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 a battery temperature control module (200). The air conditioning module (100) includes a compressor (110), an in-vehicle heat exchanger (150), an external heat exchanger (160), and a recuperator (400) connected to form a refrigerant circuit. The recuperator (400) is configured to allow a refrigerant within the recuperator (400), flowing to an inlet of the compressor (110), to undergo heat exchange in order to recover heat. The battery temperature control module (200) is connected in the refrigerant circuit of the air conditioning module (100) to control the temperature of a battery through the air conditioning module (100).

Description

CROSS-REFERENCE TO RELATED REGISTRATIONS

[0001] The present disclosure claims priorities of Chinese patent application No. 202310534428.3, filed on May 11, 2023 with the Chinese National Intellectual Property Administration and entitled “THERMOMANAGEMENT SYSTEM AND VEHICLE THEREBY”, and of Chinese patent application No. 202310531792.4, filed on May 11, 2023 with the Chinese National Intellectual Property Administration and entitled “THERMOMANAGEMENT SYSTEM AND VEHICLE THEREBY”, 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 technical field, a thermal management system generally comprises an air conditioning module and a battery temperature control module. The air conditioning module can exchange heat with the battery temperature control module to heat or cool the battery. However, due to an improperly arranged structure of the thermal management system in this related technical field, the system exhibits low energy utilization and poor heat exchange efficiency for the battery, resulting in a slow battery temperature rise and slow heat dissipation. Consequently, the battery cannot heat up quickly, and heat cannot be dissipated from the battery in a timely manner. SUMMARY

[0004] It is therefore an objective of the present disclosure to solve at least one prior art technical problem. One objective is to propose a thermal management system that not only enables an air conditioning module to exchange heat with a battery temperature control module, but also offers advantages such as high energy utilization and high thermal efficiency.

[0005] The present disclosure further proposes a vehicle with the aforementioned thermal management system.

[0006] To achieve the aforementioned objective, a thermal management system according to an embodiment of a first aspect of the present disclosure is provided. The thermal management system comprises: an air conditioning module, wherein the air conditioning module includes a compressor, an in-vehicle heat exchanger, an external-vehicle heat exchanger, and a recuperator connected to form at least a section of a refrigerant circuit, and wherein the recuperator is configured to allow a refrigerant within the recuperator, flowing to an inlet of the compressor, to undergo heat exchange in order to recover heat; and a battery temperature control module, wherein the battery temperature control module is connected to the refrigerant circuit of the air conditioning module to control the temperature of a battery through the air conditioning module.

[0007] The thermal management system according to the embodiment of the present disclosure not only enables the air conditioning module to exchange heat with the battery temperature control module, but also has advantages such as high energy utilization and high battery heat exchange efficiency.

[0008] In some embodiments of the present disclosure, the battery temperature control module comprises a battery heat exchanger and the battery heat exchanger is capable of exchanging heat with a surface on at least one side of the battery.

[0009] In some embodiments of the present disclosure, the battery temperature control module comprises a plurality of battery heat exchangers, and the plurality of battery heat exchangers are each capable of exchanging heat with surfaces on different sides of the battery.

[0010] In some embodiments of the present disclosure, the plurality of battery heat exchangers comprises a first battery heat exchanger and a second battery heat exchanger. The first battery heat exchanger and the second battery heat exchanger are connected in parallel and are each capable of exchanging heat with surfaces on two sides that are opposite each other in a thickness direction of the battery.

[0011] 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.

[0012] 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 either 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.

[0013] 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.

[0014] 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. A first end of the first vehicle-integrated heat exchanger is connected to an outlet of the compressor, and a first end of the vehicle-external heat exchanger is connected to a second end of the first vehicle-integrated heat exchanger. The recuperator has a first channel and a second channel for mutual heat exchange.The first end of the first channel is optionally connected to the second end of the first internal vehicle heat exchanger and the second end of the external vehicle heat exchanger; the second end of the first channel is optionally connected to the first end of the second internal vehicle heat exchanger and the first end of the external vehicle heat exchanger; the first end of the second channel is optionally connected to the second end of the second internal vehicle heat exchanger and the second end of the external vehicle heat exchanger; and the second end of the second channel is connected to the compressor inlet. The battery temperature control module encompasses the majority of the battery heat exchangers.One end of the battery heat exchanger is optionally connected to the second end of the first channel and the compressor outlet, one end of the battery heat exchanger is optionally connected to the first end of the second channel and the first end of the first channel, and the majority of battery heat exchangers are suitable for exchanging heat with surfaces on different sides of the battery.

[0015] In some embodiments of the present disclosure, the thermal management system further comprises: a first on / off valve connected between the second end of the first vehicle-internal heat exchanger and the first end of the first channel; a second on / off valve connected between the second end of the vehicle-external heat exchanger and the first end of the high-pressure channel; a third on / off valve connected between the second end of the vehicle-external heat exchanger and the first end of the low-pressure channel; and a sixth on / off valve connected between the second end of the first vehicle-internal heat exchanger and the first end of the vehicle-external heat exchanger.

[0016] In some embodiments of the present disclosure, the thermal management system further comprises: a first throttle element connected between the second end of the first channel and the first end of the vehicle-external heat exchanger; and a second throttle element connected between the second end of the first channel and the first end of the second vehicle-internal heat exchanger.

[0017] 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, the first on / off valve and the third on / off valve are closed, and the second on / off valve and the sixth on / off valve are open. When the thermal management system is in the air conditioning heating state, the second on / off valve and the sixth on / off valve are closed, and the first on / off valve and the third on / off valve are open. In both the air conditioning cooling state and the air conditioning heating state, 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 thermal management system has at least one air conditioning heating and defrosting state and one dehumidifying state. When the thermal management system is in the air conditioning heating and defrosting state, the second and third on / off valves are closed, and the first and fourth on / off valves are open. When the thermal management system is in the dehumidifying state, the first and fourth on / off valves are closed, and the second and third on / off valves are open. In both the air conditioning heating and defrosting state and the dehumidifying state, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0019] In some embodiments of the present disclosure, the thermal management system further comprises: a fifth on / off valve connected between the second end of the battery heat exchanger and the first end of the first channel; a sixth on / off valve connected between the second end of the battery heat exchanger and the first end of the second channel; a seventh on / off valve connected between the compressor outlet and the first end of the battery heat exchanger; and an eighth on / off valve connected between the second end of the first channel and the first end of the battery heat exchanger.

[0020] In some embodiments of the present disclosure, the thermal management system further comprises: a plurality of third throttle pieces, wherein first ends of the plurality of third throttle pieces are connected to the first ends of the plurality of battery heat exchangers in a one-to-one mapping, and a second end of each third throttle piece is optionally connected to the second end of the first channel and the outlet of the compressor.

[0021] 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, second, third, sixth, and eighth on / off valves are closed, and the fourth, fifth, and seventh on / off valves are open. When the thermal management system is in the battery cooling state, the first, fourth, fifth, and seventh on / off valves are closed, and the second, third, sixth, and eighth on / off valves are open. In both the battery heating state and the battery cooling state, the refrigerant in the second channel of the recuperator exchanges heat with the refrigerant in the first channel.

[0022] 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 on / off valve, the fourth on / off valve, the fifth on / off valve, and the seventh on / off valve are closed, and the second on / off valve, the third on / off valve, the sixth on / off valve, and the eighth on / off valve are open.When the thermal management system is in the first air conditioning cooling and battery heating state, the first, second, third, fourth, sixth, and eighth on / off valves are closed, and the fifth and seventh on / off valves are open. When the thermal management system is in the air conditioning heating and battery heating state, the second, third, sixth, and eighth on / off valves are closed, and the first, fourth, fifth, and seventh on / off valves are open.When the thermal management system is in the air conditioning cooling and battery cooling state, the first, fourth, fifth, and seventh on / off valves are closed, and the second, third, sixth, and eighth on / off valves are open. In all states from the first air conditioning heating and battery cooling state, 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 of the recuperator exchanges heat with the refrigerant in the first channel.

[0023] In some embodiments of the present disclosure, the thermal management system 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 on / off valve, the fourth on / off valve, the sixth on / off valve, and the eighth on / off valve are closed, and the second on / off valve, the third on / off valve, the fifth on / off valve, and the seventh on / off valve are open. 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.

[0024] 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 second on / off valve, the third on / off valve, the fifth on / off valve, and the seventh on / off valve are closed, and the first on / off valve, the fourth on / off valve, the sixth on / off valve, and the eighth on / off valve are open. 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.

[0025] In some embodiments of the present disclosure, the thermal management system further comprises: a blower arranged on one side of the second vehicle-internal heat exchanger, facing away from the first vehicle-internal heat exchanger. The blower directs an airflow to pass successively through the second vehicle-internal heat exchanger and the first vehicle-internal heat exchanger.

[0026] In some embodiments of the present disclosure, the thermal management system further comprises an integrated valve. The integrated valve controls the flow directions of the refrigerant in the refrigerant circuit in order to separately control the vehicle's internal heat exchanger, the vehicle's external heat exchanger, and the battery heat exchanger to function as a condenser or an evaporator.

