vehicle and cooling for the battery.Furthermore, in all of the first air conditioning heating and battery cooling states, the first air conditioning cooling and battery heating state, the air conditioning heating and battery heating state and the air conditioning cooling and battery cooling state, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410.

[0151] As in Fig. Figure 10 shows that when the thermal management system 1 is in the first air conditioning heating and battery cooling state, the first interface 311 is connected to the fifth interface 315, the sixth interface 316 is connected to the ninth interface 319, the tenth interface 3110 is connected to the seventh interface 317, the eighth interface 318 is connected to the second interface 312, the vehicle's internal heat exchanger 120 serves as a condenser, and the intermediate heat exchanger 221 serves as an evaporator. In this way, the refrigerant flowing from the compressor 110 can flow through the first interface 311, the fifth interface 315, and the vehicle's internal heat exchanger 120. In this case, the vehicle's internal heat exchanger 120 acts as a condenser to transfer heat to the inside of the vehicle to increase the temperature inside the vehicle, and the temperature of the refrigerant decreases.Next, the refrigerant flows from the vehicle's internal heat exchanger 120 to the first channel 410 via the sixth interface 316 and the ninth interface 319, and then to the intermediate heat exchanger 221 via the tenth interface 3110 and the seventh interface 317. In this case, the intermediate heat exchanger 221 acts as an evaporator, and the refrigerant absorbs heat from the battery, thus cooling the battery. Finally, the refrigerant flows from the intermediate heat exchanger 221 back to the compressor 110 through the second channel 420 via the eighth interface 318 and the second interface 312, thus implementing a first air conditioning heating and battery cooling cycle.

[0152] As in Fig. Figure 11 shows that when the thermal management system 1 is in the first air conditioning cooling and battery heating state, the first interface 311 is connected to the seventh interface 317, the eighth interface 318 is connected to the ninth interface 319, the tenth interface 3110 is connected to the fifth interface 315, the sixth interface 316 is connected to the second interface 312, the vehicle's internal heat exchanger 120 acts as an evaporator, and the intermediate heat exchanger 221 acts as a condenser. In this way, the refrigerant flowing from the compressor 110 can flow sequentially through the first interface 311 and the seventh interface 317 to the intermediate heat exchanger 221. In this case, the intermediate heat exchanger 221 acts as a condenser to transfer heat to the battery, thus increasing the battery temperature, and the refrigerant temperature decreases.Next, the refrigerant flows from the battery cooler to the first channel 410 via the eighth interface 318 and the ninth interface 319, and then to the vehicle's internal heat exchanger 120 via the tenth interface 3110 and the fifth interface 315. In this case, the vehicle's internal heat exchanger 120 acts as an evaporator, and the refrigerant absorbs heat from inside the vehicle, thus reducing the temperature inside the vehicle. Finally, the refrigerant flows from the vehicle's internal heat exchanger 120 and back to the compressor 110 through the second channel 420 via the sixth interface 316 and the second interface 312, thus implementing a first air conditioning cooling and battery heating cycle.

[0153] As in Fig. As shown in Figure 12, when the thermal management system 1 is in the air conditioning heating and battery heating state, the first interface 311 is separately connected to the fifth interface 315 and the seventh interface 317, both the sixth interface 316 and the eighth interface 318 are connected to the ninth interface 319, the tenth interface 3110 is connected to the third interface 313, the fourth interface 314 is connected to the second interface 312, the vehicle's internal heat exchanger 120 and the intermediate heat exchanger 221 serve as condensers, and the vehicle's external heat exchanger 130 serves as an evaporator. In this way, a portion of the refrigerant flowing from the compressor 110 can flow through the first interface 311, the fifth interface 315, and the vehicle's internal heat exchanger 120.In this case, the vehicle's internal heat exchanger 120 acts as a condenser, and the refrigerant releases heat to the vehicle's interior, thus increasing the temperature inside the vehicle. This portion of the refrigerant then flows from the vehicle's internal heat exchanger 120 to the first channel 410 via the sixth interface 316 and the ninth interface 319, and then to the vehicle's external heat exchanger 130 via the tenth interface 3110 and the third interface 313. The other portion of the refrigerant, flowing from the compressor 110, flows successively through the first interface 311 and the seventh interface 317 to the intermediate heat exchanger 221. In this case, the intermediate heat exchanger 221 acts as a condenser, and the refrigerant releases heat to the battery, thus increasing the battery's temperature.Next, this section of the refrigerant flows from the intermediate heat exchanger 221, flows to the first channel 410 via the eighth interface 318 and the ninth interface 319, and then flows to the vehicle-external heat exchanger 130 via the tenth interface 3110 and the third interface 313. In other words, the two sections of the refrigerant converge before the vehicle-external heat exchanger 130 and flow together into it. In this case, the vehicle-external heat exchanger 130 acts as an evaporator to absorb heat from the air outside the vehicle, and the temperature of the refrigerant increases. Finally, the refrigerant flows out of the vehicle-external heat exchanger 130 and back to the compressor 110 through the second channel 420 via the fourth interface 314 and the second interface 312, thus implementing an air conditioning heating and battery heating cycle.

[0154] As in Fig. As shown in Figure 13, when the thermal management system 1 is in the air conditioning cooling and battery cooling state, the first interface 311 is separately connected to the third interface 313, the fourth interface 314 is connected to the ninth interface 319, the tenth interface 3110 is separately connected to the fifth interface 315 and the seventh interface 317, both the sixth interface 316 and the eighth interface 318 are connected to the second interface 312, the vehicle's internal heat exchanger 120 and the intermediate heat exchanger 221 serve as evaporators, and the vehicle's external heat exchanger 130 serves as a condenser. In this way, a portion of the refrigerant flowing from the compressor 110 can flow successively through the first interface 311 and the third interface 313 to the vehicle's external heat exchanger 130.In this case, the vehicle-external heat exchanger 130 acts as a condenser to release heat to the outside of the vehicle, and the refrigerant temperature decreases. Next, the refrigerant flows from the vehicle-external heat exchanger 130 to the first channel 410 via the fourth interface 314 and the ninth interface 319. A portion of the refrigerant flows to the vehicle-internal heat exchanger 120 via the tenth interface 3110 and the fifth interface 315. In this case, the vehicle-internal heat exchanger 120 acts as an evaporator, and the refrigerant absorbs heat from inside the vehicle, thus reducing the temperature inside the vehicle. The other portion of the refrigerant flows to the intermediate heat exchanger 221 via the tenth interface 3110 and the seventh interface 317.In this case, the intermediate heat exchanger 221 acts as an evaporator, and the refrigerant absorbs heat from the battery, thus reducing the battery temperature. Finally, one portion of the refrigerant flows from the vehicle's internal heat exchanger 120 and returns to the compressor 110 through the second channel 420 via the sixth interface 316 and the second interface 312, while the other portion flows from the intermediate heat exchanger 221 and returns to the compressor 110 through the second channel 420 via the eighth interface 318 and the second interface 312, thus implementing an air conditioning cooling and battery cooling cycle.

[0155] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 14, the thermal management system 1 also has at least one second air conditioning heating and battery cooling state. In the second air conditioning heating and battery cooling state, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410. When the thermal management system 1 is in the second air conditioning heating and battery cooling state, the first interface 311 is separately connected to the fifth interface 315, the sixth interface 316 is connected to the ninth interface 319, the tenth interface 3110 is separately connected to the third interface 313 and the seventh interface 317, both the fourth interface 314 and the eighth interface 318 are connected to the second interface 312, the vehicle's internal heat exchanger 120 serves as a condenser, and the vehicle's external heat exchanger 130 and the intermediate heat exchanger 221 serve as evaporators.In this way, the refrigerant flowing from compressor 110 can flow through the first interface 311, the fifth interface 315, and the vehicle's internal heat exchanger 120. In this case, the vehicle's internal heat exchanger 120 acts as a condenser, transferring heat to the vehicle's interior to increase the temperature inside the vehicle, and the refrigerant temperature decreases. Next, the refrigerant flows from the vehicle's internal heat exchanger 120 to the first channel 410 via the sixth interface 316 and the ninth interface 319. A portion of the refrigerant flows to the intermediate heat exchanger 221 via the tenth interface 3110 and the seventh interface 317. In this case, the intermediate heat exchanger 221 acts as an evaporator, and the refrigerant absorbs heat from the battery, thus cooling the battery.This section of the refrigerant then flows from the intermediate heat exchanger 221 and back to the compressor 110 through the second channel 420 via the eighth interface 318 and the second interface 312. The other section of the refrigerant flows to the vehicle-external heat exchanger 130 via the tenth interface 3110 and the third interface 313. In this case, the vehicle-external heat exchanger 130 acts as an evaporator to absorb heat from outside the vehicle, and the temperature of the refrigerant increases. Finally, this section of the refrigerant flows back to the compressor 110 through the second channel 420 via the fourth interface 314 and the second interface 312, thus implementing a second air conditioning heating and battery cooling cycle.

[0156] In this arrangement, only one portion of the refrigerant flowing through the vehicle's internal heat exchanger 120 reaches the intermediate heat exchanger 221 and exchanges heat with it to reduce the battery temperature, while the other portion flows through the vehicle's external heat exchanger 130 and exchanges heat with the air outside the vehicle. This reduces the amount of refrigerant flowing through the intermediate heat exchanger 221, preventing it from becoming excessive. In this way, the battery temperature can decrease gradually, avoiding sudden drops and thus helping to extend battery life and the vehicle's operating range.

[0157] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 15, the thermal management system 1 also has at least one second air conditioning cooling and battery heating state. In the second air conditioning cooling and battery heating state, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410. When the thermal management system 1 is in the second air conditioning cooling and battery heating state, the first interface 311 is separately connected to the third interface 313 and the seventh interface 317, both the fourth interface 314 and the eighth interface 318 are connected to the ninth interface 319, the tenth interface 3110 is connected to the fifth interface 315, the sixth interface 316 is connected to the second interface 312, the vehicle's internal heat exchanger 120 serves as an evaporator, and the vehicle's external heat exchanger 130 and the intermediate heat exchanger 221 serve as condensers.In this way, a portion of the refrigerant flowing from compressor 110 can flow successively through the first interface 311 and the seventh interface 317 to the intermediate heat exchanger 221. In this case, the intermediate heat exchanger 221 acts as a condenser to transfer heat to the battery, thus increasing the battery temperature, and the refrigerant temperature decreases. Next, this portion of the refrigerant flows from the battery cooler to the first channel 410 via the eighth interface 318 and the ninth interface 319, and then to the vehicle's internal heat exchanger 120 via the tenth interface 3110 and the fifth interface 315. The other portion of the refrigerant flows successively through the first interface 311 and the third interface 313 to the vehicle's external heat exchanger 130.In this case, the vehicle-external heat exchanger 130 acts as a condenser to release heat to the outside of the vehicle, and the temperature of the refrigerant decreases. This portion of the refrigerant then flows to the first channel 410 via the fourth interface 314 and the ninth interface 319, and then to the vehicle-internal heat exchanger 120 via the tenth interface 3110 and the fifth interface 315. In other words, the two sections of refrigerant converge before the vehicle-internal heat exchanger 120 and then flow into it. In this case, the vehicle-internal heat exchanger 120 acts as an evaporator, and the refrigerant absorbs heat from inside the vehicle, thus reducing the temperature inside the vehicle.Finally, the refrigerant flows out of the vehicle's internal heat exchanger 120 and back to the compressor 110 through the second channel via the sixth interface 316 and the second interface 312, thus implementing a second air conditioning cooling and battery heating cycle.

[0158] In this arrangement, only one portion of the refrigerant flowing from compressor 110 flows to the intermediate heat exchanger 221 and exchanges heat with it to reduce the battery temperature, while the other portion of the refrigerant dissipates heat to the exterior of the vehicle. This reduces the amount of refrigerant flowing through the intermediate heat exchanger 221, preventing it from becoming excessively large. In this way, the battery temperature rises gradually, avoiding sudden temperature increases and thus helping to extend battery life and the vehicle's range.

[0159] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 5, the integrated valve 300 comprises a first on / off valve 321, a second on / off valve 322, a third on / off valve 323, a fourth on / off valve 324, a fifth on / off valve 325, a sixth on / off valve 326, a seventh on / off valve 327, an eighth on / off valve 328, and a ninth on / off valve 329.

[0160] The first on / off valve 321 is inserted between the first interface 311 and the third interface 313, the second on / off valve 322 is inserted between the fourth interface 314 and the ninth interface 319, the third on / off valve 323 is inserted between the sixth interface 316 and the second interface 312, the fourth on / off valve 324 is inserted between the first interface 311 and the fifth interface 315, the fifth on / off valve 325 is inserted between the sixth interface 316 and the ninth interface 319, the sixth on / off valve 326 is inserted between the fourth interface 314 and the second interface 312, the seventh on / off valve 327 is inserted between the eighth interface 318 and the second interface 312, the eighth on / off valve 328 is inserted between the first interface 311 and the seventh interface 317,and the ninth on / off valve 329 is inserted between the ninth interface 319 and the eighth interface 318.

[0161] Therefore, the first on / off valve 321 can control the connection / disconnection between the first interface 311 and the third interface 313 to control whether the refrigerant flowing from the compressor 110 flows to the vehicle-external heat exchanger 130. The second on / off valve 322 can control the connection / disconnection between the fourth interface 314 and the ninth interface 319 to control whether the refrigerant flowing through the vehicle-external heat exchanger 130 flows to the vehicle-internal heat exchanger 120 or the intermediate heat exchanger 221. The third on / off valve 323 can control the connection / disconnection between the sixth interface 316 and the second interface 312 to control whether the refrigerant flowing through the vehicle's internal heat exchanger 120 flows directly back to the compressor 110.The fourth on / off valve 324 can control the connection / disconnection between the first interface 311 and the fifth interface 315 to control whether the refrigerant from the compressor 110 flows directly to the vehicle's internal heat exchanger 120. The fifth on / off valve 325 can control the connection / disconnection between the sixth interface 316 and the ninth interface 319 to control whether the refrigerant flowing through the vehicle's internal heat exchanger 120 flows to the vehicle's external heat exchanger 130 or the intermediate heat exchanger 221. The sixth on / off valve 326 can control the connection / disconnection between the fourth interface 314 and the second interface 312 to control whether the refrigerant flowing through the vehicle-external heat exchanger 130 flows directly back to the compressor 110.The seventh on / off valve 327 can control the connection / disconnection between the eighth interface 318 and the second interface 312 to control whether the refrigerant flowing through the intermediate heat exchanger 221 flows directly back to the compressor 110. The eighth on / off valve 328 can control the connection / disconnection between the first interface 311 and the seventh interface 317 to control whether the refrigerant flowing from the compressor 110 flows directly to the intermediate heat exchanger 221. The ninth on / off valve 329 can control the connection / disconnection between the ninth interface 319 and the eighth interface 318 to control whether the refrigerant flowing through the intermediate heat exchanger 221 flows to the vehicle-external heat exchanger 130 or the vehicle-internal heat exchanger 120.

[0162] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 5, the integrated valve 300 further comprises a first throttle valve 330, a second throttle valve 331, and a third throttle valve 332. The first throttle valve 330 is inserted between the first interface 311 and the fifth interface 315, and between the fifth interface 315 and the tenth interface 3110. The second throttle valve 331 is inserted between the tenth interface 3110 and the third interface 313, and the third throttle valve 332 is inserted between the first interface 311 and the seventh interface 317, and between the tenth interface 3110 and the seventh interface 317.

[0163] In this way, the first throttle valve 330 can throttle the refrigerant flowing through the vehicle's external heat exchanger 130, so that the refrigerant becomes a low-temperature, low-pressure refrigerant after heat has been successively released through the vehicle's external heat exchanger 130 and throttled by the first throttle valve 330. The refrigerant then flows to the vehicle's internal heat exchanger 120 via the fifth interface 315 to absorb heat from inside the vehicle, thereby reducing the temperature inside the vehicle.Meanwhile, the first throttle valve 330 can also throttle the refrigerant flowing through the intermediate heat exchanger 221, so that the refrigerant becomes a low-temperature and low-pressure refrigerant after heat has been successively released through the intermediate heat exchanger 221 and throttled by the first throttle valve 330, and then flows to the vehicle's internal heat exchanger 120 via the fifth interface 315 to absorb heat from inside the vehicle, thereby reducing the temperature inside the vehicle.

[0164] Additionally, the second throttle valve 331 can throttle the refrigerant flowing through the vehicle's internal heat exchanger 120, thus transforming it into a low-temperature, low-pressure refrigerant after heat has been successively released through the vehicle's internal heat exchanger 120 and throttled by the second throttle valve 331. The refrigerant then flows to the vehicle's external heat exchanger 130 via the third interface 313 to absorb heat from outside the vehicle, thus reverting it back to a high-temperature refrigerant before it flows back to the compressor 110. Meanwhile, the second throttle valve 331 can also throttle the refrigerant flowing through the intermediate heat exchanger 221, transforming it into a low-temperature, low-pressure refrigerant after heat has been successively released through the intermediate heat exchanger 221 and throttled by the first throttle valve 330.The refrigerant then flows to the vehicle-external heat exchanger 130 via the third interface 313 to absorb heat from outside the vehicle, so that the refrigerant becomes a high-temperature refrigerant again and then flows back to the compressor 110.

[0165] Additionally, the third throttle valve 332 can throttle the refrigerant flowing through the vehicle's external heat exchanger 130, thus transforming it into a low-temperature, low-pressure refrigerant after heat has been successively released through the external heat exchanger 130 and throttled by the third throttle valve 332. The refrigerant then flows to the intermediate heat exchanger 221 via the seventh interface 317 to absorb heat from the battery, thereby reducing the battery temperature. Meanwhile, the third throttle valve 332 can also throttle the refrigerant flowing through the vehicle's internal heat exchanger 120, thus transforming it into a low-temperature, low-pressure refrigerant after heat has been successively released through the internal heat exchanger 120 and throttled by the third throttle valve 332.The refrigerant then flows to the intermediate heat exchanger 221 via the seventh interface 317 to absorb the heat from the battery, thereby reducing the battery temperature.

[0166] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 5, the integrated valve 300 further comprises a tenth on / off valve 3210 and an eleventh on / off valve 3211. The tenth on / off valve 3210 is inserted between the tenth interface 3110 and the fifth interface 315, and the eleventh on / off valve 3211 is inserted between the tenth interface 3110 and the seventh interface 317. Therefore, the tenth on / off valve 3210 can control the connection / disconnection between the tenth interface 3110 and the fifth interface 315, and the eleventh on / off valve 3211 can control the connection / disconnection between the tenth interface 3110 and the seventh interface 317 to control whether the refrigerant flowing through the first channel 410 flows to the vehicle's internal heat exchanger 120, the intermediate heat exchanger 221, or the vehicle's external heat exchanger 130.

[0167] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 5, the vehicle-internal heat exchanger 120 comprises a first vehicle-internal heat exchanger 121 and a second vehicle-internal heat exchanger 122. The integrated valve 300 has a twelfth interface 3111 and a twelfth interface 3112, wherein two ends of the first vehicle-internal heat exchanger 121 are each connected to the eleventh interface 3111 and the twelfth interface 3112, wherein the eleventh interface 3111 can optionally be connected to the first interface 311, the twelfth interface 3112 can optionally be connected to the third interface 313 or the fifth interface 315, and two ends of the second vehicle-internal heat exchanger 122 are each connected to the fifth interface 315 and the sixth interface 316.The first on / off valve 321 is inserted between the twelfth interface 3112 and the third interface 313, and the fourth on / off valve 324 is inserted between the first interface 311 and the eleventh interface 3111.

[0168] In other words, the refrigerant can flow to the first internal vehicle heat exchanger 121 via the eleventh interface 3111; and after exiting the first internal vehicle heat exchanger 121, the refrigerant can flow to the twelfth interface 3112 and can then optionally flow to either the external vehicle heat exchanger 130 or the second internal vehicle heat exchanger 122. Likewise, the refrigerant can flow to the second internal vehicle heat exchanger 122 via the fifth interface 315, and the refrigerant can flow to the sixth interface 316 after exiting the second internal vehicle heat exchanger 122.

[0169] In this way, the high-temperature, high-pressure refrigerant flowing from the compressor 110 can first flow through the first internal vehicle heat exchanger 121. The refrigerant then flows out of the first internal vehicle heat exchanger 121 and can flow to the second internal vehicle heat exchanger 122 or to the external vehicle heat exchanger 130. Therefore, when the air conditioning module 100 performs cooling within the vehicle, the refrigerant can flow along the first internal vehicle heat exchanger 121 to the external vehicle heat exchanger 130; and after flowing through the external vehicle heat exchanger 130 to release heat to the outside, the refrigerant absorbs heat from within the vehicle through the second internal vehicle heat exchanger 122, thus performing cooling within the vehicle.When the climate control module 100 performs heating within the vehicle, the refrigerant can first flow through the first in-vehicle heat exchanger 121 to transfer heat to the vehicle interior, and then transfer heat back to the vehicle interior through the second in-vehicle heat exchanger 122. The refrigerant's heat is thus transferred further, and heat exchange between the refrigerant and the air inside the vehicle is more effective. Furthermore, since both the first and second in-vehicle heat exchangers 121 contribute to heating within the vehicle, the heating effect of the climate control module 100 is improved, resulting in higher heating efficiency.

[0170] Furthermore, as in Fig. As shown in Figure 5, the thermal management system 1 is further equipped with a blower 600. The blower 600 is arranged on one side of the second vehicle-internal heat exchanger 122, facing away from the first vehicle-internal heat exchanger 121. The blower 600 directs an airflow to pass successively through the second vehicle-internal heat exchanger 122 and the first vehicle-internal heat exchanger 121.

[0171] It is understood that if the first vehicle-internal heat exchanger 121 and the second vehicle-internal heat exchanger 122 both perform heating within the vehicle, since the refrigerant first flows through the first vehicle-internal heat exchanger 121 to release some of the heat and then flows to the second vehicle-internal heat exchanger 122 to release more heat, the temperature of the air after it has been heated by the first vehicle-internal heat exchanger 121 will be higher than the temperature of the air after it has been heated by the second vehicle-internal heat exchanger 122. The blower 600 is arranged on the side of the second vehicle-internal heat exchanger 122 facing away from the first vehicle-internal heat exchanger 121, and the airflow passes sequentially through the second vehicle-internal heat exchanger 122 and the first vehicle-internal heat exchanger 121.In this way, after being heated by the second vehicle-internal heat exchanger 122, the airflow can be heated again by the first vehicle-internal heat exchanger 121, and the temperature of the airflow can gradually increase, with better heating effect and a better user experience.

[0172] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 5, the integrated valve 300 further comprises a twelfth on / off valve 3212, which is inserted between the twelfth interface 3112 and the fifth interface 315. Therefore, the twelfth on / off valve 3212 can control the connection / disconnection between the twelfth interface 3112 and the fifth interface 315 to control whether the refrigerant flowing through the first in-vehicle heat exchanger 121 flows to the second in-vehicle heat exchanger 122. In other words, whether the first in-vehicle heat exchanger 121 and the second in-vehicle heat exchanger 122 both need to perform heating within the vehicle can be controlled by the second on / off valve 3212. Operation is simpler and easier to implement.

[0173] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 5, the first throttle valve 330 is inserted between the twelfth interface 3112 and the fifth interface 315. In this way, the refrigerant flowing through the first vehicle-internal heat exchanger 121 can flow successively through the twelfth interface 3112, the first on / off valve 321, the third interface 313, the vehicle-external heat exchanger 130, the fourth interface 314, the second on / off valve 322, the ninth interface 319, the first channel 410, the tenth interface 3110, the tenth on / off valve 3210, the first throttle valve 330, and the fifth interface 315 to the second vehicle-internal heat exchanger 122. In this case, the first vehicle-internal heat exchanger 121 serves as a pipe, that is, the first vehicle-internal heat exchanger 121 gives off almost no heat or gives off a little heat to the inside of the vehicle.Furthermore, the refrigerant can dissipate heat primarily to the outside via the vehicle's external heat exchanger 130. The vehicle's external heat exchanger 130 acts as a condenser. After being throttled by the first throttle valve 330, the refrigerant can flow to the second vehicle's internal heat exchanger 122 via the fifth interface 315 to absorb heat from the vehicle's interior, thus cooling the vehicle.

[0174] In some embodiments of the present disclosure, as in Fig. 16 to Fig. As shown in Figure 26, the thermal management system 1 comprises an air conditioning module 100, a battery temperature control module 200, and an integrated valve 300. The air conditioning module 100 includes a compressor 110, an in-vehicle heat exchanger 120, an external heat exchanger 130, and a recuperator 400. The compressor 110, the in-vehicle heat exchanger 120, the external heat exchanger 130, and the recuperator 400 are connected to form, for example, at least a section of a refrigerant circuit, but are not limited to forming the entire refrigerant circuit. The recuperator 400 is configured to allow the refrigerant flowing to the inlet 112 of the compressor 110 to undergo heat exchange within the recuperator 400 in order to recover heat. The battery temperature control module 200 includes a battery heater 240 and a battery heat exchanger assembly 220.The battery heat exchanger assembly 220 is separately connected to the battery heater 240 and the recuperator 400, so that the battery heat exchanger assembly 220 controls the battery temperature via the climate control module 100 and the battery heater 240. The integrated valve 300 controls the refrigerant flow direction in the refrigerant circuit to separately control the vehicle's internal heat exchanger 120, the vehicle's external heat exchanger 130, and the battery heat exchanger assembly 220, each to function as a condenser or an evaporator.

[0175] The refrigerant in the air conditioning module 100 of the thermal management system 1 can be carbon dioxide (CO2), whereby the heating efficiency of the air conditioning module 100, which uses carbon dioxide as the refrigerant, is significantly greater than 1, and the efficiency is much higher. The coolant of the battery temperature control module 200 can be water, and a water pump 230 can further be arranged in the battery temperature control module 200. The water pump 230 can circulate the coolant of the battery temperature control module 200, thereby improving the heat exchange efficiency of the battery temperature control module 200.

[0176] It should be noted that in Fig. 16 to Fig. 26 solid lines represent the flow paths of the refrigerant in the air conditioning module 100 and the flow paths of the coolant in the battery temperature control module 200.

[0177] According to the thermal management system 1 in the embodiments as described in Fig. 16 to Fig. As shown in Figure 26, the air conditioning module 100 comprises the compressor 110, the vehicle-internal heat exchanger 120, the vehicle-external heat exchanger 130, and the recuperator 400, which are connected to form at least one section of the refrigerant circuit. The recuperator 400 is configured to allow the refrigerant flowing to the inlet 112 of the compressor 110 to undergo heat exchange within the recuperator 400 in order to recover heat. The battery temperature control module 200 comprises the battery heater 240 and the battery heat exchanger assembly 220. The battery heat exchanger assembly 220 is separately connected to the battery heater 240 and the recuperator 400, so that the battery heat exchanger assembly 220 controls the battery temperature through the air conditioning module 100 and the battery heater 240.The high-temperature, high-pressure refrigerant flowing from compressor 110 passes through the vehicle-external heat exchanger 130 for cooling. It then flows to the battery heat exchanger assembly 220, where it absorbs heat from the battery to reduce its temperature. This cooling is achieved by the climate control module 100. This prevents the battery temperature from becoming excessively high, improves the battery's electrical safety, and contributes to better battery temperature control, thus enhancing battery protection and improving the vehicle's effective operating range. Furthermore, the climate control module 100 is reusable, eliminating the need for a separate battery cooling system and reducing the overall cost of the thermal management system 1.

[0178] Furthermore, the battery temperature control module 200 can heat the battery directly using the battery heater 240, instead of using the climate control module 100. The battery heater 240 offers higher heating efficiency and a more effective heating action, helping to quickly raise the battery temperature and thus improving battery performance and range, enabling the vehicle to operate in low ambient temperature conditions. Additionally, battery heating and cooling or heating within the vehicle using the climate control module 100 are independent of each other and do not interfere with each other. The climate control module 100 can only heat or cool within the vehicle while the battery is being heated, with higher efficiency for both heating and cooling within the vehicle.

[0179] Furthermore, the recuperator 400 is arranged in the air conditioning module 100, a first end of a channel of the recuperator 400 can be connected to the vehicle's internal heat exchanger 120 or the vehicle's external heat exchanger 130, a second end of the channel can be connected to the vehicle's internal heat exchanger 120 or the vehicle's external heat exchanger 130, a first end of another channel of the recuperator 400 can be connected to the vehicle's internal heat exchanger 120 or the vehicle's external heat exchanger 130, and a second end of the channel can be connected to the inlet 112 of the compressor 110. Therefore, the refrigerant in one channel of the recuperator 400 can transfer heat to the refrigerant in another channel to increase the temperature of the refrigerant in the other channel, thereby increasing the temperature of the refrigerant returning to the compressor 110 through the recuperator 400.After the refrigerant has been pressurized by the compressor 110, a high-temperature and high-pressure refrigerant can be formed, and the refrigerants in the two channels of the recuperator 400 undergo a heat exchange, so that the heat of the refrigerant in the refrigerant circuit no longer needs to be dissipated to the outside via the vehicle's external heat exchanger 130, and the heat of the refrigerant in the refrigerant circuit can be recovered after the heat exchange with the refrigerant flowing through the recuperator 400, thereby improving the energy recovery rate of the thermal management system 1, helping to reduce the energy loss of the thermal management system 1 and further improving energy utilization.