[0027] In some embodiments of the present disclosure, the vehicle-internal heat exchanger in the thermal management system comprises a first vehicle-internal heat exchanger and a second vehicle-internal heat exchanger. The integrated valve is separately connected to the compressor, the first vehicle-internal heat exchanger, the second vehicle-internal heat exchanger, the vehicle-external heat exchanger, the recuperator, and the battery heat exchanger.

[0028] In some embodiments of the present disclosure, the recuperator in the thermal management system has a first channel and a second channel for mutual heat exchange. A first end of the first channel is optionally connected to a 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. A second end of the first channel is optionally connected to a first end of the second vehicle-internal heat exchanger, a first end of the battery heat exchanger, and a first end of the vehicle-external heat exchanger. A first end of the second channel is connected to a second end of the second vehicle-internal heat exchanger, the second end of the battery heat exchanger, and the second end of the vehicle-external heat exchanger. A second end of the second channel is connected to the compressor inlet.

[0029] In some embodiments of the present disclosure, when the compressor is in operation, the integrated valve in the thermal management system controls the refrigerant to flow through at least two of the first in-vehicle heat exchangers, the external heat exchanger, and the battery heat exchanger, one of the at least two serving as a condenser and the other as an evaporator; or when the compressor is in operation, the integrated valve controls the refrigerant to flow through at least two of the second in-vehicle heat exchangers, the external heat exchanger, and the battery heat exchanger, one of the at least two serving as a condenser and the other as an evaporator.

[0030] In some embodiments of the present disclosure, the integrated valve in the thermal management system comprises: a first interface connected to a first end of the first vehicle-internal heat exchanger, wherein the second end of the first vehicle-internal heat exchanger is connected to the compressor outlet; a second interface, wherein the recuperator has a first channel and a second channel, wherein the first end of the second channel is connected to the second interface and the second end of the second channel is 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, wherein the second end of the second vehicle-internal heat exchanger is connected to the compressor inlet;a sixth interface and a seventh interface, each connected to the two ends of the battery heat exchanger; an eighth interface connected to the compressor outlet;and a ninth interface and a tenth interface, each connected to the two ends of the first channel. The integrated valve controls the second interface to be optionally connected to the fourth interface and / or the seventh interface, controls the third interface to be optionally connected to the first interface and / or the tenth interface, controls the fourth interface to be optionally connected to the second interface and / or the ninth interface, controls the fifth interface to be optionally connected to the tenth interface, controls the sixth interface to be optionally connected to the eighth interface and / or the tenth interface, and controls the seventh interface to be optionally connected to the second interface and / or the ninth interface.

[0031] 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 ninth interface, the tenth interface is connected to the third 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 ninth interface, the tenth 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.

[0032] In some embodiments of the present disclosure, the thermal management system has at least one air conditioning heating and defrosting state and a dehumidifying state. When the thermal management system is in the air conditioning heating and defrosting state, the first 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 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 dehumidification mode, the first interface is connected to the third, the fourth to the ninth, and the tenth to the fifth. The second internal heat exchanger acts as an evaporator, and the external heat exchanger acts as a condenser. In both the air conditioning heating and defrosting mode and the dehumidification mode, 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 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 sixth interface is connected to the eighth interface, the seventh interface is connected to the ninth interface, the tenth interface is connected to the third interface, the second interface is connected to the fourth interface, the battery 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 sixth, and the seventh to the second. The battery 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.

[0034] 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 connected to the ninth interface, the tenth interface is connected to the third or sixth interface, and the second interface is connected to the fourth or seventh interface. The first in-vehicle heat exchanger serves as a condenser, and the battery heat exchanger and the outside heat exchanger serve as evaporators.When the thermal management system is in the first air conditioning cooling and battery heating state, the first interface is connected to the third interface, the sixth interface is connected to the eighth interface, the fifth interface is connected to the tenth interface, the ninth interface is separately connected to the fourth and seventh interfaces, the second in-vehicle heat exchanger serves as an evaporator, and the battery heat exchanger and the external vehicle heat exchanger serve as condensers.When the thermal management system is in the air conditioning heating and battery heating state, the first interface and the seventh interface are separately connected to the ninth interface, the tenth interface is connected to the third interface, the sixth interface is connected to the eighth interface, the fourth interface is connected to the second interface, the first in-vehicle heat exchanger and the battery heat exchanger serve as condensers, and the external vehicle 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 connected to the third interface, the fourth interface is connected to the ninth interface, the tenth interface is separately connected to the fifth and sixth interfaces, the second interface is connected to the seventh interface, the second in-vehicle heat exchanger and the battery heat exchanger act as evaporators, and the 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.

[0035] 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 ninth interface, the tenth interface is connected to the sixth interface, the second interface is connected to the seventh interface, the first in-vehicle heat exchanger serves as a condenser, and the battery heat exchanger serves 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.

[0036] In some embodiments of the present disclosure, the thermal management system 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 sixth interface is connected to the eighth interface, the seventh interface is connected to the ninth interface, the tenth interface is connected to the fifth interface, the second in-vehicle heat exchanger serves as an evaporator, and the battery heat exchanger serves as a condenser. 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.

[0037] In some embodiments of the present disclosure, the integrated valve in the thermal management system comprises: a first on / off valve connected between the first interface and the third interface; a second on / off valve connected between the fourth interface and the ninth interface; a third on / off valve connected between the fourth interface and the second interface; a fourth on / off valve connected between the second interface and the seventh interface; a fifth on / off valve connected between the eighth interface and the compressor outlet; a sixth on / off valve connected between the ninth interface and the first interface; and a seventh on / off valve connected between the ninth interface and the seventh interface.

[0038] In some embodiments of the present disclosure, the integrated valve in the thermal management system further comprises: a first throttle element connected between the tenth interface and the fifth interface; a second throttle element connected between the sixth interface and the tenth interface; and a third throttle element connected between the tenth interface and the third interface.

[0039] In some embodiments of the present disclosure, a plurality of sixth interfaces are provided in the thermal management system and comprise a first partial interface and a second partial interface, wherein the first partial interface is connected to the first end of one of the plurality of battery heat exchangers and the second partial interface is connected to the first end of another of the plurality of battery heat exchangers; and a plurality of second throttles are provided and comprise a first throttle section and a second throttle section, wherein the first throttle section is connected between the tenth interface and the first partial interface and the second throttle section is connected between the tenth interface and the second partial interface.

[0040] In some embodiments of the present disclosure, the integrated valve in the thermal management system further comprises: an eleventh interface and a twelfth interface. The eleventh interface is optionally connected to the first interface and / or the tenth interface, and the twelfth interface is separately connected to the eleventh interface and the third interface. The first on / off valve is inserted between the first interface and the eleventh interface, and the third throttle is inserted between the tenth interface and the eleventh interface.

[0041] A vehicle is provided according to an embodiment in a second aspect of the present disclosure and includes the thermal management system in one of the embodiments according to the first aspect of the present disclosure.

[0042] By using the thermal management system in one of the embodiments according to the first aspect of the present disclosure, the vehicle in the embodiment of the second aspect of the present disclosure not only enables the air conditioning module to exchange heat with the battery temperature control module, but also has advantages such as high energy utilization and high thermal efficiency.

[0043] Additional aspects and advantages of this application are partly specified in the following description and partly evident from the following description or can be derived from the practice of this application. BRIEF DESCRIPTION OF THE FIGURES

[0044] The foregoing and / or additional aspects and advantages of the present disclosure will become apparent and easily understandable 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 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 of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 4 is a schematic representation of a battery heating state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 5 is a schematic representation of a battery cooling state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 6 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 7 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 8 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 9 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 10 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 11 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 12 is a schematic representation of a thermal management system according to a further embodiment of the present disclosure; Fig. Figure 13 is a schematic representation of a thermal management system according to yet another embodiment of the present disclosure; Fig. Figure 14 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 15 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 16 is a schematic representation of a battery heating state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 17 is a schematic representation of a battery cooling state of a thermal management system according to an embodiment of the present disclosure; Fig. Figure 18 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 19 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 20 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 21 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 22 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 23 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; and Fig. Figure 24 is a block diagram of a vehicle according to an embodiment of the present disclosure. Reference symbol:

[0045] 2: Vehicle 1: Thermal management system 100: Air conditioning module; 110: Compressor; 111: Outlet; 112: Inlet; 120: First internal vehicle heat exchanger; 130: Second internal vehicle heat exchanger; 140: External vehicle heat exchanger; 150: Internal vehicle heat exchanger; 400: recuperator; 410: first channel; 420: second channel; 200: Battery temperature control module; 210: Battery heat exchanger; 211: First battery heat exchanger; 212: Second battery heat exchanger; 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; 330: first throttle piece; 331: second throttle piece; 3311: first throttle section; 3312: second throttle section; 332: third throttle piece; 300: integrated valve; 311: first interface; 312: second interface; 313: third interface; 314: fourth interface; 315: fifth interface; 316: sixth interface; 3161: first partial interface; 3162: second partial interface; 317: seventh interface; 318: eighth interface; 319: ninth interface; 3110: tenth interface; 3111: eleventh interface; 3112: twelfth interface; 600: Blower; 500: Gas-liquid separator. DESCRIPTION OF EXECUTION FORMS

[0046] Embodiments of the present disclosure are described in detail below, and examples of these embodiments are shown in the accompanying drawings, wherein identical or similar reference numerals throughout the description denote identical or similar elements or elements with identical or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and serve only to illustrate the present disclosure, but should not be construed as limiting the present disclosure.