[0180] Additionally, as in Fig. 16 to Fig. As shown in Figure 26, the integrated valve 300 controls the flow direction of the refrigerant in the refrigerant circuit to separately control the vehicle's internal heat exchanger 120, the vehicle's external heat exchanger 130, and the battery heat exchanger assembly 220, each to function as a condenser or an evaporator. Specifically, when it is necessary to perform heating within the vehicle, the integrated valve 300 can control the refrigerant to flow first through the vehicle's internal heat exchanger 120 and then through the vehicle's external heat exchanger 130, so that heat can first be transferred to the interior of the vehicle through the internal heat exchanger 120 to increase the temperature inside the vehicle, and then heat from the exterior of the vehicle can be absorbed by the vehicle's external heat exchanger 130.In this case, the vehicle's internal heat exchanger 120 acts as a condenser, and the vehicle's external heat exchanger 130 acts as an evaporator. When cooling is required inside the vehicle, the integrated valve 300 can control the refrigerant flow, directing it first through the vehicle's external heat exchanger 130 and then through the vehicle's internal heat exchanger 120. This allows heat to be released to the outside of the vehicle first through the external heat exchanger 130, and then absorbed from the vehicle's interior by the vehicle's internal heat exchanger 120 to reduce the temperature inside the vehicle. In this scenario, the vehicle's external heat exchanger 130 acts as a condenser, and the vehicle's internal heat exchanger 120 acts as an evaporator.

[0181] As in Fig. 16 to Fig. Figure 26 shows that if it is necessary to heat the battery, the battery heater 240 can be directly activated to heat the battery. If it is necessary to cool the battery, the integrated valve 300 can control the refrigerant to flow first through the vehicle-external heat exchanger 130 and then through the battery heat exchanger assembly 220, so that heat is first released to the outside of the vehicle through the vehicle-external heat exchanger 130 to reduce the temperature of the refrigerant. Then, the heat from the battery temperature control module 200 is absorbed by the battery heat exchanger assembly 220 to reduce the battery temperature. In this case, the vehicle-external heat exchanger 130 acts as a condenser and the battery heat exchanger assembly 220 acts as an evaporator.

[0182] Therefore, the flow directions and paths of the refrigerant can be easily changed by controlling the integrated valve 300 to implement switching between heating and cooling within the vehicle and switching between battery heating and cooling with simpler operation. Additionally, it is not necessary to install a large number of pipes to switch between the refrigerant flow paths to implement different modes of the thermal management system 1, and the structure of the thermal management system 1 is simpler, helping to shorten the pipe length, thereby reducing heat flow losses and improving the heat exchange efficiency of the thermal management system 1.Furthermore, by integrating multiple valves into the integrated valve 300, the integration is enhanced, the volume of the integrated valve 300 is smaller than the combined volume of multiple valves, and the structure is more compact to facilitate installation and maintenance. This reduces the overall volume of the thermal management system 1 and simplifies its arrangement. In this way, according to the embodiments, the thermal management system 1 can not only regulate the battery temperature via the climate control module and battery heater, but also offers advantages such as high integration, high energy utilization, and high battery heating efficiency.

[0183] In some specific embodiments of the present disclosure, as in Fig. 16 to Fig. As shown in Figure 26, the thermal management system 1 has at least one air conditioning cooling state. When the thermal management system 1 is in the air conditioning cooling state, the refrigerant within the recuperator 400, which flows to the inlet 112 of the compressor 100, undergoes heat exchange to recover heat.In this way, when the thermal management system 1 is in the air conditioning cooling state, the refrigerant flows through the recuperator 400 to further increase the temperature of the refrigerant and then flows back to the compressor 110, so that liquid droplets in the return air flowing to the compressor 110 are vaporized to prevent the compressor 110 from causing liquid knocking and to ensure that heat can be effectively recovered in the refrigerant circuit when the thermal management system 1 is in the air conditioning cooling state, thereby helping to improve the energy recovery rate and reduce the energy loss of the thermal management system 1.

[0184] Furthermore, as in Fig. 16 to Fig. As shown in Figure 26, the thermal management system 1 has at least one air conditioning cooling state and one air conditioning heating state, which are switchable. In the air conditioning cooling state, the vehicle's internal heat exchanger performs cooling. In the air conditioning heating state, the vehicle's internal heat exchanger performs heating. When the thermal management system 1 is in the air conditioning cooling state or the air conditioning heating state, the refrigerant within the recuperator 400, which flows to the inlet 112 of the compressor 110, undergoes heat exchange to recover heat.In this way, regardless of whether the thermal management system 1 is in the air conditioning cooling state or the air conditioning heating state, the refrigerant flows through the recuperator 400 to further increase the temperature of the refrigerant and then flows back to the compressor 110, so that liquid droplets in the return air flowing to the compressor 110 are vaporized to prevent the compressor 110 from causing liquid knocking.Additionally, regardless of whether the thermal management system 1 is in the air conditioning cooling state or the air conditioning heating state, the refrigerants in the two channels of the recuperator 400 undergo a heat exchange, that is, the heat of the refrigerant in the refrigerant circuit is transferred to the refrigerant flowing through the recuperator 400 to ensure that the heat in the refrigerant circuit can be effectively recovered when the thermal management system 1 is in both the air conditioning cooling state and the air conditioning heating state, thereby helping to improve the energy recovery rate and reduce the energy loss of the thermal management system 1.

[0185] Even further, as in Fig. 16 to Fig. As shown in Figure 26, as long as the compressor 110 is operating, the refrigerant within the recuperator 400, which flows to the inlet 112 of the compressor 110, undergoes heat exchange to recover heat. In other words, provided that the compressor 110 is operating, the recuperator 400 heats the refrigerant flowing through it, regardless of whether the thermal management system 1 is operating, thereby further improving the energy recovery rate of the thermal management system 1 and effectively reducing its energy loss. Furthermore, liquid droplets in the return gas can be vaporized to prevent liquid knocking of the compressor 110, so that the gas entering the compressor 110 becomes superheated vapor, thus reducing harmful overheating.

[0186] In some specific embodiments of the present disclosure, as in Fig. 16 to Fig. As shown in Figure 26, the battery heat exchanger assembly 220 cools the battery through the air conditioning module 100, and the battery heat exchanger assembly 220 heats the battery by means of the battery heater 240.

[0187] In particular, when it is necessary to cool the battery, at least one of the battery heat exchanger assembly 220 and the vehicle-external heat exchanger 130 can act as a condenser to release the heat from the refrigerant, and then the refrigerant flows to the battery heat exchanger assembly 220. The battery heat exchanger assembly 220 acts as an evaporator to absorb the heat from the battery, thereby cooling the battery through the climate control module 100.

[0188] If it is necessary to heat the battery, the climate control module 100 and the battery heat exchanger assembly 220 can be operated independently. The climate control module 100 can perform cooling or heating within the vehicle, while the refrigerant flowing through the climate control module 100 no longer exchanges heat with the battery heat exchanger assembly 220. The battery heat exchanger assembly 220 heats the battery only by means of the battery heater 240 to increase the battery temperature. In this way, the rate at which the thermal management system 1 heats the battery can depend on the power output of the battery heater 240, thus greatly improving the efficiency of battery heating. This allows the vehicle, in embodiments of the present disclosure, to operate normally under low ambient temperature conditions.

[0189] Furthermore, the battery heater 240 is an electric heater. For example, the battery heater 240 can be a water heater with a positive temperature coefficient (PTC). In this way, the volume of the battery heater 240 can be smaller and the efficiency of the electric heating is higher, thus further improving the efficiency of the battery heating.

[0190] It should be noted that in one embodiment of the present disclosure, the PTC water heater is used to heat the battery. This is because the battery itself dissipates some heat during operation, and the thermal load on the battery itself is small when the ambient temperature is higher than or equal to -10°C. The thermal management system 1 is particularly suitable for use in a vehicle in a region where the ambient temperature in winter is higher than or equal to -10°C.

[0191] In some specific embodiments of the present disclosure, as in Fig. 16 to Fig. As shown in Figure 25, the battery heat exchanger arrangement 220 comprises an intermediate heat exchanger 221 and a battery heat exchanger 210. A water pump 230 can further be arranged in the battery temperature control module 200, and the water pump 230 can drive the coolant of the battery temperature control module 200 to flow, thereby improving the heat exchange efficiency of the battery temperature control module 200. The intermediate heat exchanger 221 and the battery heat exchanger 210 can both be plate heat exchangers.

[0192] The intermediate heat exchanger 221 has a first heat transfer channel 222 and a second heat transfer channel 223 for mutual heat exchange. The first heat transfer channel 222 is connected to the refrigerant circuit. The battery heat exchanger 210, the second heat transfer channel 223, and the battery heater 240 are connected in series to form a circuit. The battery heat exchanger 210 is suitable for heat exchange with the battery.

[0193] In other words, the battery temperature control module 200 first exchanges heat with the climate control module 100 via the intermediate heat exchanger 221. The climate control module 100 can either absorb heat from the coolant of the battery temperature control module 200 via the intermediate heat exchanger 221, or it can transfer heat to the battery temperature control module 200 via the intermediate heat exchanger 221 to decrease or increase the temperature of the coolant in the battery temperature control module 200. The battery temperature control module 200 then exchanges heat with the battery via the battery heat exchanger 210 to cool or heat the battery. This indirect heat exchange between the climate control module 100 and the battery results in a gradual change in the battery temperature, helping to protect the battery.

[0194] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 26, a channel of the battery heat exchanger assembly 220 is connected to the refrigerant circuit. The battery heat exchanger assembly 220 is suitable for heat exchange with the battery, and the battery heat exchanger assembly 220 and the battery heater 240 are connected in series to form a circuit. Specifically, the battery heat exchanger 210 of the battery heat exchanger assembly 220 is directly connected to the refrigerant circuit. The battery heat exchanger 210 is suitable for heat exchange with the battery, and the battery heat exchanger 210 and the battery heater 240 are connected in series to form a circuit. In other words, the air conditioning module 100 can directly exchange heat with the battery through the battery heat exchanger 210 to cool the battery directly with higher cooling efficiency. Additionally, the structure of the battery heat exchanger assembly 220 is simpler, as is the structure of the battery temperature control module 200.In particular, the battery heat exchanger assembly 220 has a third heat transfer channel and a fourth heat transfer channel. The third heat transfer channel is connected to the refrigerant circuit, making the battery heat exchanger assembly 220 suitable for heat exchange with the battery. The fourth heat transfer channel and the battery heater 240 are connected in series to form a circuit. In this way, the air conditioning module 100 can directly exchange heat with the battery via the third heat transfer channel to cool the battery directly. The battery heater 240 can directly exchange heat with the battery via the fourth heat transfer channel to heat the battery directly. The structure of the battery temperature control module 200 is simpler, and the efficiency of heating and cooling the battery is higher.

[0195] In some specific embodiments of the present disclosure, as in Fig. 16 to Fig. As shown in Figure 26, the vehicle-internal heat exchanger 120 comprises a first vehicle-internal heat exchanger 121 and a second vehicle-internal heat exchanger 122. The integrated valve 300 is separately connected to the compressor 110, the first vehicle-internal heat exchanger 121, the second vehicle-internal heat exchanger 122, the vehicle-external heat exchanger 130, the recuperator 400 and the battery heat exchanger assembly 220.Therefore, the integrated valve 300 can separately control whether the refrigerant flows through the first vehicle-internal heat exchanger 121, the second vehicle-internal heat exchanger 122, the vehicle-external heat exchanger 130, the recuperator 400 and the battery heat exchanger assembly 220, and control directions in which the refrigerant flows separately through the first vehicle-internal heat exchanger 121, the second vehicle-internal heat exchanger 122, the vehicle-external heat exchanger 130, the recuperator 400 and the battery heat exchanger assembly 220 in order to separately control the first vehicle-internal heat exchanger 121, the second vehicle-internal heat exchanger 122, the vehicle-external heat exchanger 130 and the battery heat exchanger assembly 220 to each serve as a condenser or an evaporator.

[0196] The integrated valve 300, which separately controls whether the refrigerant flows through the first vehicle-internal heat exchanger 121, the second vehicle-internal heat exchanger 122, the vehicle-external heat exchanger 130, the recuperator 400 and the battery heat exchanger assembly 220, means that: the integrated valve 300 controls whether the refrigerant flows through the first vehicle-internal heat exchanger 121, the integrated valve 300 controls whether the refrigerant flows through the second vehicle-internal heat exchanger 122, the integrated valve 300 controls whether the refrigerant flows through the vehicle-external heat exchanger 130, and the integrated valve 300 controls whether the refrigerant flows through the battery heat exchanger assembly 220.Furthermore, the integrated valve 300, which controls whether the refrigerant flows through the first vehicle-internal heat exchanger 121, the integrated valve 300, which controls whether the refrigerant flows through the second vehicle-internal heat exchanger 122, the integrated valve 300, which controls whether the refrigerant flows through the vehicle-external heat exchanger 130, and the integrated valve 300, which controls whether the refrigerant flows through the battery heat exchanger assembly 220, do not affect each other.

[0197] The integrated valve 300, which separately controls the directions in which the refrigerant flows through the first vehicle-internal heat exchanger 121, the second vehicle-internal heat exchanger 122, the vehicle-external heat exchanger 130, the recuperator 400 and the battery heat exchanger assembly 220, means that: the integrated valve 300 controls a flow direction of the refrigerant flowing from the first vehicle-internal heat exchanger 121, the integrated valve 300 controls a flow direction of the refrigerant flowing from the second vehicle-internal heat exchanger 122, the integrated valve 300 controls a flow direction of the refrigerant flowing from the vehicle-external heat exchanger 130, and the integrated valve 300 controls a flow direction of the refrigerant flowing from the battery heat exchanger assembly 220.Furthermore, the integrated valve 300, which controls the flow direction of the refrigerant flowing from the first vehicle-internal heat exchanger 121, the integrated valve 300, which controls the flow direction of the refrigerant flowing from the second vehicle-internal heat exchanger 122, the integrated valve 300, which controls the flow direction of the refrigerant flowing from the vehicle-external heat exchanger 130, and the integrated valve 300, which controls the flow direction of the refrigerant flowing from the battery heat exchanger assembly 220, do not affect each other.

[0198] For example, if it is necessary to perform heating inside the vehicle, the integrated valve 300 can control the refrigerant to flow first through the first internal vehicle heat exchanger 121 and then through the external vehicle heat exchanger 130, so that heat can first be transferred to the interior of the vehicle through the first internal vehicle heat exchanger 121 to increase the temperature inside the vehicle, and then heat from the exterior of the vehicle is absorbed by the external vehicle heat exchanger 130. In this case, the first internal vehicle heat exchanger 121 acts as a condenser and the external vehicle heat exchanger 130 acts as an evaporator.If cooling is required inside the vehicle, the integrated valve 300 can control the refrigerant to flow first through the external heat exchanger 130 and then through the second internal heat exchanger 122. This allows heat to be released to the outside of the vehicle first through the external heat exchanger 130, and then absorbed from the inside of the vehicle by the second internal heat exchanger 122 to reduce the temperature inside the vehicle. In this case, the external heat exchanger 130 acts as a condenser and the second internal heat exchanger 122 acts as an evaporator.

[0199] If it is necessary to heat the battery, the battery heater 240 can be activated directly to heat the battery. If it is necessary to cool the battery, the integrated valve 300 can control the refrigerant flow, directing it first through the vehicle-external heat exchanger 130 and then through the battery heat exchanger assembly 220. This allows heat to be dissipated to the outside of the vehicle via the vehicle-external heat exchanger 130 to reduce the refrigerant temperature. The heat from the battery temperature control module 200 is then absorbed by the battery heat exchanger assembly 220 to further reduce the battery temperature. In this case, the vehicle-external heat exchanger 130 acts as a condenser, and the battery heat exchanger assembly 220 acts as an evaporator.

[0200] Therefore, the flow directions and paths of the refrigerant can be easily changed by controlling the integrated valve 300 to implement switching between heating and cooling within the vehicle and switching between battery heating and cooling with simpler operation. Additionally, it is not necessary to install a large number of pipes to switch between the refrigerant flow paths to implement different modes of the thermal management system 1, and the structure of the thermal management system 1 is simpler, helping to shorten the pipe length, thereby reducing heat flow losses and improving the heat exchange efficiency of the thermal management system 1.Furthermore, by integrating a plurality of valves into the integrated valve 300, the integration is higher, the volume of the integrated valve 300 is smaller than the total volume of the plurality of valves, and the structure is more compact to facilitate installation and maintenance, thereby reducing the overall volume of the thermal management system 1 and simplifying the arrangement.

[0201] In some specific embodiments of the present disclosure, as in Fig. 16 to Fig. Figure 26 shows that when the compressor 110 is in operation, the integrated valve 300 controls the refrigerant to flow through at least two of the at least two from the first in-vehicle heat exchanger 121, the external heat exchanger 130 and the battery heat exchanger assembly 220, one of the at least two serving as a condenser and each of the other at least two serving as an evaporator; or when the compressor 110 is in operation, the integrated valve 300 controls the refrigerant to flow through at least two of the two from the second in-vehicle heat exchanger 122, the external heat exchanger 130 and the battery heat exchanger assembly 220, one of the at least two serving as a condenser and each of the other at least two serving as an evaporator.

[0202] For example, the integrated valve 300 can control the refrigerant flow through the second in-vehicle heat exchanger 122, the external heat exchanger 130, and the battery heat exchanger assembly 220. The second in-vehicle heat exchanger 122 and the battery heat exchanger assembly 220 can act as evaporators, and the external heat exchanger 130 can act as a condenser. Thus, the second in-vehicle heat exchanger 122 can be used to absorb heat from inside the vehicle to reduce the temperature inside the vehicle, and the battery heat exchanger assembly 220 can be used to absorb heat from the battery to reduce the battery temperature. This implements both in-vehicle cooling and battery cooling via the climate control module 100.

[0203] Alternatively, the integrated valve 300 can control the refrigerant flow through the first in-vehicle heat exchanger 121 and the battery heat exchanger assembly 220. The first in-vehicle heat exchanger 121 can act as a condenser, and the battery heat exchanger assembly 220 can act as an evaporator. Thus, the first in-vehicle heat exchanger 121 can be used to transfer heat to the interior of the vehicle to increase the temperature inside the vehicle, and the battery heat exchanger assembly 220 can be used to absorb heat from the battery to decrease its temperature. This implements both in-vehicle heating and battery cooling via the climate control module 100.

[0204] Alternatively, the integrated valve 300 can control the refrigerant flow through the first in-vehicle heat exchanger 121, the external heat exchanger 130, and the battery heat exchanger assembly 220. The first in-vehicle heat exchanger 121 can act as a condenser, and the battery heat exchanger assembly 220 and the external heat exchanger 130 can act as evaporators. Thus, the first in-vehicle heat exchanger 121 can be used to transfer heat to the interior of the vehicle to increase the temperature inside the vehicle, and the battery heat exchanger assembly 220 can be used to absorb heat from the battery to decrease its temperature. This implements both heating inside the vehicle and battery cooling via the climate control module 100.

[0205] Alternatively, the integrated valve 300 can control the refrigerant to flow only through the first internal vehicle heat exchanger 121 and the external vehicle heat exchanger 130. In this case, the first internal vehicle heat exchanger 121 can act as a condenser, and the external vehicle heat exchanger 130 can act as an evaporator, allowing the first internal vehicle heat exchanger 121 to be used to transfer heat to the interior of the vehicle to increase the temperature inside the vehicle, thus implementing interior heating via the climate control module 100.

[0206] Alternatively, the integrated valve 300 can control the refrigerant flow to pass only through the second internal vehicle heat exchanger 122 and the external vehicle heat exchanger 130. The second internal vehicle heat exchanger 122 can act as an evaporator, and the external vehicle heat exchanger 130 can act as a condenser, allowing the second internal vehicle heat exchanger 122 to absorb heat from inside the vehicle to reduce the temperature inside the vehicle, thus implementing in-vehicle cooling via the air conditioning module 100. It should be noted that when in-vehicle cooling is performed, the refrigerant can alternatively flow through the first internal vehicle heat exchanger 121, the external vehicle heat exchanger 130, and the second internal vehicle heat exchanger 122.In this case, the vehicle-external heat exchanger 130 serves as a condenser, the second vehicle-internal heat exchanger 122 serves as an evaporator, and the first vehicle-internal heat exchanger 121 serves only as a pipe. Therefore, when cooling is carried out inside the vehicle, the first vehicle-internal heat exchanger 121 does not serve as either a condenser or an evaporator in the refrigerant cycle.

[0207] Alternatively, the integrated valve 300 can control the refrigerant flow through the first in-vehicle heat exchanger 121, the external heat exchanger 130, and the battery heat exchanger assembly 220. In this case, the battery heat exchanger assembly 220 can act as an evaporator, the external heat exchanger 130 can act as a condenser, and the first in-vehicle heat exchanger 121 acts as a conduit, allowing the battery heat exchanger assembly 220 to absorb heat from the battery to reduce its temperature, thus cooling the battery through the climate control module 100.

[0208] Therefore, it can be concluded that, as in Fig. 16 to Fig. As shown in Figure 26, the second vehicle-internal heat exchanger 122 can function solely as an evaporator and can operate permanently in a low-pressure state. Therefore, the thickness of a tube and the like of the second vehicle-internal heat exchanger 122 can be reduced, and the thermal resistance of an intermediate heat transfer term can be reduced to improve heat exchange efficiency and reduce manufacturing and processing difficulties of the second vehicle-internal heat exchanger 122, thereby contributing to a reduction in the cost of the thermal management system 1.

[0209] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 16, the recuperator 400 has a first channel 410 and a second channel 420 for mutual heat exchange. A first end of the first channel 410 can be optionally connected to the second end of the vehicle-external heat exchanger 130, a second end of the first vehicle-internal heat exchanger 121, and a second end of the battery heat exchanger assembly 220. A second end of the first channel 410 can optionally be connected to the first end of the vehicle-external heat exchanger 130, a first end of the second vehicle-internal heat exchanger 122, and a first end of the battery heat exchanger assembly 220. A first end of the second channel 420 can optionally be connected to the second end of the vehicle-external heat exchanger 130, a second end of the second vehicle-internal heat exchanger 122, and the second end of the battery heat exchanger assembly 220. A second end of the second channel 420 is connected to the inlet 112 of the compressor 110.

[0210] The first channel 410 of the recuperator 400 can be a high-pressure channel and the second channel 420 is a low-pressure channel.

[0211] Therefore, the refrigerant in the first channel 410 can transfer heat to the refrigerant in the second channel 420 to increase the temperature of the refrigerant in the second channel 420, so that the temperature of the refrigerant returning to the compressor 110 through the second channel 420 is high.After the refrigerant has been pressurized by the compressor 110, a high-temperature and high-pressure refrigerant can be formed, and the refrigerant in the first channel 410 exchanges heat with the refrigerant in the second channel 420, so that the heat of the refrigerant in the first channel 410 no longer needs to be dissipated to the outside via the vehicle's external heat exchanger 130, and the heat of the refrigerant in the first channel 410 can be recovered after the heat exchange with the refrigerant in the second channel 420, thereby improving the energy recovery rate of the thermal management system 1, reducing the energy loss of the thermal management system 1 and further improving energy utilization.

[0212] In some specific embodiments of the present disclosure, as in Fig. 16 to Fig. As shown in Figure 26, the recuperator 400 has the first channel 410 and the second channel 420, and the integrated valve 300 has a first interface 311, a second interface 312, a third interface 313, a fourth interface 314, a fifth interface 315, a sixth interface 316, a seventh interface 317, an eighth interface 318, and a ninth interface 319.

[0213] In particular, as in Fig. 16 to Fig. As shown in Figure 26, the first interface 311 is connected to the first end of the first in-vehicle heat exchanger 121, and the second end of the first in-vehicle heat exchanger 121 is connected to the outlet 111 of the compressor 110. The first end of the second channel 420 is connected to the second interface 312, and the second end of the second channel 420 is connected to the inlet 112 of the compressor 110. The third interface 313 and the fourth interface 314 are each connected to the two ends of the external heat exchanger 130. The fifth interface 315 is connected to the first end of the second in-vehicle heat exchanger 122, and the second end of the second in-vehicle heat exchanger 122 is connected to the first end of the second channel 420. The sixth interface 316 and the seventh interface 317 are each connected to the two ends of the battery heat exchanger assembly 220.The eighth interface 318 and the ninth interface 319 are each connected to the two ends of the first channel 410.

[0214] As in Fig. 16 to Fig. As shown in Figure 26, the integrated valve 300 controls the second interface 312 to be optionally connected to at least one of the fourth interface 314 and the seventh interface 317, controls the third interface 313 to be optionally connected to at least one of the first interface 311 and the ninth interface 319, controls the fourth interface 314 to be optionally connected to at least one of the second interface 312 and the eighth interface 318, controls the fifth interface 315 to be optionally connected to the ninth interface 319, controls the sixth interface 316 to be optionally connected to the ninth interface 319, controls the seventh interface 317 to be optionally connected to the second interface 312, and controls the eighth interface 318 to be optionally connected to the first interface 311.

[0215] For example, a gas-liquid separator 500 can be inserted between the second end of the second channel 420 and the inlet 112 of the compressor 110. The gas-liquid separator 500 can separate the gaseous refrigerant from the liquid refrigerant, so that the refrigerant returning to the compressor 110 is a gaseous refrigerant, thus ensuring stable refrigerant intake by the compressor 110 and preventing liquid knocking of the compressor 110.

[0216] Therefore, the recuperator 400 is positioned, and the recuperator 400 can facilitate heat exchange between the high-temperature, high-pressure refrigerant flowing from the condenser and the low-temperature refrigerant flowing from the evaporator. This heat exchange reduces the temperature of the refrigerant flowing from the condenser, thereby helping to increase the cooling (or heating) capacity and energy efficiency of the thermal management system 1. The refrigerant in the first channel 410 can transfer heat to the refrigerant in the second channel 420, thus increasing the temperature of the refrigerant in the second channel 420.In this way, the temperature of the refrigerant returning through the second channel 420 to the inlet 112 of the compressor 110 is high, and a high-temperature and high-pressure refrigerant is more easily formed after the refrigerant has been pressurized by the compressor 110, thereby reducing the operating pressure of the compressor 110.

[0217] Furthermore, due to the heat exchange between the refrigerant in the first channel 410 and the refrigerant in the second channel 420, the heat of the refrigerant in the first channel 410 does not only have to be released to the outside via the vehicle-external heat exchanger 130, and the heat of the refrigerant in the first channel 410 can be recovered by heat exchange with the refrigerant in the second channel 420, thereby improving the energy recovery rate of the thermal management system 1, reducing the energy loss of the thermal management system 1 and improving energy utilization.

[0218] Furthermore, the air conditioning module 100, which uses carbon dioxide as the refrigerant, differs from an air conditioning module that uses a conventional refrigerant in the state of the art and belongs to a transcritical cycle. In a phase where a heat exchanger on the high-pressure side of the compressor 110 transfers heat to the air for the refrigerant in the heat exchanger, there is no phase change process and release of latent heat for the transition from a gas to a liquid, but only a sensible heat release process to reduce the temperature of a refrigerant gas with low heat transfer efficiency. Therefore, the recuperator 400 must be located downstream of the heat exchanger on the high-pressure side to further reduce the temperature of the refrigerant on the high-pressure side.Since the enthalpy of the refrigerant decreases as the temperature of the refrigerant decreases, reducing the enthalpy of the refrigerant at an outlet of the heat exchanger on the high-pressure side can be considered equivalent to reducing the enthalpy at the outlet of the evaporator, thereby increasing the cooling capacity of the evaporator and correspondingly increasing the energy efficiency of the air conditioning module 100, while the power of the compressor 110 remains unchanged.

[0219] The second interface 312, which is optionally connected to at least one of the fourth interface 314 and the seventh interface 317, means that: the second interface 312 can be connected to the fourth interface 314, but cannot be connected to the seventh interface 317, or the second interface 312 cannot be connected to the fourth interface 314, but can be connected to the seventh interface 317, or the second interface 312 can be connected to both the fourth interface 314 and the seventh interface 317.In this way, the integrated valve 300 can control the refrigerant flowing through the vehicle-external heat exchanger 130 to flow back to the compressor 110 via the fourth interface 314 and the second interface 312, and control the refrigerant flowing through the battery heat exchanger assembly 220 to flow back to the compressor 110 via the seventh interface 317 and the second interface 312.

[0220] The third interface 313, which is optionally connected to at least one of the first interface 311 and the ninth interface 319, means that: the third interface 313 can be connected to the first interface 311, but cannot be connected to the ninth interface 319, or the third interface 313 cannot be connected to the first interface 311, but can be connected to the ninth interface 319, or the third interface 313 can be connected to both the first interface 311 and the ninth interface 319.In this way, the integrated valve 300 can control the refrigerant flowing through the first vehicle-internal heat exchanger 121 to flow to the vehicle-external heat exchanger 130 via the first interface 311 and the third interface 313, and control the refrigerant flowing through the intermediate heat exchanger 221 to flow to the vehicle-external heat exchanger 130 via the ninth interface 319 and the third interface 313.

[0221] The fourth interface 314, which is optionally connected to at least one of the second interface 312 and the eighth interface 318, means that: the fourth interface 314 can only be connected to the second interface 312, but cannot be connected to the eighth interface 318, or the fourth interface 314 cannot be connected to the second interface 312, but can be connected to the eighth interface 318, or the fourth interface 314 can be connected to both the second interface 312 and the eighth interface 318.In this way, the integrated valve 300 can control the refrigerant flowing through the vehicle-external heat exchanger 130 to flow back to the compressor 110 via the fourth interface 314 and the second interface 312, and control the refrigerant flowing through the vehicle-external heat exchanger 130 to flow to the vehicle-external heat exchanger 130 or to the battery heat exchanger assembly 220 via the fourth interface 314 and the eighth interface 318.

[0222] The fifth interface 315, which is optionally connected to the ninth interface 319, means that the fifth interface 315 can be connected to the ninth interface 319 or it can be left unconnected. In this way, the integrated valve 300 can control the refrigerant flowing through the vehicle-external heat exchanger 130 to flow via the fifth interface 315 and the ninth interface 319 to the second vehicle-internal heat exchanger 122.

[0223] The sixth interface 316, which is optionally connected to the ninth interface 319, means that the sixth interface 316 can be connected to the ninth interface 319 or it can be left unconnected. In this way, the integrated valve 300 can control the refrigerant flowing through the vehicle-external heat exchanger 130 to flow to the battery heat exchanger assembly 220 via the sixth interface 316 and the ninth interface 319.