[0047] In the description of the present disclosure, it is understood that terms such as "middle", "longitudinal", "transverse", "length", "width", "thickness", "top", "bottom", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside ... "outside", "axial", "radial" and "circumferential" are based on the directions or positional relationships shown in the accompanying drawings and serve only to describe and simplify the present disclosure, but do not serve to indicate or imply that a specified device or element is to have or be designed in a particular direction and be operated in a particular direction, and should therefore not be interpreted as a limitation of the present disclosure.

[0048] In the description of the present disclosure, the terms “first feature” and “second feature” may encompass one or more of the features.

[0049] In the description of the present revelation, “a plurality of” means two or more and “several” means one or more.

[0050] A thermal management system 1 according to an embodiment of the present disclosure is below described with reference to Fig. 1 to Fig. 23 described.

[0051] As in Fig. 1 to Fig. As shown in Figure 23, the thermal management system 1 according to the embodiment of the present disclosure comprises an air conditioning module 100 and a battery temperature control module 200.

[0052] As in Fig. 1 to Fig. As shown in Figure 23, the air conditioning module 100 comprises a compressor 110, an in-vehicle heat exchanger 150, an external heat exchanger 140, and a recuperator 400. The compressor 110, the in-vehicle heat exchanger 150, the external heat exchanger 140, and the recuperator 400 are connected to form at least one section of a refrigerant circuit (for example, to form the refrigerant circuit). The recuperator 400 is configured to allow a refrigerant within the recuperator 400, flowing to an inlet 112 of the compressor 110, to undergo heat exchange in order to recover heat, and the battery temperature control module 200 is connected to the refrigerant circuit of the air conditioning module 100 to control the temperature of a battery through the air conditioning module 100.

[0053] Additionally, in this embodiment of the present disclosure, the refrigerant in the air conditioning module 100 of the thermal management system 1 can be carbon dioxide (CO2). The thermal 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 optionally, a water pump can be arranged in the battery temperature control module 200. The water pump 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.

[0054] It should be noted that in Fig. 1 to Fig. 23 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.

[0055] According to the thermal management system 1 in the embodiment of the present disclosure, the air conditioning module 100 comprises the compressor 110, the vehicle-internal heat exchanger 150, the vehicle-external heat exchanger 140, and the recuperator 400, which are connected to form at least one section of the refrigerant circuit (for example, to form the refrigerant circuit), and the recuperator 400 is configured to allow the refrigerant within the recuperator 400, which flows to the inlet 112 of the compressor 100, to undergo heat exchange in order to recover heat. In this way, when the air conditioning module 100 performs heating within a vehicle, a high-temperature and high-pressure refrigerant flowing from the compressor 110 can flow successively through the vehicle-internal heat exchanger 150 and the vehicle-external heat exchanger 140.The refrigerant can first flow through the vehicle's internal heat exchanger 150, transferring heat to the vehicle's interior through the internal heat exchanger 150 to raise the temperature inside the vehicle, and then flow back to the compressor 110 after absorbing heat from the vehicle's exterior through the vehicle's external heat exchanger 140. When the air conditioning module 100 performs cooling inside the vehicle, the high-temperature, high-pressure refrigerant flowing from the compressor 110 can flow sequentially through the vehicle's external heat exchanger 140 and the vehicle's internal heat exchanger 150.The refrigerant can first flow through the vehicle's external heat exchanger 140, transfer heat to the outside of the vehicle through the vehicle's external heat exchanger 140 to reduce the temperature of the refrigerant, flow through the vehicle's internal heat exchanger 150, and then flow back to the compressor after heat has been absorbed from the inside of the vehicle through the vehicle's internal heat exchanger 150 to reduce the temperature inside the vehicle.

[0056] Additionally, 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 150 or the vehicle's external heat exchanger 140, a second end of the channel can be connected to the vehicle's internal heat exchanger 150 or the vehicle's external heat exchanger 140, a first end of another channel of the recuperator 400 can be connected to the vehicle's internal heat exchanger 150 or the vehicle's external heat exchanger 140, and a second end of the channel can be connected to the inlet 112 of the compressor 110.

[0057] 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 through the vehicle's external heat exchanger 140 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, which helps to reduce energy loss from the thermal management system 1 and further improves energy utilization.

[0058] Furthermore, the battery temperature control module 200 is connected to the refrigerant circuit of the air conditioning module 100 to control the battery temperature via the air conditioning module 100. In this way, the high-temperature, high-pressure refrigerant flowing from the compressor 110 can flow directly to the battery temperature control module 200 through an outlet 111, allowing heat to be transferred to the battery temperature control module 200 by the high-temperature refrigerant flowing from the compressor 110 to warm the battery and increase its temperature, thereby improving the vehicle's charging and discharging performance; or the refrigerant flows to the battery temperature control module 200 after being cooled by the vehicle's external heat exchanger 140 and the recuperator 400, allowing the battery temperature control module 200 to absorb the heat from the battery and reduce its temperature.This prevents the battery temperature from becoming excessively high, improves the electrical safety of the battery, and further improves control over the battery temperature to enhance battery protection, thereby improving the vehicle's effective mileage.

[0059] Additionally, the air conditioning module 100, which uses carbon dioxide as the refrigerant, differs from an air conditioning module that uses a conventional, state-of-the-art refrigerant and belongs to a transcritical cycle. During a phase in which 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. Instead, there is only a sensible heat release process to lower the temperature of the 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 that 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 an outlet of an 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.

[0060] In this way, the thermal management system 1 according to the embodiment of the present disclosure not only enables the air conditioning module 100 to exchange heat with the battery temperature control module 200, but also has advantages such as high energy utilization and high battery heat exchange efficiency.

[0061] In some specific embodiments of the present disclosure, as in Fig. 13 to Fig. As shown in Figure 23, the air conditioning module 100 further comprises an integrated valve 300. The integrated valve 300 controls the flow directions of the refrigerant in the refrigerant circuit in order to control the vehicle's internal heat exchanger 150, the vehicle's external heat exchanger 140 and the battery heat exchanger 210 separately to serve as a condenser or an evaporator.

[0062] 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 150 and then through the vehicle's external heat exchanger 140. This allows heat to be transferred first to the interior of the vehicle via the internal heat exchanger 150 to raise the temperature inside the vehicle, and then heat to be absorbed from the exterior of the vehicle via the external heat exchanger 140. In this case, the vehicle's internal heat exchanger 150 acts as a condenser and the vehicle's external heat exchanger 140 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 140 and then through the internal heat exchanger 150. This allows heat to be released to the outside of the vehicle first through the external heat exchanger 140, and then absorbed from the interior of the vehicle by the internal heat exchanger 150 to reduce the temperature inside the vehicle. In this case, the external heat exchanger 140 acts as a condenser and the internal heat exchanger 150 acts as an evaporator.

[0063] If it is necessary to heat the battery, the integrated valve 300 can control the refrigerant to flow first through the battery heat exchanger 210 and then through the vehicle-external heat exchanger 140. This allows heat to be transferred to the battery first via the battery heat exchanger 210 to raise the battery temperature, and then heat from the outside of the vehicle is absorbed by the vehicle-external heat exchanger 140. In this case, the battery heat exchanger 210 acts as a condenser and the vehicle-external heat exchanger 140 acts as an evaporator.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 140 and then through the battery heat exchanger 210. This allows heat to be dissipated to the outside of the vehicle first through the vehicle-external heat exchanger 140 to reduce the temperature of the refrigerant, and then the refrigerant to absorb heat from the battery through the battery heat exchanger 210 to further reduce the battery temperature. In this case, the vehicle-external heat exchanger 140 acts as a condenser and the battery heat exchanger 210 acts as an evaporator.

[0064] 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 loss 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.

[0065] In some embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 23, the battery temperature control module 200 includes at least one battery heat exchanger 210 capable of exchanging heat with the battery. The battery heat exchanger 210 is connected to the refrigerant circuit of the air conditioning module 100 to control the battery temperature via the air conditioning module 100. In this way, the refrigerant in the refrigerant circuit can be used to exchange heat with the battery heat exchanger 210, allowing the air conditioning module 100 to perform heating for the battery temperature control module 200 to increase the battery temperature, thereby improving the vehicle's charging and discharging performance; or the air conditioning module 100 can perform cooling for the battery heat exchanger 210 to decrease the battery temperature.This prevents the battery temperature from becoming excessively high, improves the battery's electrical safety, and further enhances battery temperature control to improve battery protection, thereby increasing the vehicle's effective range. Additionally, the climate control module 100 can directly exchange heat with the battery via at least one battery heat exchanger 210 to directly heat or cool the battery, resulting in higher heat exchange efficiency and a simpler battery heat exchanger 210 design.Furthermore, the at least one battery heat exchanger 210 can exchange heat with surfaces on different sides of the battery. That is, the at least one battery heat exchanger 210 can be aligned with surfaces on different sides of the battery to increase the contact area between the battery heat exchanger 210 and the battery, thus making the heat exchange between the battery and the battery heat exchanger 210 more uniform. This allows the at least one battery heat exchanger 210 to exchange heat with different parts of the battery simultaneously. This contributes to improving the efficiency of the heat exchange between the battery heat exchanger 210 and the battery, enabling the battery temperature to rise quickly under low ambient temperature operating conditions. This allows the battery to deliver power normally and improves the vehicle's range.Therefore, in embodiments of the present disclosure, the vehicle can normally operate under a low ambient temperature (for example, the ambient temperature is not higher than -15°C). Additionally, when the battery is undergoing a fast-charging process, a plurality of battery heat exchangers 210 can dissipate heat from the battery in a timely manner, thus preventing the battery temperature from becoming excessively high and improving charging safety.