[0224] The seventh interface 317 can optionally be connected to the second interface 312, meaning that the seventh interface 317 can be connected to the second interface 312 or it can be disconnected. In this way, the integrated valve 300 can control the refrigerant flowing through the battery heat exchanger assembly 220 to flow back to the compressor 110 via the seventh interface 317 and the second interface 312.

[0225] In some specific embodiments of the present disclosure, as in Fig. 17 and Fig. As shown in Figure 18, the thermal management system 1 has an air conditioning heating state and an air conditioning cooling state, which are switchable. In both the air conditioning cooling state and the air conditioning heating state, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410.

[0226] As in Fig. As shown in Figure 17, when the thermal management system 1 is in the air conditioning / heating state, the first interface 311 is connected to the eighth interface 318, the third interface 313 is connected to the ninth interface 319, the fourth interface 314 is connected to the second interface 312, the first in-vehicle heat exchanger 121 acts as a condenser, and the external heat exchanger 130 acts as an evaporator. In this way, the refrigerant flowing from the compressor 110 can flow directly to the first in-vehicle heat exchanger 121. In this case, the first in-vehicle heat exchanger 121 acts as a condenser, and the refrigerant releases heat to the interior of the vehicle through the first in-vehicle heat exchanger 121 to increase the temperature inside the vehicle.Next, the refrigerant flows from the first vehicle-internal heat exchanger 121, through the first channel 410 via the first interface 311 and the eighth interface 318, and then to the vehicle-external heat exchanger 130 via the ninth interface 319 and the third interface 313. In this case, the vehicle-external heat exchanger 130 acts as an evaporator; the refrigerant absorbs heat from outside the vehicle through the vehicle-external heat exchanger 130, and the refrigerant reverts to a high-temperature refrigerant. Finally, the refrigerant flows from the vehicle-external heat exchanger 130 and then back to the compressor 110 through the second channel 420 via the fourth interface 314 and the second interface 312, thus implementing a heating cycle of the air conditioning module 100.When the thermal management system 1 is in the air conditioning / heating state, the thermal management system 1 can release cold air through the air outlet to the passenger or through the air outlets to the vehicle window and windshield.

[0227] As in Fig. As shown in Figure 18, when the thermal management system 1 is in the air conditioning cooling state, the first interface 311 is connected to the third interface 313, the fourth interface 314 is connected to the eighth interface 318, the ninth interface 319 is connected to the fifth interface 315, the second in-vehicle heat exchanger 122 serves as an evaporator, and the external heat exchanger 130 serves as a condenser. In this way, the refrigerant flowing from the compressor 110 can flow successively through the first in-vehicle heat exchanger 121, the first interface 311, and the third interface 313 to the external heat exchanger 130.In this case, the first internal vehicle heat exchanger 121 acts as a conduit; the refrigerant either releases no heat or releases a small amount of heat to the outside through the first internal vehicle heat exchanger 121. The external vehicle heat exchanger 130 acts as a condenser; the refrigerant releases heat to the outside of the vehicle through the external vehicle heat exchanger 130, and the temperature of the refrigerant decreases. Next, the refrigerant flows out of the external vehicle heat exchanger 130, through the first channel 410 via the fourth interface 314 and the eighth interface 318, and then to the second internal vehicle heat exchanger 122 via the ninth interface 319 and the fifth interface 315.In this case, the second vehicle-internal heat exchanger 122 acts as an evaporator, and the refrigerant absorbs heat from inside the vehicle through the second vehicle-internal heat exchanger 122, thereby reducing the temperature inside the vehicle. Finally, the refrigerant flows out of the second vehicle-internal heat exchanger 122 and then flows back to the compressor 110 to implement a cooling cycle of the air conditioning module 100. When the thermal management system 1 is in the air conditioning cooling state, it can discharge cold air through the air outlet to the passenger or through the air outlets to the vehicle window and windshield.

[0228] In some embodiments of the present disclosure, as in Fig. 16 to Fig. As shown in Figure 26, the thermal management system 1 has at least one air conditioning heating and defrosting state and one air conditioning dehumidification state. In both the air conditioning heating and defrosting state and the air conditioning dehumidification state, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410. When the thermal management system 1 is in the air conditioning heating and defrosting state, the first interface 311 is connected to the eighth interface 318, the third interface 313 is connected to the ninth interface 319, and the fourth interface 314 is connected to the second interface 312. The air conditioning module 100 can also perform defrosting within the vehicle.It is understood that in this case, the refrigerant can release heat to the outside through the first internal vehicle heat exchanger 121, which acts as a condenser, and that low-temperature air inside the vehicle can be heated by the first internal vehicle heat exchanger 121 to become high-temperature air. Therefore, this portion of high-temperature air can be used to defrost the vehicle. When the thermal management system 1 is in heating and defrosting mode, it can discharge warm air by activating the air outlets to the vehicle windows and windshield, using the high-temperature air to defrost the glass.

[0229] When the thermal management system 1 is in air conditioning dehumidification mode, the first interface 311 is connected to the third interface 313, the fourth interface 314 is connected to the eighth interface 318, and the ninth interface 319 is connected to the fifth interface 315. The air conditioning module 100 can perform air conditioning dehumidification within the vehicle. It is understood that in this case, the second in-vehicle heat exchanger 122 can act as an evaporator, and air with high humidity within the vehicle can be cooled after flowing through the second in-vehicle heat exchanger 122 to separate condensation, thus reducing the moisture content of this air segment. This air segment is then mixed with other air within the vehicle, further reducing the humidity of the air inside the vehicle.When the thermal management system 1 is in the air conditioning dehumidification state, the thermal management system 1 can release air through the air outlet to the passenger or through the air outlets to the vehicle window and windshield.

[0230] In some specific embodiments of the present disclosure, as in Fig. 19 and Fig. As shown in Figure 20, the thermal management system 1 has at least one battery heating state and one battery cooling state. In the battery cooling state, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410.

[0231] As in Fig. As shown in Figure 19, when the thermal management system 1 is in the battery heating state, the battery heater 240 is switched on. Specifically, in this case, the refrigerant in the air conditioning module 100 may not flow, and the compressor 110 may be in a switched-off state, or the refrigerant in the air conditioning module 100 may not flow through the intermediate heat exchanger 221. The battery heater 240 can then heat the battery after the coolant in the battery temperature control module 200 has been heated, in order to increase the battery temperature.

[0232] As in Fig. As shown in Figure 19, when the thermal management system 1 is in battery cooling mode, the first interface 311 is connected to the third interface 313, the fourth interface 314 is connected to the eighth interface 318, the ninth interface 319 is connected to the sixth interface 316, the seventh interface 317 is connected to the second interface 312, and the vehicle-external heat exchanger 130 acts as a condenser. In this way, the refrigerant flowing from the compressor 110 can flow successively through the first vehicle-internal heat exchanger 121, the first interface 311, and the third interface 313 to the vehicle-external heat exchanger 130.In this case, the first vehicle-internal heat exchanger 121 acts as a pipe; the refrigerant either does not release heat or releases a little heat to the outside through the first vehicle-internal heat exchanger 121; the vehicle-external heat exchanger 130 acts as a condenser; the refrigerant releases heat to the outside of the vehicle through the vehicle-external heat exchanger 130, and the temperature of the refrigerant decreases. Next, the refrigerant flows from the vehicle-external heat exchanger 130, through the first channel 410 via the fourth interface 314 and the eighth interface 318, and then to the intermediate heat exchanger 221 via the ninth interface 319 and the sixth interface 316. In this case, the intermediate heat exchanger 221 acts as an evaporator, and the refrigerant absorbs the heat from the battery temperature control module 200 through the intermediate heat exchanger 221, thereby reducing the battery temperature.Finally, the refrigerant flows out of the intermediate heat exchanger 221 and back to the compressor 110 via the seventh interface 317 and the second interface 312, thus implementing a battery cooling cycle.

[0233] In some specific embodiments of the present disclosure, as in Fig. 21 to Fig. As shown in Figure 24, the thermal management system 1 has at least one of the following states: first air conditioning heating and battery cooling state, air conditioning cooling and battery heating state, air conditioning heating and battery heating state, and air conditioning cooling and battery cooling state. In all of these states, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410.

[0234] As in Fig. Figure 21 shows that when the thermal management system 1 is in the first air conditioning heating and battery cooling state, the first interface 311 is separately connected to the eighth interface 318, the ninth interface 319 is separately connected to the third interface 313 and the sixth interface 316, the second interface 312 is separately connected to the fourth interface 314 and the seventh interface 317, the first in-vehicle heat exchanger 121 acts as a condenser, and the battery heat exchanger assembly 220 and the external heat exchanger act as evaporators. In this way, the refrigerant flowing from the compressor 110 can flow to the first in-vehicle heat exchanger 121. In this case, the first in-vehicle heat exchanger 121 acts as a condenser to transfer heat to the interior of the vehicle, thereby increasing the temperature inside the vehicle and decreasing the temperature of the refrigerant.Next, the refrigerant flows from the first in-vehicle heat exchanger 121, through the first channel 410 via the first interface 311 and the eighth interface 318, and a portion of the refrigerant flows to the battery heat exchanger assembly 220 via the ninth interface 319 and the sixth interface 316. In this case, the battery heat exchanger assembly 220 acts as an evaporator, and the refrigerant absorbs heat from the battery temperature control module 200, thus cooling the battery. This portion of the refrigerant then flows from the battery heat exchanger assembly 220 and back to the compressor 110 through the second channel 420 via the seventh interface 317 and the second interface 312. The other portion of the refrigerant flows to the external heat exchanger 130 via the ninth interface 319 and the third interface 313.In this case, the vehicle-external heat exchanger 130 acts as an evaporator to absorb heat from outside the vehicle, and the refrigerant temperature rises. This portion of the refrigerant then flows back to the compressor 110 through the second channel 420 via the fourth interface 314 and the second interface 312, thus implementing a first air conditioning heating and battery cooling cycle. In this configuration, only one portion of the refrigerant, flowing through the first vehicle-internal heat exchanger 121, flows to the battery heat exchanger assembly 220 and exchanges heat with it to lower the battery temperature, while the other portion of the refrigerant flows through the vehicle-external heat exchanger 130 and exchanges heat with the air outside the vehicle.Therefore, the amount of refrigerant flowing through the battery heat exchanger assembly 220 is reduced, preventing an excessive flow rate. This allows the battery temperature to decrease gradually, avoiding sudden drops and thus helping to extend battery life and the vehicle's operating range.

[0235] As in Fig. As shown in Figure 22, when the thermal management system 1 is in the air conditioning cooling and battery heating state, the third interface 313 is connected to the first interface 311, the fourth interface 314 is connected to the eighth interface 318, the fifth interface 315 is connected to the ninth interface 319, the vehicle-external heat exchanger 130 acts as a condenser, the second vehicle-internal heat exchanger 122 acts as an evaporator, and the battery heater 240 is switched on. In this way, the refrigerant flowing from the compressor 110 passes successively through the first vehicle-internal heat exchanger 121, the first interface 311, and the third interface 313 to the vehicle-external heat exchanger 130.In this case, the first internal vehicle heat exchanger 121 acts as a conduit; the refrigerant either releases no heat or releases a small amount of heat to the outside through the first internal vehicle heat exchanger 121. The external vehicle heat exchanger 130 acts as a condenser; the refrigerant releases heat to the outside of the vehicle through the external vehicle heat exchanger 130, and the refrigerant temperature decreases. Next, the refrigerant flows through the first channel 410 via the fourth interface 314 and the eighth interface 318, and then flows to the second internal vehicle heat exchanger 122 via the ninth interface 319 and the fifth interface 315. In this case, the second internal vehicle heat exchanger 122 acts as an evaporator, and the refrigerant absorbs heat from inside the vehicle, thus reducing the temperature inside the vehicle to provide cooling.Finally, the refrigerant flows from the second vehicle-internal heat exchanger 122 and back to the compressor 110 through the second channel 420. Meanwhile, the battery heater 240 is switched on, and the battery temperature control module 200 can heat the coolant in the battery temperature control module 200 via the battery heater 240 to increase the battery temperature, thus implementing an air conditioning cooling and battery heating cycle.

[0236] As in Fig. Figure 23 shows that when the thermal management system 1 is in the air conditioning heating and battery heating state, the first interface 311 is connected to the eighth interface 318, the ninth interface 319 is connected to the third interface 313, the fourth interface 314 is connected to the second interface 312, the first vehicle-internal heat exchanger 121 serves as a condenser, the vehicle-external heat exchanger 130 serves as an evaporator, and the battery heater 240 is switched on.

[0237] In this way, the refrigerant flowing from compressor 110 can flow to the first in-vehicle heat exchanger 121. In this case, the first in-vehicle heat exchanger 121 acts as a condenser, and the refrigerant releases heat to the interior of the vehicle, thus increasing the temperature inside the vehicle. Next, the refrigerant flows from the first in-vehicle heat exchanger 121 to the first channel 410 via the first interface 311 and the eighth interface 318, and then to the external heat exchanger 130 via the ninth interface 319 and the third interface 313. In this case, the external heat exchanger 130 acts as an evaporator to absorb heat from the air outside the vehicle, and the temperature of the refrigerant rises.Finally, the refrigerant flows out of the vehicle-external heat exchanger 130 and back to the compressor 110 through the second channel 420 via the fourth interface 314 and the second interface 312. Meanwhile, the battery heater 240 is switched on, and the battery temperature control module 200 can heat the coolant in the battery temperature control module 200 via the battery heater 240 to increase the battery temperature, thus implementing an air conditioning heating and battery heating cycle.

[0238] As in Fig. Figure 24 shows that when the thermal management system 1 is in the air conditioning cooling and battery cooling state, the first interface 311 is separately connected to the third interface 313, the fourth interface 314 is separately connected to the eighth interface 318, the ninth interface 319 is separately connected to the fifth interface 315 and the sixth interface 316, the second interface 312 is separately connected to the seventh interface 317, the second in-vehicle heat exchanger 122 and the battery heat exchanger assembly 220 serve as evaporators, and the external heat exchanger 130 serves as a condenser. In this way, the refrigerant flowing from the compressor 110 can flow successively through the first in-vehicle heat exchanger 121, the first interface 311, and the third interface 313 to the external heat exchanger 130.In this case, the first vehicle-internal heat exchanger 121 acts as a pipe; the refrigerant either does not release heat or releases a little heat to the outside through the first vehicle-internal heat exchanger 121; the vehicle-external heat exchanger 130 acts as a condenser; the refrigerant releases heat to the outside of the vehicle through the vehicle-external heat exchanger 130, and the temperature of the refrigerant decreases. Next, the refrigerant flows from the vehicle-external heat exchanger 130 to the first channel 410 via the fourth interface 314 and the eighth interface 318. A portion of the refrigerant flows to the second vehicle-internal heat exchanger 122 via the ninth interface 319 and the fifth interface 315. In this case, the second vehicle-internal heat exchanger 122 acts as an evaporator, and the refrigerant absorbs heat from inside the vehicle, thereby reducing the temperature inside the vehicle.The other portion of the refrigerant flows to the battery heat exchanger assembly 220 via the ninth interface 319 and the sixth interface 316. In this case, the battery heat exchanger assembly 220 acts as an evaporator, and the refrigerant absorbs heat from the battery temperature control module 200, thus reducing the battery temperature. Finally, one portion of the refrigerant flows from the second in-vehicle heat exchanger 122 and returns to the compressor 110 through the second channel 420, while the other portion of the refrigerant flows from the battery heat exchanger assembly 220 and returns to the compressor 110 through the second channel 420 via the seventh interface 317 and the second interface 312, thus implementing an air conditioning cooling and battery cooling cycle.