[0066] In some specific embodiments of the present disclosure, the battery temperature control module 200 comprises a battery heat exchanger 210. The battery heat exchanger 210 is suitable for exchanging heat with a surface on at least one side of the battery. For example, the battery heat exchanger 210 can exchange heat with a surface on one side of the battery, or the battery heat exchanger 210 can be in a curved shape to exchange heat with surfaces on a plurality of sides of the battery.

[0067] In some other specific embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 23, the battery temperature control module 200 comprises a plurality of battery heat exchangers 210. The plurality of battery heat exchangers 210 are each capable of exchanging heat with surfaces on different sides of the battery. Although two battery heat exchangers 210 are in Fig. 1 to Fig. As 22 are shown, it is understood that a different number of battery heat exchangers 210 can be provided upon request.

[0068] In other words, the multiple battery heat exchangers 210 can each be adapted to surfaces on different sides of the battery to provide more contact areas between the battery heat exchangers 210 and the battery. This results in a more uniform heat exchange between the battery and the multiple battery heat exchangers 210, and allows the multiple battery heat exchangers 210 to exchange heat with different parts of the battery simultaneously. This helps to improve the efficiency of the heat exchange between the battery heat exchangers 210 and the battery, enabling the battery temperature to rise quickly under low ambient temperature operating conditions. This allows the battery to deliver power normally and improves the vehicle's range.Therefore, in embodiments of the present disclosure, the vehicle can normally operate under a low ambient temperature (for example, the ambient temperature is not higher than -15°C). Additionally, when the battery is undergoing a fast-charging process, the majority of battery heat exchangers 210 can dissipate heat from the battery in a timely manner, thus preventing the battery temperature from becoming excessively high and improving charging safety.

[0069] In some embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 23, the majority of battery heat exchangers 210 comprise a first battery heat exchanger 211 and a second battery heat exchanger 212. For example, as shown in Fig. 1 to Fig. Figure 23 shows the first battery heat exchanger 211 and the second battery heat exchanger 212 connected in parallel. The first battery heat exchanger 211 and the second battery heat exchanger 212 are each capable of exchanging heat with surfaces on two sides that are opposite each other in the thickness direction of the battery. In this way, the first battery heat exchanger 211 can be in contact with a surface on one side of the battery in the thickness direction, allowing the battery to exchange heat with the first battery heat exchanger 211; and the second battery heat exchanger 212 can be in contact with a surface on the other side of the battery in the thickness direction, allowing the battery to exchange heat with the second battery heat exchanger 212 as well. Additionally, the surfaces on the two sides that are opposite each other in the thickness direction of the battery typically have large areas.Such an arrangement can further improve the contact surfaces between the battery and the majority of battery heat exchangers 210 with a higher heat exchange efficiency, thereby further improving the heating rate and cooling rate of the battery.

[0070] In some specific embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 23, 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 110, 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.

[0071] Furthermore, as in Fig. 1 to Fig. As shown in Figure 23, the thermal management system 1 has at least one air conditioning cooling state and one air conditioning heating state, which are switchable. 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, which flows to the inlet 112 of the compressor 110, undergoes heat exchange to recover heat. For example, in the air conditioning cooling state, the vehicle's internal heat exchanger 150 performs cooling; and in the air conditioning heating state, the vehicle's internal heat exchanger 150 performs heating.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.

[0072] Furthermore, as long as the compressor 110 is operating, the refrigerant within the recuperator 2400, 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. Additionally, 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 to reduce harmful overheating. In some embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 12, the vehicle-internal heat exchanger 150 comprises a first vehicle-internal heat exchanger 120 and a second vehicle-internal heat exchanger 130.

[0073] In particular, as in Fig. 1 to Fig. Figure 12 shows that a first end of the first vehicle-internal heat exchanger 120 is connected to the outlet 111 of the compressor 110, a first end of the vehicle-external heat exchanger 140 is connected to a second end of the first vehicle-internal heat exchanger 120, and the recuperator 400 has a first channel 410 and a second channel 420 for mutual heat exchange. 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 is a high-pressure channel 410 and the second channel 420 is a low-pressure channel 420. A first end of the high-pressure channel 410 is optionally connected to the second end of the first vehicle-internal heat exchanger 120 and a second end of the vehicle-external heat exchanger 140.A second end of the high-pressure channel 410 is optionally connected to a first end of the second internal vehicle heat exchanger 130 and the first end of the external vehicle heat exchanger 140. A first end of the low-pressure channel 420 is optionally connected to a second end of the second internal vehicle heat exchanger 130 and the second end of the external vehicle heat exchanger 140. A second end of the low-pressure channel 420 is connected to the inlet 112 of the compressor 110. The battery temperature control module 200 comprises the majority of battery heat exchangers 210. A first end of the battery heat exchanger 210 is optionally connected to the second end of the high-pressure channel 410 and the outlet 111 of the compressor 110. A second end of the battery heat exchanger 210 is optionally connected to the first end of the high-pressure channel 420 and the first end of the high-pressure channel 410.The majority of battery heat exchangers 210 are suitable for exchanging heat with surfaces on different sides of the battery.

[0074] A gas-liquid separator 500 can be arranged between the second end of the low-pressure duct 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. The coolant used in the battery temperature control module can be water.

[0075] Additionally, the fact that the first end of the high-pressure channel 410 is optionally connected to the second end of the first internal vehicle heat exchanger 120 and the second end of the external vehicle heat exchanger 140 means that: the first end of the high-pressure channel 410 is optionally connected to the second end of the first internal vehicle heat exchanger 120 and the first end of the high-pressure channel 410 is optionally connected to the second end of the external vehicle heat exchanger 140. In other words, the first end of the high-pressure channel 410, whether connected to the second end of the first internal vehicle heat exchanger 120 or not, and the first end of the high-pressure channel 410, whether connected to the second end of the external vehicle heat exchanger 140 or not, do not affect each other.

[0076] The second end of the high-pressure channel 410, which is optionally connected to the first end of the second internal vehicle heat exchanger 130 and the first end of the external vehicle heat exchanger 140, means that: the second end of the high-pressure channel 410 is optionally connected to the first end of the second internal vehicle heat exchanger 130 and the second end of the high-pressure channel 410 is optionally connected to the first end of the external vehicle heat exchanger 140. In other words, the second end of the high-pressure channel 410, whether connected to the first end of the second internal vehicle heat exchanger 130 or not, and the second end of the high-pressure channel 410, whether connected to the first end of the external vehicle heat exchanger 140 or not, do not affect each other.

[0077] The first end of the low-pressure channel 420, which is optionally connected to the second end of the second internal vehicle heat exchanger 130 and the second end of the external vehicle heat exchanger 140, means that: the first end of the low-pressure channel 420 is optionally connected to the second end of the second internal vehicle heat exchanger 130 and the first end of the low-pressure channel 420 is optionally connected to the second end of the external vehicle heat exchanger 140. In other words, the first end of the low-pressure channel 420, which is optionally connected to the second end of the second internal vehicle heat exchanger 130 or not connected, and the first end of the low-pressure channel 420, which is optionally connected to the second end of the external vehicle heat exchanger 140 or not connected, do not affect each other.

[0078] The first end of the battery heat exchanger 310, which is optionally connected to the second end of the high-pressure channel 410 and the outlet 111 of the compressor 110, means that: the first end of the battery heat exchanger 310 is optionally connected to the second end of the high-pressure channel 410 and the first end of the battery heat exchanger 310 is optionally connected to the outlet 111 of the compressor 110. In other words, the first end of the battery heat exchanger 310, which is optionally connected to the second end of the high-pressure channel 410 or not connected, and the first end of the battery heat exchanger 310, which is optionally connected to the outlet 111 of the compressor 110 or not connected, do not affect each other.

[0079] The second end of the battery heat exchanger 310, which is optionally connected to the first end of the low-pressure channel 420 and the first end of the high-pressure channel 410, means that: the second end of the battery heat exchanger 310 is optionally connected to the first end of the low-pressure channel 420 and the second end of the battery heat exchanger 310 is optionally connected to the first end of the high-pressure channel 410. In other words, the second end of the battery heat exchanger 310, which is optionally connected to the first end of the low-pressure channel 420 or not connected, and the second end of the battery heat exchanger 310, which is optionally connected to the first end of the high-pressure channel 410 or not connected, do not affect each other.

[0080] The first end of the first in-vehicle heat exchanger 120 is connected to the outlet 111 of the compressor 110, and the first end of the external heat exchanger 140 is connected to the second end of the first in-vehicle heat exchanger 120. In this way, when the air conditioning module 100 performs cooling inside the vehicle, the refrigerant can flow to the external heat exchanger 140 along the first in-vehicle heat exchanger 120 and then absorb heat from the interior of the vehicle through the second in-vehicle heat exchanger 130, after heat has been released to the outside through the external heat exchanger 140.In this case, the first vehicle-internal heat exchanger 120 serves as a pipe; the refrigerant does not exchange heat with air inside the vehicle through the first vehicle-internal heat exchanger 120. The second vehicle-internal heat exchanger 130 serves as an evaporator, and the refrigerant can absorb heat from the interior of the vehicle through the second vehicle-internal heat exchanger 130 to implement cooling inside the vehicle. When the air conditioning module 100 performs heating inside the vehicle, the refrigerant can first flow through the first in-vehicle heat exchanger 120, transfer heat to the interior of the vehicle through the first in-vehicle heat exchanger 120, flow to the external heat exchanger 140, and then flow back to the compressor 110 after heat from the outside of the vehicle has been absorbed through the external heat exchanger 140 to implement heating inside the vehicle.

[0081] It can be deduced that in embodiments of the present disclosure, the second vehicle-internal heat exchanger 130 can function solely as an evaporator and can be permanently in a low-pressure state. Therefore, the thickness of a tube and the like of the second vehicle-internal heat exchanger 130 can be reduced, and the thermal resistance of an intermediate heat transfer term can be decreased to improve heat exchange efficiency and reduce difficulties in the manufacture and processing of the second vehicle-internal heat exchanger 130, thereby contributing to a reduction in the cost of the thermal management system 1.

[0082] Additionally, the Recuperator 400, with reference to Fig. 1 to Fig. 12. The high-pressure channel 410 and the low-pressure channel 420 are connected for mutual heat exchange. The first end of the high-pressure channel 410 is optionally connected to the second end of the first internal vehicle heat exchanger 120 and the second end of the external vehicle heat exchanger 140. The second end of the high-pressure channel 410 is optionally connected to the first end of the second internal vehicle heat exchanger 130 and the first end of the external vehicle heat exchanger 140. The first end of the low-pressure channel 420 is optionally connected to the second end of the second internal vehicle heat exchanger 130 and the second end of the external vehicle heat exchanger 140. The second end of the low-pressure channel 420 is connected to the inlet 112 of the compressor 110.

[0083] Therefore, the recuperator 400 can implement 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 increasing the cooling (or heating) capacity and energy efficiency of the thermal management system 1. The refrigerant in the high-pressure channel 410 can transfer heat to the refrigerant in the low-pressure channel 420, thus increasing the temperature of the refrigerant in the low-pressure channel 420.In this way, when the refrigerant flowing through the low-pressure channel 420 returns to the inlet 112 of the compressor 110, the temperature of the refrigerant 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.

[0084] Furthermore, by exchanging heat between the refrigerant in the high-pressure channel 410 and the refrigerant in the low-pressure channel 420, the heat of the refrigerant in the high-pressure channel 410 does not only have to be released to the outside via the vehicle-external heat exchanger 140, and the heat of the refrigerant in the high-pressure channel 410 can be recovered by heat exchange with the refrigerant in the low-pressure 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.

[0085] Additionally, as in Fig. 1 to Fig. Figure 12 shows that when the air conditioning module 100 performs cooling within the vehicle, the refrigerant flows sequentially through the first in-vehicle heat exchanger 120, the external heat exchanger 140, the high-pressure channel 410 of the recuperator 400, the second in-vehicle heat exchanger 130, and the low-pressure channel 420 of the recuperator 400 to return to the compressor 110. The coolant in the high-pressure channel 410 of the recuperator 400 can transfer the heat of the refrigerant to the refrigerant in the low-pressure channel 420 of the recuperator 400. When the air conditioning module 100 performs heating inside the vehicle, the refrigerant can flow successively through the first in-vehicle heat exchanger 120, the high-pressure channel 410 of the recuperator 400, the external heat exchanger 140 and the low-pressure channel 420 of the recuperator 400 to flow back to the compressor 110.The coolant in the high-pressure channel 410 of the recuperator 400 can transfer the heat of the refrigerant to the refrigerant in the low-pressure channel 420 of the recuperator 400.

[0086] In other words, 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, and the refrigerant in the high-pressure channel 410 of the recuperator 400 and the refrigerant in the low-pressure channel 420 perform a heat exchange 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 further improving the energy recovery rate and reducing the energy loss of the thermal management system 1.

[0087] Additionally, as in Fig. 1 to Fig. Figure 12 shows the battery temperature control module 200 and the majority of battery heat exchangers 210. The first end of the battery heat exchanger 210 is optionally connected to the second end of the high-pressure channel 410 and the outlet 111 of the compressor 110. The second end of the battery heat exchanger 210 is optionally connected to the first end of the low-pressure channel 420 and the first end of the high-pressure channel 410. Furthermore, a water pump can be arranged in the battery temperature control module 200. The water pump can circulate the coolant of the battery temperature control module, thereby improving the heat exchange efficiency of the battery temperature control module. The battery heat exchanger 210 can be a plate heat exchanger.

[0088] In this way, the high-temperature and high-pressure refrigerant flowing from the compressor 110 can flow directly to the battery heat exchanger 210 through the outlet 111, so that the high-temperature refrigerant flowing from the compressor 110 can transfer heat to the battery temperature control module 200 to warm the battery and increase the battery temperature, thereby improving the charging and discharging performance of the vehicle; or the refrigerant is cooled by the vehicle's external heat exchanger 140 and the high-pressure channel 410 of the recuperator 400 and then flows to the battery heat exchanger 210, so that the heat from the battery can be absorbed by the battery heat exchanger 210 to reduce the battery temperature.This prevents the battery temperature from becoming excessively high, improves the electrical safety of the battery, and further improves the control of the battery temperature to enhance battery protection, thereby improving the effective range of the vehicle.

[0089] In some other embodiments of the present disclosure, as in Fig. 13 to Fig. As shown in Figure 23, the vehicle-internal heat exchanger 150 comprises a first vehicle-internal heat exchanger 120 and a second vehicle-internal heat exchanger 130. The integrated valve 300 is separately connected to the compressor 110, 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 210.Therefore, the integrated valve 300 can separately control whether the refrigerant flows through 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 210, and control directions in which the refrigerant flows separately through 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 210, in order to control the first vehicle-internal heat exchanger 120, the second vehicle-internal heat exchanger 130, the vehicle-external heat exchanger 140 and the battery heat exchanger 210 separately to serve as a condenser or an evaporator.

[0090] The integrated valve 300, which separately controls whether the refrigerant flows through the first internal vehicle heat exchanger 120, the second internal vehicle heat exchanger 130, the external vehicle heat exchanger 140 and the battery heat exchanger 210, means that: the integrated valve 300 controls whether the refrigerant flows through the first internal vehicle heat exchanger 120, the integrated valve 300 controls whether the refrigerant flows through the second internal vehicle heat exchanger 130, the integrated valve 300 controls whether the refrigerant flows through the external vehicle heat exchanger 140, and the integrated valve 300 controls whether the refrigerant flows through the battery heat exchanger 210.In addition, the integrated valve 300, which controls whether the refrigerant flows through the first vehicle-internal heat exchanger 120, the integrated valve 300, which controls whether the refrigerant flows through the second vehicle-internal heat exchanger 130, the integrated valve 300, which controls whether the refrigerant flows through the vehicle-external heat exchanger 140, and the integrated valve 300, which controls whether the refrigerant flows through the battery heat exchanger 210, do not affect each other.

[0091] The integrated valve 300, which separately controls the directions in which the refrigerant flows through the first vehicle-internal heat exchanger 120, the second vehicle-internal heat exchanger 130, the vehicle-external heat exchanger 140 and the battery heat exchanger 210, means that: the integrated valve 300 controls a flow direction of the refrigerant flowing from the first vehicle-internal heat exchanger 120, the integrated valve 300 controls a flow direction of the refrigerant flowing from the second vehicle-internal heat exchanger 130, the integrated valve 300 controls a flow direction of the refrigerant flowing from the vehicle-external heat exchanger 140, and the integrated valve 300 controls a flow direction of the refrigerant flowing from the battery heat exchanger 210.Additionally, the integrated valve 300, which controls the flow direction of the refrigerant flowing from the first vehicle-internal heat exchanger 120, the integrated valve 300, which controls the flow direction of the refrigerant flowing from the second vehicle-internal heat exchanger 130, the integrated valve 300, which controls the flow direction of the refrigerant flowing from the vehicle-external heat exchanger 140, and the integrated valve 300, which controls the flow direction of the refrigerant flowing from the battery heat exchanger 210, do not influence each other. In some specific embodiments of the present disclosure, as in . Fig. 13 to Fig. As shown in Figure 23, 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 optionally connected to a 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 210. A second end of the first channel 410 is optionally connected to a first end of the second vehicle-internal heat exchanger 130, a first end of the battery heat exchanger 210, and a first end of the vehicle-external heat exchanger 140. A first end of the second channel 420 is connected to a second end of the second vehicle-internal heat exchanger 130, the second end of the battery heat exchanger 210, and the second end of the vehicle-external heat exchanger 140. A second end of the second channel 420 is connected to the inlet 112 of the compressor 110.The first channel 410 of the recuperator 400 can be a high-pressure channel, and the second channel 420 can be a low-pressure channel.