[0239] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 25, the thermal management system 1 further has at least one second air conditioning heating and battery cooling state. In the second air conditioning heating and battery cooling state, the refrigerant in the second channel 420 of the recuperator 400 exchanges heat with the refrigerant in the first channel 410. When the thermal management system 1 is in the second air conditioning heating and battery cooling state, the first interface 311 is connected to the eighth interface 318, the ninth interface 319 is connected to the sixth interface 316, the second interface 312 is connected to the seventh interface 317, the first in-vehicle heat exchanger 121 acts as a condenser, and the battery heat exchanger assembly 220 acts as an evaporator. In this way, the refrigerant flowing from the compressor 110 can flow to the first in-vehicle heat exchanger 121.In this case, the first in-vehicle heat exchanger 121 acts as a condenser to transfer heat to the interior of the vehicle, thereby increasing the temperature inside the vehicle and decreasing the refrigerant temperature. Next, the refrigerant flows from the first in-vehicle heat exchanger 121 to the first channel 410 via the first interface 311 and the eighth interface 318, and then to the battery heat exchanger assembly 220 via the ninth interface 319 and the sixth interface 316. In this case, the battery heat exchanger assembly 220 acts as an evaporator, and the refrigerant absorbs heat from the battery temperature control module 200, thus cooling the battery.The refrigerant then flows out of the battery heat exchanger assembly 220 and back to the compressor 110 through the second channel 420 via the seventh interface 317 and the second interface 312, thus implementing a second air conditioning heating and battery cooling cycle.

[0240] In such an arrangement, all the refrigerant flowing through the first vehicle-internal heat exchanger 121 flows to the battery heat exchanger assembly 220 and exchanges heat with it to reduce the battery temperature. In this way, a greater quantity of refrigerant flows through the battery heat exchanger assembly 220, thus fully meeting the battery cooling requirement.

[0241] In some specific embodiments of the present disclosure, as in Fig. 16 to Fig. As shown in Figure 26, the integrated valve 300 comprises a first on / off valve 321, a second on / off valve 322, a third on / off valve 323, and a fourth on / off valve 324. The first on / off valve 321, the second on / off valve 322, the third on / off valve 323, and the fourth on / off valve 324 can be solenoid valves.

[0242] The first on / off valve 321 is inserted between the first interface 311 and the third interface 313, the second on / off valve 322 is inserted between the fourth interface 314 and the eighth interface 318, the third on / off valve 323 is inserted between the fourth interface 314 and the second interface 312, and the fourth on / off valve 324 is inserted between the second interface 312 and the seventh interface 317. Therefore, the first on / off valve 321 can control the connection / disconnection between the first interface 311 and the third interface 313 to control whether the refrigerant flowing from the first internal vehicle heat exchanger 121 flows to the external vehicle heat exchanger 130.The second on / off valve 322 can control the connection / disconnection between the fourth interface 314 and the eighth interface 318 to control whether the refrigerant flowing through the vehicle's external heat exchanger 130 flows to the second vehicle's internal heat exchanger 122 or the intermediate heat exchanger 221. The third on / off valve 323 can control the connection / disconnection between the fourth interface 314 and the second interface 312 to control whether the refrigerant flowing through the vehicle's external heat exchanger 130 flows directly back to the compressor 110. The fourth on / off valve 324 can control the connection / disconnection between the second interface 312 and the seventh interface 317 to control whether the refrigerant flowing from the intermediate heat exchanger 221 flows directly back to the compressor 110.

[0243] In some specific embodiments of the present disclosure, as in Fig. 16 to Fig. As shown in Figure 26, the integrated valve 300 further comprises a first throttle valve 330, a second throttle valve 331, and a third throttle valve 332. The first throttle valve 330, the second throttle valve 331, and the third throttle valve 332 can be electronic expansion valves.

[0244] The first throttle valve 330 is inserted between the ninth interface 319 and the fifth interface 315, the second throttle valve 331 is inserted between the sixth interface 316 and the ninth interface 319, and the third throttle valve 332 is inserted between the ninth interface 319 and the third interface 313. Therefore, the first throttle valve 330 can throttle the refrigerant flowing to the second in-vehicle heat exchanger 122, thus reducing the refrigerant's temperature and pressure after heat has been transferred through the external heat exchanger 130 and throttled by the first throttle valve 330. The refrigerant then flows to the second in-vehicle heat exchanger 122 via the fifth interface 315 to absorb heat from inside the vehicle, thereby reducing the temperature inside the vehicle.Additionally, the second throttle valve 331 can throttle the refrigerant flowing through the vehicle-external heat exchanger 130, thus transforming the refrigerant into a low-temperature, low-pressure refrigerant after heat has been released through the vehicle-external heat exchanger 130 and throttled by the second throttle valve 331. The refrigerant then flows to the battery heat exchanger assembly 220 via the sixth interface 316 to absorb heat from the battery, thereby reducing the battery temperature. Additionally, the third throttle valve 332 can throttle the refrigerant flowing through the first vehicle-internal heat exchanger 121, thus transforming the refrigerant into a low-temperature, low-pressure refrigerant after heat has been successively released through the vehicle-internal heat exchanger and throttled by the third throttle valve 332.The refrigerant then flows to the vehicle-external heat exchanger 130 to absorb heat from outside the vehicle, so that the refrigerant becomes a high-temperature refrigerant again and then flows back to the compressor 110.

[0245] In some specific embodiments of the present disclosure, as in Fig. 16 to Fig. As shown in Figure 26, the integrated valve 300 further comprises a fifth on / off valve 325 and a sixth on / off valve 326. The fifth on / off valve 325 and the sixth on / off valve 326 can be solenoid valves. The fifth on / off valve 325 is inserted between the eighth interface 318 and the first interface 311, and the sixth on / off valve 326 is inserted between the eighth interface 318 and the seventh interface 317. In this way, the fifth on / off valve 325 can control the connection / disconnection between the eighth interface 318 and the first interface 311 to control whether the refrigerant flowing through the first in-vehicle heat exchanger 121 flows to the recuperator 400. The sixth on / off valve 326 can control the connection / disconnection between the eighth interface 318 and the seventh interface 317 to control whether the refrigerant flowing through the battery heat exchanger assembly 220 flows to the recuperator 400.

[0246] In some specific embodiments of the present disclosure, as in Fig. 16 to Fig. As shown in Figure 26, the integrated valve 300 also has a tenth interface 3110 and an eleventh interface 3111.

[0247] The tenth interface 3110 can optionally be connected to at least the first interface 311 or the ninth interface 319, and the eleventh interface 3111 is separately connected to the tenth interface 3110 and the third interface 313. The first on / off valve 321 is inserted between the first interface 311 and the tenth interface 3110, and the third throttle valve 332 is inserted between the ninth interface 319 and the tenth interface 3110.

[0248] The tenth interface 3110, which is optionally connected to at least the first interface 311 or the ninth interface 319, means that: the tenth interface 3110 can be connected to the first interface 311, but cannot be connected to the ninth interface 319, or the tenth interface 3110 cannot be connected to the first interface 311, but can be connected to the ninth interface 319, or the tenth interface 3110 can be connected to both the first interface 311 and the ninth interface 319.

[0249] By arranging the tenth interface 3110 and the eleventh interface 3111, the refrigerant can flow out of the integrated valve 300 via the tenth interface 3110, then flow into the integrated valve 300 via the eleventh interface 3111, and flow to the vehicle-external heat exchanger 130 via the third interface 313, thereby helping to simplify a piping system within the integrated valve 300, for example, to simplify a piping path between the first interface 311 and the third interface 313 and a piping path between the ninth interface 319 and the third interface 313 for a simple arrangement.

[0250] According to a second aspect, an embodiment of the present disclosure provides a vehicle 1000, as in Fig. 27 shows that the thermal management system 1 comprises one of the embodiments according to the first aspect.

[0251] By incorporating the thermal management system 100, the vehicle according to this embodiment of the present disclosure has advantages such as high integration, high energy utilization and high cooling / heating efficiency, thereby improving the performance of the vehicle's use.

[0252] All other components and operations for the thermal management system 100 and the vehicle according to embodiments of the present disclosure are known to those skilled in the field and are not described in detail herein.

[0253] In the description of this disclosure, it should be understood that terms such as "middle", "longitudinal", "transverse", "length", "width", "thickness", "upwards", "downwards", "front", "backwards", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial" and "circumferential" are based on the directions or positional relationships shown in the accompanying drawings and are intended only to describe this disclosure and to simplify the descriptions, but are not intended to indicate or imply that a specified device or component is to have or be designed and operated in a particular direction, and therefore should not be construed as a limitation of this disclosure.

[0254] In the description of the present revelation, “a plurality of” means two or more.

[0255] In the description of this patent specification, reference terms such as "an embodiment," "some embodiments," "an exemplary embodiment," "example," "specific example," and "some examples" are intended to indicate that specific features, structures, materials, or properties related to the embodiment or example are included in at least one embodiment or example of the present disclosure. In this patent specification, illustrative expressions of the foregoing terms do not necessarily imply the same embodiment or example.

[0256] Although embodiments of the present disclosure have been shown and described, those skilled in the field can understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and purposes of the present disclosure, and the scope of the present disclosure shall be limited to the claims and their equivalent techniques. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] CN 202310533533,5

[0001] CN 202310534452,7

[0001] CN 202310532263,6

[0001]