[0092] 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 140 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.

[0093] In some specific embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 11, the thermal management system 1 further 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.

[0094] The first on / off valve 321 is inserted between the second end of the first internal vehicle heat exchanger 120 and the first end of the high-pressure channel 410. The second on / off valve 322 is inserted between the second end of the first internal vehicle heat exchanger 120 and the first end of the external vehicle heat exchanger 140. The third on / off valve 323 is inserted between the second end of the external vehicle heat exchanger 140 and the first end of the high-pressure channel 410. The fourth on / off valve 324 is inserted between the second end of the external vehicle heat exchanger 140 and the first end of the low-pressure channel 420.

[0095] Therefore, by adjusting the open and closed states of the first on / off valve 321 and the second on / off valve 322, the refrigerant flowing through the first internal vehicle heat exchanger 120 can be controlled to flow to the high-pressure channel 410 or to the external vehicle heat exchanger 140. In this way, if heating is performed inside the vehicle, the refrigerant can flow to the high-pressure channel 410 after heat has been transferred to the interior of the vehicle through the first internal vehicle heat exchanger 120. If cooling is performed inside the vehicle, the refrigerant can flow through the first internal vehicle heat exchanger 120 to the external vehicle heat exchanger 140 and transfer heat to the exterior of the vehicle through the external vehicle heat exchanger 140. In this case, the first vehicle-internal heat exchanger 120 serves as a pipe and does not exchange heat with air inside the vehicle.Additionally, by controlling the open and closed states of the third on / off valve 323 and the fourth on / off valve 324, the refrigerant flowing through the vehicle-external heat exchanger 140 can be controlled to flow to the high-pressure channel 410 or to the low-pressure channel 420.In this way, if the temperature of the refrigerant flowing through the vehicle-external heat exchanger 140 is still high, the refrigerant can be diverted to the high-pressure channel 410 to exchange heat with the refrigerant in the low-pressure channel 420 to achieve energy recovery and reduce the temperature of the refrigerant in the high-pressure channel 410; or if the temperature of the refrigerant flowing through the vehicle-external heat exchanger 140 is already low, the refrigerant can be directed directly to the low-pressure channel 420, and after the refrigerant in the high-pressure channel 410 has heated the refrigerant in the low-pressure channel 420, the refrigerant in the low-pressure channel 420 can become a high-temperature refrigerant and then return to the compressor 1101.

[0096] In some specific embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 11, the thermal management system 1 further comprises a first throttle piece 500 and a second throttle piece 331. The first throttle piece 500 and the second throttle piece 510 can be electronic expansion valves.

[0097] The first throttle 500 is inserted between the second end of the high-pressure channel 410 and the first end of the vehicle-external heat exchanger 140. In this way, after the temperature of the refrigerant flowing through the high-pressure channel 410 has decreased, the refrigerant can be further throttled by the first throttle 500, so that the high-temperature, high-pressure refrigerant can become a low-temperature, low-pressure refrigerant. In this case, the vehicle-external heat exchanger 140 can act as an evaporator. As the refrigerant flows through the vehicle-external heat exchanger 140, heat from the outside of the vehicle can be absorbed by the heat exchanger 140, so that this heat from the outside of the vehicle can be used to warm the refrigerant. The refrigerant in the low-pressure channel 420 returns to the compressor 110.

[0098] The second throttle 510 is inserted between the second end of the high-pressure channel 410 and the first end of the second in-vehicle heat exchanger 130. In this way, after the temperature of the refrigerant flowing through the high-pressure channel 410 has decreased, the refrigerant can be further throttled by the second throttle 510, so that the high-temperature, high-pressure refrigerant can become a low-temperature, low-pressure refrigerant. In this case, the second in-vehicle heat exchanger 130 can act as an evaporator. As the refrigerant flows through the second in-vehicle heat exchanger 130, heat from the interior of the vehicle can be absorbed by the second in-vehicle heat exchanger 130 to reduce the temperature inside the vehicle and thus provide cooling.Additionally, heat from the interior of the vehicle can be used to warm the refrigerant, so that the refrigerant becomes a high-temperature refrigerant again and then the refrigerant returns to the compressor 110.

[0099] In some specific embodiments of this application, as in Fig. 13 to Fig. Figure 23 shows that 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 210, one of the at least two serving as a condenser and the other 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 210, one of the at least two serving as a condenser and the other as an evaporator.

[0100] For example, the integrated valve 300 can control the refrigerant flow through the first in-vehicle heat exchanger 120, the external heat exchanger 140, and the battery heat exchanger 210. In this case, the first in-vehicle heat exchanger 120 and the battery heat exchanger 210 can act as condensers, and the external heat exchanger 140 can act as an evaporator. This allows heat to be transferred to the vehicle interior through the first in-vehicle heat exchanger 120 to increase the temperature inside the vehicle, and heat to the battery through the battery heat exchanger 210 to increase the battery temperature. This results in both heating inside the vehicle and heating the battery via the climate control module 100.

[0101] Alternatively, the integrated valve 300 can control the refrigerant flow through the second in-vehicle heat exchanger 130, the external heat exchanger 140, and the battery heat exchanger 210. In this case, the second in-vehicle heat exchanger 130 and the battery heat exchanger 210 can act as evaporators, and the external heat exchanger 140 can act as a condenser. This allows the second in-vehicle heat exchanger 130 to absorb heat from the vehicle interior to reduce the interior temperature, and the battery heat exchanger 210 to absorb heat from the battery to reduce its temperature. This results in both in-vehicle cooling and battery cooling via the climate control module 100.

[0102] Alternatively, the integrated valve 300 can control the refrigerant to flow only through the first internal vehicle heat exchanger 120 and the external vehicle heat exchanger 140. In this case, the first internal vehicle heat exchanger 120 can act as a condenser and the external vehicle heat exchanger 140 can act as an evaporator, so that the first internal vehicle heat exchanger 120 can be used to transfer heat to the interior of the vehicle to increase the temperature inside the vehicle, thereby heating the interior of the vehicle by the air conditioning module 100.

[0103] Alternatively, the integrated valve 300 can control the refrigerant flow to pass only through the second internal vehicle heat exchanger 130 and the external vehicle heat exchanger 140. In this case, the second internal vehicle heat exchanger 130 can act as an evaporator, and the external vehicle heat exchanger 140 can act as a condenser. This allows the second internal vehicle heat exchanger 130 to absorb heat from the vehicle interior, thus reducing the temperature inside the vehicle and enabling cooling by the climate control module 100. It should be noted that when cooling is performed inside the vehicle, the refrigerant can alternatively flow through the first internal vehicle heat exchanger 120, the external vehicle heat exchanger 140, and the second internal vehicle heat exchanger 130.In this case, the external heat exchanger 140 serves as a condenser, the second internal heat exchanger 130 serves as an evaporator, and the first internal heat exchanger 120 serves only as a pipe. Therefore, when cooling is performed inside the vehicle, the first internal heat exchanger 120 does not function as either a condenser or an evaporator in the refrigerant circuit.

[0104] Alternatively, the integrated valve 300 can control the refrigerant flow to pass only through the battery heat exchanger 210 and the vehicle-external heat exchanger 140. In this case, the battery heat exchanger 210 can act as a condenser and the vehicle-external heat exchanger 140 can act as an evaporator, so that the battery heat exchanger 210 can be used to transfer heat to the battery to increase its temperature, thereby heating the battery through the climate control module 100; or the battery heat exchanger 210 can act as an evaporator and the vehicle-external heat exchanger 140 can act as a condenser, so that the battery heat exchanger 210 can be used to absorb heat from the battery to decrease its temperature, thereby cooling the battery through the climate control module 100.

[0105] It can be deduced that in embodiments of the present disclosure, the second vehicle-internal heat exchanger 130 can function solely as an evaporator and can be permanently in a low-pressure state. Therefore, the thickness of a tube and the like of the second vehicle-internal heat exchanger 130 can be reduced, and the thermal resistance of an intermediate heat conductor term can be decreased to improve heat exchange efficiency and reduce difficulties in the manufacture and processing of the second vehicle-internal heat exchanger 130, thereby helping to reduce the cost of the thermal management system 1. In some specific embodiments of the present disclosure, as in Fig. 13 to Fig. As shown in Figure 21, 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, a ninth interface 319, and a tenth interface 3110.

[0106] Specifically, the first interface 311 is connected to the second end of the first in-vehicle heat exchanger 120, and the first end of the first in-vehicle heat exchanger 120 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 connected to the two ends of the external heat exchanger 140. The fifth interface 315 is connected to the first end of the second in-vehicle heat exchanger 130, and the second end of the second in-vehicle heat exchanger 130 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 210.The eighth interface 318 is connected to the outlet 111 of the compressor 110. And the ninth interface 319 and the tenth interface 3110 are each connected to the two ends of the first channel 410.

[0107] The integrated valve 300 controls the second interface 312, which can optionally be connected to the fourth interface 314 and / or the seventh interface 317; controls the third interface 313, which can optionally be connected to the first interface 311 and / or the tenth interface 3110; controls the fourth interface 314, which can optionally be connected to the second interface 312 and / or the ninth interface 319; controls the fifth interface 315, which can optionally be connected to the tenth interface 3110; controls the sixth interface 316, which can optionally be connected to the eighth interface 318 and / or the tenth interface 3110; and controls the seventh interface 317, which can optionally be connected to the second interface 312 and / or the ninth interface 319.

[0108] For example, a gas-liquid separator 500 can be arranged 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 intake of the compressor 110 and preventing liquid knocking of the compressor 110. The coolant of the battery temperature control module 300 can be water.

[0109] By exchanging heat 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 have to be released to the outside via the vehicle-external heat exchanger 140, 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.

[0110] Additionally, the air conditioning module 100, which uses carbon dioxide as the refrigerant, differs from an air conditioning module that uses a conventional, state-of-the-art refrigerant and belongs to a transcritical cycle. During a phase in which 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. Instead, there is only a sensible heat release process to lower the temperature of the 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 that 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 an outlet of an 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.

[0111] The second interface 312, which is optionally connected to the fourth interface 314 and / or the seventh interface 317, means that: the second interface 312 is connected to the fourth interface 314 but not to the seventh interface 317, or the second interface 312 is not connected to the fourth interface 314 but is connected to the seventh interface 317, or the second interface 312 is connected to both the fourth interface 314 and the second interface 312. In this way, the integrated valve 300 can control the refrigerant flowing through the vehicle-external heat exchanger 140 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 210 to flow back to the compressor 110 via the seventh interface 317 and the second interface 312.

[0112] The fourth interface 314, which is optionally connected to the second interface 312 and / or the ninth interface 319, means that: the fourth interface 314 is connected only to the second interface 312, but not to the ninth interface 319, or the fourth interface 314 is not connected to the second interface 312, but is connected to the ninth interface 319, or the fourth interface 314 is connected to both the second interface 312 and the ninth interface 319.In this way, the integrated valve 300 can control the refrigerant flowing through the vehicle-external heat exchanger 140 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 140 to flow to the vehicle-external heat exchanger 140 or to the battery heat exchanger 210 via the fourth interface 314 and the ninth interface 319.

[0113] The fifth interface 315, which is optionally connected to the tenth interface 3110, means that: the fifth interface 315 is connected to the tenth interface 3110 or it is not connected to it.

[0114] The sixth interface 316, which is optionally connected to the eighth interface 318 and / or the tenth interface 3110, means that: the sixth interface 316 is connected to the tenth interface 3110, but not to the eighth interface 318, or the sixth interface 316 is not connected to the tenth interface 3110, but is connected to the eighth interface 318, or the sixth interface 316 is connected to both the tenth interface 3110 and the eighth interface 318. In this way, the integrated valve 300 can control the refrigerant flowing through the vehicle-external heat exchanger 140 to flow to the battery heat exchanger 210 via the tenth interface 3110 and the sixth interface 316, and control the refrigerant flowing from the compressor 110 to flow to the battery heat exchanger 210 via the eighth interface 318 and the sixth interface 316.

[0115] The seventh interface 317, which is optionally connected to the second interface 312 and / or the ninth interface 319, means that: the seventh interface 317 is connected to the second interface 312 but not to the ninth interface 319, or the seventh interface 317 is not connected to the second interface 312 but is connected to the ninth interface 319, or the seventh interface 317 is connected to both the second interface 312 and the ninth interface 319. In this way, the integrated valve 300 can control the refrigerant flowing through the battery heat exchanger 210 to flow back to the compressor 110 via the seventh interface 317 and the second interface 312, and control the refrigerant flowing out of the compressor 110 to flow to the vehicle-external heat exchanger 140 via the seventh interface 317 and the ninth interface 319.In some specific embodiments of this application, as in . Fig. 2, Fig. 3, Fig. 14 and 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 both the air conditioning cooling state and the air conditioning heating state, the refrigerant in the low-pressure channel 420 of the recuperator 400 exchanges heat with the refrigerant in the high-pressure channel 410.

[0116] As in Fig. As shown in Figure 2, when the thermal management system 1 is in the air conditioning cooling and dehumidification states, the first on / off valve 321 and the fourth on / off valve 324 are closed, and the second on / off valve 322 and the third on / off valve 323 are open. In this way, after flowing from the compressor 110, the refrigerant can flow successively through the first internal vehicle heat exchanger 120, the second on / off valve 322, and the external vehicle heat exchanger 140. In this case, the first internal vehicle heat exchanger 120 acts as a conduit, meaning that the first internal vehicle heat exchanger 120 releases almost no heat or only a small amount of heat to the interior of the vehicle. Additionally, the vehicle-external heat exchanger 140 serves as a condenser; the refrigerant can mainly release heat to the outside through the vehicle-external heat exchanger 140, and then the refrigerant flows to the high-pressure channel 410 through the third on / off valve 323.After the refrigerant in the high-pressure channel has exchanged heat with the low-pressure channel 420, the temperature of the refrigerant flowing out of the high-pressure channel 410 decreases again. Next, the refrigerant becomes a completely low-temperature, low-pressure refrigerant after being throttled by the second throttle 510. In this case, the refrigerant flows through the second in-vehicle heat exchanger 130 to absorb heat from the vehicle interior. The second in-vehicle heat exchanger 130 acts as an evaporator, thus reducing the temperature inside the vehicle to provide cooling.Finally, the refrigerant flows through the second in-vehicle heat exchanger 130 into the low-pressure channel 420. The refrigerant in the low-pressure channel 420 exchanges heat with the refrigerant in the high-pressure channel 410 to warm up, and then the refrigerant flows back to the compressor 110, thus completing a cooling cycle within the vehicle through the air conditioning module 100. When the thermal management system 1 is in the air conditioning cooling state, it can discharge cold air through an air outlet towards an occupant or through air outlets towards a vehicle window and windshield.

[0117] As in Fig. Figure 3 shows that when the thermal management system 1 is in the air conditioning heating state, the second on / off valve 322 and the third on / off valve 323 are closed and the first on / off valve 321 and the fourth on / off valve 324 are open.

[0118] In this way, after exiting compressor 110, the refrigerant can transfer heat to the vehicle interior through the first in-vehicle heat exchanger 120. In this case, the first in-vehicle heat exchanger 120 acts as a condenser to increase the temperature inside the vehicle, thus heating it. The refrigerant flows out of the first in-vehicle heat exchanger 120 and into the high-pressure channel 410 through the first on / off valve 321. After the refrigerant in the high-pressure channel 410 has exchanged heat with the refrigerant in the low-pressure channel 420, the temperature of the refrigerant flowing out of the high-pressure channel 410 decreases again. Next, the refrigerant flows through the high-pressure channel 410 to the first throttle valve 500 and becomes a low-temperature, low-pressure refrigerant after being throttled.The low-temperature, low-pressure refrigerant flows back to the compressor 110 after passing through the vehicle-external heat exchanger 140, the fourth on / off valve 324, and the low-pressure channel 420. The refrigerant can absorb heat from the outside of the vehicle through the vehicle-external heat exchanger 140. The vehicle-external heat exchanger 140 acts as an evaporator; and the refrigerant absorbs heat from the interior of the high-pressure channel 410 through the low-pressure channel 420, so that the refrigerant in the low-pressure channel 420 exchanges heat with the refrigerant in the high-pressure channel 410 to warm up, and then flows back to the compressor 110, thus completing a heating cycle within the vehicle through the climate control module 100.When the thermal management system 1 is in the air conditioning heating state, the thermal management system 1 can release warm air through the air outlet towards the occupant or through the air outlets towards the vehicle window and windshield.

[0119] As in Fig. As shown in Figure 14, when the thermal management system 1 is in the air conditioning / heating state, the first interface 311 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 first in-vehicle heat exchanger 120 acts as a condenser, and the external heat exchanger 140 acts as an evaporator. In this way, the refrigerant flowing from the compressor 110 can flow directly to the first in-vehicle heat exchanger 120. In this case, the first in-vehicle heat exchanger 120 acts as a condenser, and the refrigerant releases heat to the interior of the vehicle through the first in-vehicle heat exchanger 120 to increase the temperature inside the vehicle.Next, the refrigerant flows out of the first vehicle-internal heat exchanger 120, flows to the first channel 410 via the first interface 311 and the ninth interface 319, and then flows to the vehicle-external heat exchanger 140 via the tenth interface 3110 and the third interface 313. In this case, the vehicle-external heat exchanger 140 acts as an evaporator; the refrigerant absorbs heat from the outside of the vehicle through the vehicle-external heat exchanger 140, and the refrigerant reverts to a high-temperature refrigerant. Finally, the refrigerant flows out of the vehicle-external heat exchanger 140 and then back to the compressor 110 through the second channel 420 via the fourth interface 314 and the second interface 312, thus completing 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 warm air through the air outlet towards the occupant or through the air outlets towards the vehicle window and windshield.