Claims

[1] Thermal management system (1) comprising: an air conditioning module (100), wherein the air conditioning module (100) comprises a compressor (110), an in-vehicle heat exchanger (120), an external heat exchanger (130), and a recuperator (400), and wherein the compressor (110), the in-vehicle heat exchanger (120), the external heat exchanger (130), and the recuperator (400) are connected to form at least one section of a refrigerant circuit; and an integrated valve (300), wherein the integrated valve (300) is separately connected to the vehicle's internal heat exchanger (120), the vehicle's external heat exchanger (130) and the recuperator (400), and wherein the integrated valve (300) controls flow directions of a refrigerant between the vehicle's internal heat exchanger (120), the vehicle's external heat exchanger (130) and the recuperator (400) in order to separately control the vehicle's internal heat exchanger (120) and the vehicle's external heat exchanger (130) to each function as a condenser or an evaporator. [2] Thermal management system (1) according to claim 1, wherein the recuperator (400) has a first channel (410) and a second channel (420), and the refrigerant flowing through the first channel (410) is suitable for heat exchange with the refrigerant flowing through the second channel (420). [3] Thermal management system (1) according to claim 2, wherein the thermal management system (1) has at least one air conditioning cooling state, and when the thermal management system (1) is in the air conditioning cooling state, the refrigerant in the first channel (410) of the recuperator (400) exchanges heat with the refrigerant in the second channel (420). [4] Thermal management system (1) according to claim 2 or 3, wherein the thermal management system (1) has at least one air conditioning cooling state and one air conditioning heating state which are switchable; and In the air conditioning cooling state and the air conditioning heating state, the refrigerant in the first channel (410) of the recuperator (400) exchanges heat with the refrigerant in the second channel (420). [5] Thermal management system according to one of claims 2 to 4, wherein, while the compressor (110) is operating, the refrigerant in the first channel (410) of the recuperator (400) exchanges heat with the refrigerant in the second channel (420). [6] Thermal management system (1) according to any one of claims 1 to 5, wherein the vehicle-internal heat exchanger (120) comprises a first vehicle-internal heat exchanger (121) and a second vehicle-internal heat exchanger (122), a first end of the first vehicle-internal heat exchanger (121) is connected to an outlet (111) of the compressor (110) and a first end of the second vehicle-internal heat exchanger (122) and a first end of the vehicle-external heat exchanger (130) are both connected to a second end of the first vehicle-internal heat exchanger (121). [7] Thermal management system (1) according to claim 6, wherein an inlet end of the first channel (410) is optionally connected to a second end of the vehicle-external heat exchanger (130) and the second end of the first vehicle-internal heat exchanger (121); an outlet end of the first channel (410) is optionally connected to the first end of the second vehicle-internal heat exchanger (122) and the first end of the vehicle-external heat exchanger (130); an inlet end of the second channel (420) is optionally connected to a second end of the second vehicle-internal heat exchanger (122) and the second end of the vehicle-external heat exchanger (130); and an outlet end of the second channel (420) is connected to an inlet of the compressor (110). [8] Thermal management system (1) according to claim 6 or 7, wherein, when the compressor (110) is in operation, the integrated valve (300) controls the refrigerant to flow through the vehicle-external heat exchanger (130) and to flow through the first vehicle-internal heat exchanger (121) and the second vehicle-internal heat exchanger (122); and if the vehicle-external heat exchanger (130) serves as a condenser, and the second vehicle-internal heat exchanger (122) serves as an evaporator; or if the vehicle-external heat exchanger (130) serves as an evaporator, at least one of the first vehicle-internal heat exchanger (121) and the second vehicle-internal heat exchanger (122) serves as a condenser. [9] Thermal management system (1) according to claim 7, wherein the integrated valve (300) has a valve housing (21) and the valve housing (21) has: a first interface (311), wherein the first interface (311) is connected to the second end of the first in-vehicle heat exchanger (121) and the first end of the first in-vehicle heat exchanger (121) is connected to the outlet (111) of the compressor (110); a second interface (312), wherein the second interface (312) is connected to the compressor inlet (110) via the second channel (420); a third interface (313) and a fourth interface (314), wherein the third interface (313) and the fourth interface (314) are each connected to the first end and the second end of the vehicle-external heat exchanger (130); a fifth interface (315) and a sixth interface (316), wherein the fifth interface (315) and the sixth interface (316) are each connected to the first end and the second end of the second in-vehicle heat exchanger (122); and a seventh interface (317) and an eighth interface (318), wherein the seventh interface (317) and the eighth interface (318) are each connected to the inlet end and the outlet end of the first channel (410); wherein the second interface (312) is optionally connected to one of the fourth interface (314) and the sixth interface (316), the seventh interface (317) is optionally connected to the other of the fourth interface (314) and the sixth interface (316), the first interface (311) is optionally connected to one of the third interface (313) and the fifth interface (315), and the eighth interface (318) is optionally connected to the other of the third interface (313) and the fifth interface (315). [10] Thermal management system (1) according to claim 9, wherein the thermal management system (1) has at least one air conditioning heating state and one air conditioning cooling state which are switchable; When the integrated valve (300) is in the air conditioning cooling state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the seventh interface (317), the eighth interface (318) is connected to the fifth interface (315), the sixth interface (316) is connected to the second interface (312), the second in-vehicle heat exchanger (122) serves as an evaporator, and the external heat exchanger (130) serves as a condenser; When the integrated valve (300) is in the air conditioning heating state, the first interface (311) is connected to the fifth interface (315), the sixth interface (316) is connected to the seventh interface (317), the eighth interface (318) is connected to the third interface (313), the fourth interface (314) is connected to the second interface (312), the first in-vehicle heat exchanger (121) and the second in-vehicle heat exchanger (122) serve as condensers, and the external heat exchanger (130) serves as an evaporator; and In both the air conditioning cooling state and the air conditioning heating state, the refrigerant in the second channel (420) of the recuperator (400) exchanges heat with the refrigerant in the first channel (410). [11] Thermal management system (1) according to claim 9 or 10, wherein the integrated valve (300) has at least one air conditioning dehumidification state and one air conditioning heating and defrosting state; When the integrated valve (300) is in the air conditioning dehumidification state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the seventh interface (317), the eighth interface (318) is connected to the fifth interface (315), the sixth interface (316) is connected to the second interface (312), the second in-vehicle heat exchanger (122) serves as an evaporator, and the external heat exchanger (130) and the first in-vehicle heat exchanger (121) serve as condensers; When the integrated valve (300) is in the air conditioning heating and defrosting state, the first interface (311) is connected to the fifth interface (315), the sixth interface (316) is connected to the seventh interface (317), the eighth interface (318) is connected to the third interface (313), the fourth interface (314) is connected to the second interface (312), the first in-vehicle heat exchanger (121) and the second in-vehicle heat exchanger (122) serve as condensers, and the external heat exchanger (130) serves as an evaporator; and In both the air conditioning dehumidification state and the air conditioning heating and defrosting state, the refrigerant in the second channel (420) of the recuperator (400) exchanges heat with the refrigerant in the first channel (410). [12] Thermal management system (1) according to one of claims 9 to 11, wherein the integrated valve (300) further comprises: a first on / off valve (321) inserted between the first interface (311) and the third interface (313); a second on / off valve (322) inserted between the fourth interface (314) and the seventh interface (317); a third on / off valve (323) inserted between the sixth interface (316) and the second interface (312); a fourth on / off valve (324) inserted between the first interface (311) and the fifth interface (315); a fifth on / off valve (325) inserted between the sixth interface (316) and the seventh interface (317); and a sixth on / off valve (326) which is inserted between the fourth interface (314) and the second interface (312). [13] Thermal management system (1) according to any one of claims 9 to 12, wherein the integrated valve (300) further comprises: a first throttle valve (330) inserted between the eighth interface (318) and the fifth interface (315); and a second throttle valve (331) inserted between the eighth interface (318) and the third interface (313); When the integrated valve (300) is in operation, one of the first throttle valves and the second throttle valve are open. [14] Thermal management system (1) according to any one of claims 2 to 13, further comprising: a gas-liquid separator (500) which is inserted between the outlet end of the second channel (420) and the inlet of the compressor (110). [15] Thermal management system (1) according to any one of claims 1 to 14, further comprising: a battery temperature control module (200), wherein the battery temperature control module (200) has an intermediate heat exchanger (230) and a battery heat exchanger (210) suitable for exchanging heat exchangers with a battery, wherein the intermediate heat exchanger (230) has a first heat exchanger channel (231) and a second heat exchanger channel (232) for mutual heat exchange, wherein the first heat exchanger channel (231) is connected to the refrigerant circuit of the air conditioning module (100) and the second heat exchanger channel (232) is connected to the battery heat exchanger (210) to form a temperature control circuit; wherein the recuperator (400) is configured to allow the refrigerant within the recuperator (400), which flows to the inlet (112) of the compressor (110), to undergo heat exchange in order to recover heat; and the integrated valve (300) controls the flow directions of the refrigerant in the refrigerant circuit to separately control the vehicle's internal heat exchanger (120), the vehicle's external heat exchanger (130) and the intermediate heat exchanger (230) to each serve as a condenser or an evaporator. [16] Thermal management system (1) according to claim 15, wherein the thermal management system (1) has at least one air conditioning cooling state, and when the thermal management system (1) is in the air conditioning cooling state, the refrigerant within the recuperator (400) flowing to the inlet (112) of the compressor (110) is subjected to heat exchange in order to recover heat. [17] Thermal management system (1) according to claim 15 or 16, wherein the thermal management system (1) has at least one air conditioning cooling state and one air conditioning heating state which are switchable, the vehicle's internal heat exchanger (120) performs cooling in the air conditioning cooling state, and the vehicle's internal heat exchanger (120) performs heating in the air conditioning heating state; and When the thermal management system (1) is in either the air conditioning cooling state or the air conditioning heating state, the refrigerant within the recuperator (400) flowing to the inlet (112) of the compressor (110) undergoes heat exchange to recover heat. [18] Thermal management system (1) according to any one of claims 15 to 17, wherein, while the compressor (110) is operating, the refrigerant within the recuperator (400) flowing to the inlet (112) of the compressor (110) is subjected to heat exchange in order to recover heat.[19] Thermal management system (1) according to any one of claims 15 to 18, wherein the recuperator (400) has a first channel (410) and a second channel (420) for mutual heat exchange; a first end of the first channel (410) is selectively connected to the second end of the vehicle-external heat exchanger (130), a second end of the vehicle-internal heat exchanger (120) and a second end of the intermediate heat exchanger (230); a second end of the first channel (410) is selectively connected to the first end of the vehicle-external heat exchanger (130), a first end of the vehicle-internal heat exchanger (120) and a first end of the intermediate heat exchanger (230); a first end of the second channel (420) is optionally connected to the second end of the vehicle external heat exchanger (130), the second end of the vehicle internal heat exchanger (120) and the second end of the intermediate heat exchanger (230);and a second end of the second channel (420) is connected to the inlet (112) of the compressor (110). [20] Thermal management system (1) according to one of claims 15 to 19, wherein, when the compressor (110) is in operation, the integrated valve (300) controls the refrigerant to flow through at least two from the vehicle internal heat exchanger (120), the vehicle external heat exchanger (130) and the intermediate heat exchanger (230), one of the at least two serving as a condenser and the other serving as an evaporator. [21] Thermal management system (1) according to any one of claims 15 to 20, wherein the integrated valve (300) comprises: a first interface (311) and a second interface (312), wherein the recuperator (400) has the first channel (410) and the second channel (420), the first interface (311) is connected to the outlet (111) of the compressor (110), the first end of the second channel is connected to the second interface (312), and the second end of the second channel (420) is connected to the inlet (112) of the compressor (110); a third interface (313) and a fourth interface (314), each connected to the two ends of the vehicle-external heat exchanger (130); a fifth interface (315) and a sixth interface (316), each connected to the two ends of the vehicle's internal heat exchanger (120); a seventh interface (317) and an eighth interface (318), each connected to the two ends of the intermediate heat exchanger (230); and a ninth interface (319) and a tenth interface (3110) connected to the two ends of the first channel (410); wherein the integrated valve (300) controls the first interface (311) to be optionally connected to at least one of the third interface (313), the fifth interface (315) and the seventh interface (317), controls the second interface (312) to be optionally connected to at least one of the fourth interface (314), the sixth interface (316) and the eighth interface (318), controls the ninth interface (319) to be optionally connected to at least one of the fourth interface (314), the sixth interface (316) and the eighth interface (318), and controls the tenth interface (3110) to be optionally connected to at least one of the third interface (313), the fifth interface (315) and the seventh interface (317). [22] Thermal management system (1) according to claim 21, wherein the thermal management system (1) has an air conditioning heating state and an air conditioning cooling state which are switchable; When the thermal management system (1) is in the air conditioning heating state, the first interface (311) is connected to the fifth interface (315), the sixth interface (316) is connected to the ninth interface (319), the tenth interface (3110) is connected to the third interface (313), the fourth interface (314) is connected to the second interface (312), the vehicle's internal heat exchanger (120) acts as a condenser, and the vehicle's external heat exchanger (130) acts as an evaporator; When the thermal management system (1) is in the air conditioning cooling state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the ninth interface (319), the tenth interface (3110) is connected to the fifth interface (315), the sixth interface (316) is connected to the second interface (312), the vehicle's internal heat exchanger (120) acts as an evaporator, and the vehicle's external heat exchanger (130) acts as a condenser; and In both the air conditioning cooling state and the air conditioning heating state, the refrigerant in the second channel (420) of the recuperator (400) exchanges heat with the refrigerant in the first channel (410). [23] Thermal management system (1) according to claim 21 or 22, wherein the thermal management system (1) comprises at least one air conditioning heating and defrosting state and an air conditioning dehumidification state; When the thermal management system (1) is in the air conditioning heating and defrosting state, the first interface (311) is connected to the fifth interface (315), the sixth interface (316) is connected to the ninth interface (319), the tenth interface (3110) is connected to the third interface (313), the fourth interface (314) is connected to the second interface (312), the vehicle's internal heat exchanger (120) acts as a condenser, and the vehicle's external heat exchanger (130) acts as an evaporator; When the thermal management system (1) is in the air conditioning dehumidification state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the ninth interface (319), the tenth interface (3110) is connected to the fifth interface (315), the sixth interface (316) is connected to the second interface (312), the vehicle's internal heat exchanger (120) acts as an evaporator, and the vehicle's external heat exchanger (130) acts as a condenser; and In both the air conditioning heating and defrosting state and the air conditioning dehumidification state, the refrigerant in the second channel (420) of the recuperator (400) exchanges heat with the refrigerant in the first channel (410). [24] Thermal management system (1) according to any one of claims 21 to 23, wherein the thermal management system (1) has at least one battery heating state and one battery cooling state; When the thermal management system (1) is in the battery heating state, the first interface (311) is connected to the seventh interface (317), the eighth interface (318) is connected to the ninth interface (319), the tenth interface (3110) is connected to the third interface (313), the fourth interface (314) is connected to the second interface (312), the intermediate heat exchanger (230) acts as a condenser, and the vehicle-external heat exchanger (130) acts as an evaporator; When the thermal management system (1) is in the battery cooling state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the ninth interface (319), the tenth interface (3110) is connected to the seventh interface (317), the eighth interface (318) is connected to the second interface (312), the battery heat exchanger (210) acts as an evaporator, and the vehicle-external heat exchanger (130) acts as a condenser; and In both the battery heating state and the battery cooling state, the refrigerant in the second channel (420) of the recuperator (400) exchanges heat with the refrigerant in the first channel (410). [25] Thermal management system (1) according to one of claims 21 to 24, wherein the thermal management system (1) comprises at least one of a first air conditioning heating and battery cooling state, a first air conditioning cooling and battery heating state, an air conditioning heating and battery heating state and an air conditioning cooling and battery cooling state; When the thermal management system (1) is in the first air conditioning heating and battery cooling state, the first interface (311) is connected to the fifth interface (315), the sixth interface (316) is connected to the ninth interface (319), the tenth interface (3110) is connected to the seventh interface (317), the eighth interface (318) is connected to the second interface (312), the vehicle's internal heat exchanger (120) acts as a condenser, and the intermediate heat exchanger (230) acts as an evaporator; When the thermal management system (1) is in the first air conditioning cooling and battery heating state, the first interface (311) is connected to the seventh interface (317), the eighth interface (318) is connected to the ninth interface (319), the tenth interface (3110) is connected to the fifth interface (315), the sixth interface (316) is connected to the second interface (312), the vehicle's internal heat exchanger (120) serves as an evaporator, and the intermediate heat exchanger (230) serves as a condenser; When the thermal management system (1) is in the air conditioning heating and battery heating state, the first interface (311) is separately connected to the fifth interface (315) and the seventh interface (317), both the sixth interface (316) and the eighth interface (318) are connected to the ninth interface (319), the tenth interface (3110) is connected to the third interface (313), the fourth interface (314) is connected to the second interface (312), the vehicle's internal heat exchanger (120) and the intermediate heat exchanger (230) serve as condensers, and the vehicle's external heat exchanger (130) serves as an evaporator; When the thermal management system (1) is in the air conditioning cooling and battery cooling state, the first interface (311) is separately connected to the third interface (313), the fourth interface (314) is connected to the ninth interface (319), the tenth interface (3110) is connected to the fifth interface (315) and the seventh interface (317), both the sixth interface (316) and the eighth interface (318) are connected to the second interface (312), the vehicle's internal heat exchanger (120) and the intermediate heat exchanger (230) serve as evaporators, and the vehicle's external heat exchanger (130) serves as a condenser; and In all of the first air conditioning heating and battery cooling states, the first air conditioning cooling and battery heating state, the air conditioning heating and battery heating state and the air conditioning cooling and battery cooling state, the refrigerant in the second channel (420) of the recuperator (400) exchanges heat with the refrigerant in the first channel (410). [26] Thermal management system (1) according to claim 25, wherein the thermal management system (1) further comprises at least one second air conditioning heating and battery cooling state; when the thermal management system (1) is in the second air conditioning heating and battery cooling state, the first interface (311) is separately connected to the fifth interface (315), the sixth interface (316) is connected to the ninth interface (319), the tenth interface (3110) is connected to the third interface (313) and the seventh interface (317), both the fourth interface (314) and the eighth interface (318) are connected to the second interface (312), the vehicle-internal heat exchanger (120) serves as a condenser, and the vehicle-external heat exchanger (130) and the intermediate heat exchanger (230) serve as evaporators; and In the second air conditioning heating and battery cooling state, the refrigerant in the second channel (420) of the recuperator (400) performs heat exchange with the refrigerant in the first channel (410). [27] Thermal management system (1) according to claim 25 or 26, wherein the thermal management system (1) further comprises at least one second air conditioning cooling and battery heating state; when the thermal management system (1) is in the second air conditioning cooling and battery heating state, the first interface (311) is separately connected to the seventh interface (317) and the third interface (313), both the fourth interface (314) and the eighth interface (318) are connected to the ninth interface (319), the tenth interface (3110) is connected to the fifth interface (315), the sixth interface (316) is connected to the second interface (312), the vehicle-internal heat exchanger (120) serves as an evaporator, and the vehicle-external heat exchanger (130) and the intermediate heat exchanger (230) serve as condensers; and In the second air conditioning cooling and battery heating state, the refrigerant in the second channel (420) of the recuperator (400) exchanges heat with the refrigerant in the first channel (410). [28] Thermal management system (1) according to one of claims 21 to 27, wherein the integrated valve (300) comprises: a first on / off valve (321) inserted between the first interface (311) and the third interface (313); a second on / off valve (322) inserted between the fourth interface (314) and the ninth interface (319); a third on / off valve (323) inserted between the sixth interface (316) and the second interface (312); a fourth on / off valve (324) inserted between the first interface (311) and the fifth interface (315); a fifth on / off valve (325) inserted between the sixth interface (316) and the ninth interface (319); a sixth on / off valve (326) inserted between the fourth interface (314) and the second interface (312); a seventh on / off valve (327) inserted between the eighth interface (318) and the second interface (312); an eighth on / off valve (328) inserted between the first interface (311) and the seventh interface (317); a ninth on / off valve (329) inserted between the ninth interface (319) and the eighth interface (318); a tenth on / off valve (3210) inserted between the tenth interface (3110) and the fifth interface (315); and an eleventh on / off valve (3211) inserted between the tenth interface (3110) and the seventh interface (317). [29] Thermal management system (1) according to one of claims 21 to 28, wherein the integrated valve (300) further comprises: a first throttle valve (330) inserted between the first interface (311) and the fifth interface (315) and between the fifth interface (315) and the tenth interface (3110); a second throttle valve (331) inserted between the tenth interface (3110) and the third interface (313); and a third throttle valve (332) inserted between the first interface (311) and the seventh interface (317) and between the tenth interface (3110) and the seventh interface (317). [30] Thermal management system (1) according to claim 28, wherein the vehicle-internal heat exchanger (120) comprises: a first vehicle-internal heat exchanger (121), wherein the integrated valve (300) has an eleventh interface (3111) and a twelfth interface (3112), wherein two ends of the first vehicle-internal heat exchanger (121) are each connected to the eleventh interface (3111) and the twelfth interface (3112), wherein the eleventh interface (3111) is optionally connected to the first interface (311) and the twelfth interface (3112) is optionally connected to the third interface (313) or the fifth interface (315); and a second vehicle-internal heat exchanger (122), wherein two ends of the second vehicle-internal heat exchanger (122) are each connected to the fifth interface (315) and the sixth interface (316); a twelfth on / off valve (3212) inserted between the twelfth interface (3112) and the fifth interface (315); the first on / off valve (321) which is inserted between the twelfth interface (3112) and the third interface (313); the fourth on / off valve (324), which is inserted between the first interface (311) and the eleventh interface (3111); and the first throttle valve (330) which is inserted between the twelfth interface (3112) and the fifth interface (315). [31] Thermal management system (1) according to any one of claims 1 to 30, further comprising: a battery temperature control module (200), wherein the battery temperature control module (200) comprises a battery heater (210) and a battery heat exchanger assembly (220), and the battery heat exchanger assembly (220) is separately connected to the battery heater (210) and the recuperator (400) to enable the battery heat exchanger assembly (220) to control the temperature of the battery through the climate control module (100) and the battery heater (210); wherein the recuperator (400) is configured to allow the refrigerant within the recuperator (400), which flows to the inlet (112) of the compressor (110), to undergo heat exchange in order to recover heat; and the integrated valve (300) controls the flow directions of the refrigerant in the refrigerant circuit to separately control the vehicle's internal heat exchanger (150), the vehicle's external heat exchanger (140) and the battery heat exchanger assembly (220) to each function as a condenser or an evaporator. [32] Thermal management system (1) according to claim 31, wherein the thermal management system (1) has at least one air conditioning cooling state, and when the thermal management system (1) is in the air conditioning cooling state, the refrigerant within the recuperator (400) flowing to the inlet (112) of the compressor (110) is subjected to heat exchange in order to recover heat. [33] Thermal management system (1) according to claim 31 or 32, wherein the thermal management system (1) has at least one air conditioning cooling state and one air conditioning heating state which are switchable; and when the thermal management system (1) is in the air conditioning cooling state and the air conditioning heating state, the refrigerant within the recuperator (400) which flows to the inlet (112) of the compressor (110) is subjected to heat exchange in order to recover heat. [34] Thermal management system (1) according to one of claims 31 to 33, wherein, while the compressor (110) is operated, the refrigerant within the recuperator (400) which flows to the inlet (112) of the compressor (110) is subjected to heat exchange in order to recover heat. [35] Thermal management system (1) according to any one of claims 31 to 34, wherein the battery heat exchanger arrangement (220) cools the battery through the air conditioning module (100); and the battery heat exchanger arrangement (220) heats the battery through the battery heater (210). [36] Thermal management system (1) according to any one of claims 31 to 35, wherein the battery heater (210) is an electric heater. [37] Thermal management system (1) according to one of claims 31 to 36, wherein the battery heat exchanger arrangement (220) further comprises: an intermediate heat exchanger (221) with a first heat transfer channel (222) and a second heat transfer channel (223) for mutual heat exchange, wherein the first heat transfer channel (222) is connected to the refrigerant circuit; and a battery heat exchanger (224) which is separately connected to the battery heater (210) and the intermediate heat exchanger (221); wherein the battery heat exchanger (224), the second heat transfer channel (223) and the battery heater (210) are connected in series to form a circuit, and the battery heat exchanger (224) is suitable for heat exchange with the battery. [38] Thermal management system (1) according to one of claims 31 to 37, wherein a channel of the battery heat exchanger arrangement (220) is connected to the refrigerant circuit, the battery heat exchanger arrangement (220) is suitable for heat exchange with the battery, and the battery heat exchanger arrangement (220) and the battery heater (210) are connected in series to form a circuit. [39] Thermal management system (1) according to one of claims 31 to 38, wherein the battery heat exchanger arrangement (220) has a third heat transfer channel and a fourth heat transfer channel, the third heat transfer channel is connected to the refrigerant circuit, the battery heat exchanger arrangement (220) is suitable for heat exchange with the battery, and the fourth heat transfer channel and the battery heater (210) are connected in series to form a circuit. [40] Thermal management system (1) according to any one of claims 31 to 39, wherein the vehicle-internal heat exchanger (150) comprises a first vehicle-internal heat exchanger (120) and a second vehicle-internal heat exchanger (130); and the integrated valve (300) is separately connected to the first vehicle-internal heat exchanger (120), the second vehicle-internal heat exchanger (130), the vehicle-external heat exchanger (140), the recuperator (400) and the battery heat exchanger arrangement (220). [41] Thermal management system (1) according to claim 40, wherein, when the compressor (110) is in operation, the integrated valve (300) controls the refrigerant to flow through at least two of the first in-vehicle heat exchanger (120), the external heat exchanger (140) and the battery heat exchanger assembly (220), one of the at least two serving as a condenser and the other serving as an evaporator; or when the compressor (110) is in operation, the integrated valve (300) controls the refrigerant to flow through at least two of the second in-vehicle heat exchanger (130), the external heat exchanger (140) and the battery heat exchanger assembly (220), one of the at least two serving as a condenser and the other serving as an evaporator. [42] Thermal management system (1) according to claim 40 or 41, wherein the recuperator (400) has a first channel (410) and a second channel (420) for mutual heat exchange; a first end of the first channel (410) is selectively connected to the second end of the vehicle-external heat exchanger (140), a second end of the first vehicle-internal heat exchanger (120) and a second end of the battery heat exchanger arrangement (220); a second end of the first channel (410) is selectively connected to the first end of the vehicle-external heat exchanger (140), a first end of the second vehicle-internal heat exchanger (130) and a first end of the battery heat exchanger arrangement (220); a first end of the second channel (420) is optionally connected to the second end of the vehicle-external heat exchanger (140), a second end of the second vehicle-internal heat exchanger (130) and the second end of the battery heat exchanger arrangement;and a second end of the second channel (420) is connected to the inlet (112) of the compressor (110). [43] Thermal management system (1) according to one of claims 40 to 42, wherein the integrated valve (300) comprises: a first interface (311) which is connected to a first end of the first in-vehicle heat exchanger (120), wherein the second end of the first in-vehicle heat exchanger (120) is connected to the outlet (111) of the compressor (110); a second interface (312) wherein the recuperator (400) has the first channel (410) and the second channel (420) for mutual heat exchange, wherein the first end of the second channel (420) is connected to the second interface (312) and the second end of the second channel (420) is connected to the inlet (112) of the compressor (110); a third interface (313) and a fourth interface (314), each connected to the two ends of the vehicle-external heat exchanger (140); a fifth interface (315) connected to the first end of the second in-vehicle heat exchanger (130), wherein the second end of the second in-vehicle heat exchanger (130) is connected to the first end of the second channel (420); a sixth interface (316) and a seventh interface (317), each connected to the two ends of the battery heat exchanger assembly (220); and an eighth interface (318) and a ninth interface (319), each connected to the two ends of the first channel (410); wherein the integrated valve (300) controls the second interface (312) to be optionally connected to at least one of the fourth interface (314) and the seventh interface (317), controls the third interface (313) to be optionally connected to at least one of the first interface (311) and the ninth interface (319), controls the fourth interface (314) to be optionally connected to at least one of the second interface (312) and the eighth interface (318), controls the fifth interface (315) to be optionally connected to the ninth interface (319), controls the sixth interface (316) to be optionally connected to the ninth interface (319), controls the seventh interface (317) to be optionally connected to the second interface (312), and controls the eighth interface (318) to be optionally connected to the first interface (311). [44] Thermal management system (1) according to claim 43, wherein the thermal management system (1) has an air conditioning heating state and an air conditioning cooling state which are switchable; when the thermal management system (1) is in the air conditioning heating state, the first interface (311) is connected to the eighth interface (318), the third interface (313) is connected to the ninth interface (319), the fourth interface (314) is connected to the second interface (312), the first in-vehicle heat exchanger (120) acts as a condenser, and the external heat exchanger (140) acts as an evaporator; when the thermal management system (1) is in the air conditioning cooling state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the eighth interface (318), the ninth interface (319) is connected to the fifth interface (315), the second in-vehicle heat exchanger (130) acts as an evaporator, and the external heat exchanger (140) acts as a condenser; and In both the air conditioning cooling state and the air conditioning heating state, the refrigerant in the second channel (420) of the recuperator (400) exchanges heat with the refrigerant in the first channel (410). [45] Thermal management system (1) according to claim 43 or 44, wherein the thermal management system (1) has at least one air conditioning heating and defrosting state and one air conditioning dehumidifying state; when the thermal management system (1) is in the air conditioning heating and defrosting state, the first interface (311) is connected to the eighth interface (318), the third interface (313) is connected to the ninth interface (319), the fourth interface (314) is connected to the second interface (312), the first in-vehicle heat exchanger (120) acts as a condenser and the external heat exchanger (140) acts as an evaporator; when the thermal management system (1) is in the air conditioning dehumidification state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the eighth interface (318), the ninth interface (319) is connected to the fifth interface (315), the second in-vehicle heat exchanger (130) acts as an evaporator, and the external heat exchanger (140) acts as a condenser; and In both the air conditioning heating and defrosting state and the air conditioning dehumidification state, the refrigerant in the second channel (420) of the recuperator (400) exchanges heat with the refrigerant in the first channel (410). [46] Thermal management system (1) according to any one of claims 43 to 15, wherein the thermal management system (1) has at least one battery heating state and one battery cooling state; when the thermal management system (1) is in the battery heating state, the battery heater (210) is switched on; when the thermal management system (1) is in the battery cooling state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the eighth interface (318), the ninth interface (319) is connected to the sixth interface (316), the seventh interface (317) is connected to the second interface (312), and the vehicle-external heat exchanger (140) acts as a condenser; and In the battery cooling state, the refrigerant in the second channel (420) of the recuperator (400) exchanges heat with the refrigerant in the first channel (410). [47] Thermal management system (1) according to any one of claims 43 to 46, wherein the thermal management system (1) comprises at least one of a first air conditioning heating and battery cooling state, an air conditioning cooling and battery heating state, an air conditioning heating and battery heating state and an air conditioning cooling and battery cooling state; when the thermal management system (1) is in the first air conditioning heating and battery cooling state, the first interface (311) is connected to the eighth interface (318), the ninth interface (319) is separately connected to the third interface (313) and the sixth interface (316), the second interface (312) is separately connected to the fourth interface (314) and the seventh interface (317), the first in-vehicle heat exchanger (120) acts as a condenser, and the battery heat exchanger assembly (220) and the external heat exchanger act as evaporators; when the thermal management system (1) is in the air conditioning cooling and battery heating state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the eighth interface (318), the ninth interface (319) is connected to the fifth interface (315), the vehicle-external heat exchanger (140) acts as a condenser, the second vehicle-internal heat exchanger (130) acts as an evaporator, and the battery heater (210) is switched on; when the thermal management system (1) is in the air conditioning heating and battery heating state, the first interface (311) is connected to the eighth interface (318), the ninth interface (319) is connected to the third interface (313), the fourth interface (314) is connected to the second interface (312), the first in-vehicle heat exchanger (120) is acting as a condenser, the external heat exchanger (140) is acting as an evaporator, and the battery heater (210) is switched on; when the thermal management system (1) is in the air conditioning cooling and battery cooling state, the first interface (311) is connected to the third interface (313), the fourth interface (314) is connected to the eighth interface (318), the ninth interface (319) is connected separately to the fifth interface (315) and the sixth interface (316), the second interface (312) is connected to the seventh interface (317), the second in-vehicle heat exchanger (130) and the battery heat exchanger assembly (220) act as evaporators, and the external heat exchanger (140) acts as a condenser; and in all of the first air conditioning heating and battery cooling state, the air conditioning cooling and battery heating state, the air conditioning heating and battery heating state and the air conditioning cooling and battery cooling state, the refrigerant in the second channel (420) of the recuperator (400) performs heat exchange with the refrigerant in the first channel (410). [48] ​​Thermal management system (1) according to claim 47, wherein the thermal management system (1) further comprises at least one second air conditioning heating and battery cooling state; when the thermal management system (1) is in the second air conditioning heating and battery cooling state, the first interface (311) is connected to the eighth interface (318), the ninth interface (319) is connected to the sixth interface (316), the second interface (312) is connected to the seventh interface (317), the first in-vehicle heat exchanger (120) serves as a condenser, and the battery heat exchanger assembly (220) serves as an evaporator; and In the second air conditioning heating and battery cooling state, the refrigerant in the second channel (420) of the recuperator (400) performs heat exchange with the refrigerant in the first channel (410). [49] Thermal management system (1) according to any one of claims 43 to 48, wherein the integrated valve (300) comprises: a first on / off valve (321) inserted between the first interface (311) and the third interface (313); a second on / off valve (322) inserted between the fourth interface (314) and the eighth interface (318); a third on / off valve (323) inserted between the fourth interface (314) and the second interface (312); a fourth on / off valve (324) inserted between the second interface (312) and the seventh interface (317); a fifth on / off valve (325) inserted between the eighth interface (318) and the first interface (311); and a sixth on / off valve (326) inserted between the eighth interface (318) and the seventh interface (317). [50] Thermal management system (1) according to any one of claims 43 to 49, wherein the integrated valve (300) further comprises: a first throttle valve (330) inserted between the ninth interface (319) and the fifth interface (315); a second throttle valve (331) inserted between the sixth interface (316) and the ninth interface (319); and a third throttle valve (332) inserted between the ninth interface (319) and the third interface (313). [51] Thermal management system (1) according to claim 49, wherein the integrated valve (300) further comprises: a tenth interface (3110) and an eleventh interface (3111), wherein the tenth interface (3110) is optionally connected to at least the first interface (311) or the ninth interface (319) and the eleventh interface (3111) is separately connected to the tenth interface (3110) and the third interface (313); wherein the first on / off valve (321) is inserted between the first interface (311) and the tenth interface (3110) and the third throttle valve (332) is inserted between the ninth interface (319) and the tenth interface (3110). [52] Vehicle comprising the thermal management system (1) according to any one of claims 1 to 51.

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