[0120] As in Fig. As shown in Figure 15, 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 second in-vehicle heat exchanger 130 serves as an evaporator, and the external heat exchanger 140 serves as a condenser. In this way, the refrigerant flowing from the compressor 110 can flow successively through the first in-vehicle heat exchanger 120, the first interface 311, and the third interface 313 to the external heat exchanger 140.In this case, the first internal vehicle heat exchanger 120 acts as a pipe; the refrigerant either releases no heat or releases a small amount of heat to the outside through the first internal vehicle heat exchanger 120. The external vehicle heat exchanger 140 acts as a condenser; the refrigerant releases heat to the outside of the vehicle through the external vehicle heat exchanger 140, and the temperature of the refrigerant decreases. Next, the refrigerant flows out of the external vehicle heat exchanger 140, flows to the first channel 410 via the fourth interface 314 and the ninth interface 319, and then flows to the second internal vehicle heat exchanger 130 via the tenth interface 3110 and the fifth interface 315.In this case, the second vehicle-internal heat exchanger 130 acts as an evaporator, and the refrigerant absorbs heat from the vehicle interior through the second vehicle-internal heat exchanger 130, thereby reducing the temperature inside the vehicle. Finally, the refrigerant flows from the second vehicle-internal heat exchanger 130 to the second channel 420, flows out of the second channel 420, 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 towards the occupants or through the air outlets towards the vehicle windows and windshield.

[0121] In some embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 23, the thermal management system 1 has at least one state consisting of an air conditioning heating and defrosting state and a dehumidification state. In both the air conditioning heating and defrosting state and the dehumidification state, the refrigerant in the low-pressure channel 420 of the recuperator 400 exchanges heat with the refrigerant in the high-pressure channel 410.

[0122] In particular, as in Fig. 1 to Fig. Figure 12 shows that when the thermal management system 1 is in the air conditioning heating and defrosting state, the second on / off valve 322 and the third on / off valve 323 are closed, and the first on / off valve 321 and the fourth on / off valve 324 are open. The air conditioning module 100 can also perform defrosting inside the vehicle. It is understood that in this case, the refrigerant flows through the first in-vehicle heat exchanger 120, which can act as a condenser, the refrigerant can release heat to the outside through the first in-vehicle heat exchanger 120, and low-temperature air inside the vehicle can be heated by the first in-vehicle heat exchanger 120 to become high-temperature air. Therefore, this portion of high-temperature air can be used to perform defrosting inside the vehicle.When the thermal management system 1 is in heating and defrosting mode, the thermal management system 1 can release warm air by directing the air outlets towards the vehicle's window and windshield to use the high-temperature air to defrost the glass.

[0123] As in Fig. 1 to Fig. As shown in Figure 12, when the thermal management system 1 is in dehumidification mode, the first on / off valve 321 and the fourth on / off valve 324 are closed, and the second on / off valve 322 and the third on / off valve 323 are open. The climate control module 100 can also perform dehumidification within the vehicle. It is understood that in this case, the second in-vehicle heat exchanger 130 can act as an evaporator, and air with high humidity within the vehicle can be cooled after passing through the second in-vehicle heat exchanger 130 to condense, thus reducing the moisture content of this portion of air. This portion of air 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 dehumidification state, the thermal management system 1 can release air through the air outlet towards the occupant or through the air outlets towards the vehicle window and windshield to perform dehumidification.

[0124] As in Fig. 13 to Fig. Figure 23 shows that when the thermal management system 1 is in the air conditioning heating and defrosting mode, the first interface 311 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 first in-vehicle heat exchanger 120 acts as a condenser, and the external heat exchanger 140 acts as an evaporator. In this case, the air conditioning module 100 can perform defrosting inside the vehicle.It is understood that in this case, the refrigerant flows through the first internal vehicle heat exchanger 120, which can act as a condenser. The refrigerant can release heat to the outside through the first internal vehicle heat exchanger 120, allowing low-temperature air inside the vehicle to be heated by the first internal vehicle heat exchanger 120 to become high-temperature air. This high-temperature air can then be used for defrosting inside the vehicle. When the thermal management system 1 is in heating and defrosting mode, it can direct warm air through the air outlets towards the vehicle windows and windshield to use this high-temperature air for defrosting the glass.

[0125] As in Fig. 13 to Fig. Figure 23 shows that when the thermal management system 1 is in 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, the second in-vehicle heat exchanger 130 acts as an evaporator, and the external heat exchanger 140 acts as a condenser. In this case, the climate control module 100 can perform dehumidification within the vehicle. It is understood that in this case, the second in-vehicle heat exchanger 130 can act as an evaporator, and air with high humidity can be cooled within the vehicle after passing through the second in-vehicle heat exchanger 130 to condense, thus reducing the moisture content of this portion of the air.This air is mixed with other air inside the vehicle, thus reducing the humidity of the air inside the vehicle. When the thermal management system 1 is in dehumidification mode, it can release air through the air outlet towards the occupants or through the air outlets towards the vehicle windows and windshield.

[0126] In some specific embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 12, the thermal management system 1 further comprises a fifth on / off valve 325, a sixth on / off valve 326, a seventh on / off valve 327, and an eighth on / off valve 328. The fifth on / off valve 325, the sixth on / off valve 326, and the seventh on / off valve 327 can be solenoid valves. The eighth on / off valve 328 can be a solenoid valve or an electronic expansion valve. If the eighth on / off valve 328 is an electronic expansion valve, it has two functions: throttling and connecting / disconnecting control.

[0127] The fifth on / off valve 325 is inserted between the second end of the battery heat exchanger 210 and the first end of the high-pressure channel 410, and the sixth on / off valve 326 is inserted between the second end of the battery heat exchanger 210 and the first end of the low-pressure channel 420. Therefore, by controlling the open and closed states of the fifth on / off valve 325 and the sixth on / off valve 326, the refrigerant flowing through the battery heat exchanger 210 can be controlled to flow to either the high-pressure channel 410 or the low-pressure channel 420.In this way, if the temperature of the refrigerant flowing through the battery heat exchanger 210 is still high, the refrigerant can be diverted to the high-pressure channel 410 to exchange heat with the refrigerant in the low-pressure channel 420 to achieve energy recovery and reduce the temperature of the refrigerant in the high-pressure channel 410; or if the temperature of the refrigerant flowing through the second in-vehicle heat exchanger 130 is already low, the refrigerant can be directed directly to the low-pressure channel 420, and after the refrigerant in the high-pressure channel 410 has heated the refrigerant in the low-pressure channel 420, the refrigerant in the low-pressure channel 420 can become a high-temperature refrigerant and then return to the compressor 110.

[0128] The seventh on / off valve 327 is inserted between the outlet 111 of the compressor 110 and the first end of the battery heat exchanger 210, and the eighth on / off valve 328 is inserted between the second end of the high-pressure channel 410 and the first end of the battery heat exchanger 210. In this way, when the thermal management system 1 heats the battery, the refrigerant can flow sequentially through the seventh on / off valve 327, the battery heat exchanger 210, the fifth on / off valve 325, and the high-pressure channel 410. After flowing through the vehicle-external heat exchanger 140 to absorb heat from the outside of the vehicle, the refrigerant flows through the fourth on / off valve 324 and the low-pressure channel 420, and then back to the compressor 110, thus completing a battery heating cycle.When the thermal management system 1 cools the battery, the refrigerant can release heat through the vehicle-external heat exchanger 140 and then flow to the battery heat exchanger 210 to cool the battery. The refrigerant then flows successively through the sixth on / off valve 326 and the low-pressure channel 420 to warm up and flows back to the compressor 110, thus completing a battery cooling cycle.

[0129] The eighth on / off valve 328 is inserted between the second end of the high-pressure channel 0410 and the first end of the battery heat exchanger 210. In this way, when the refrigerant flows from the high-pressure channel 410, the eighth on / off valve 328 can be closed to prevent the refrigerant from flowing to the battery heat exchanger 210, allowing the refrigerant to flow through the vehicle's external heat exchanger 140 to absorb heat from the outside of the vehicle, thus implementing a normal operating cycle of the thermal management system 1.

[0130] In some specific embodiments of the present disclosure, as in Fig. 1 to Fig. As shown in Figure 11, the thermal management system 1 further comprises a plurality of third throttles 520. In this case, the eighth on / off valve 328 can be a solenoid valve. The third throttle 520 can be an electronic expansion valve, or the third throttle 520 can be a device that can only throttle and cannot completely shut off the flow of refrigerant. Then the third throttle 520 can interact with the eighth on / off valve 328 to set a refrigerant flow rate and control the connection / disconnection of the refrigerant.

[0131] The first ends of the majority of third throttle pieces 520 are connected to the first ends of the majority of battery heat exchangers 210 in a one-to-one mapping, and a second end of each third throttle piece 520 is optionally connected to the second end of the high-pressure channel 410 and the outlet 111 of the compressor 110. In this way, the refrigerant cooled by the high-pressure channel 410 can be throttled and cooled by the third throttle piece 520, so that the refrigerant can become a low-temperature, low-pressure refrigerant, and this low-temperature, low-pressure refrigerant can be used to cool the battery.The second end of each third throttle piece 520, which is optionally connected to the second end of the high-pressure channel 410 and the outlet 111 of the compressor 110, means that: the second end of each third throttle piece 520 is optionally connected to the second end of the high-pressure channel 410 and the second end of each third throttle piece 520 is optionally connected to the outlet 111 of the compressor 110. In other words, the second end of each third throttle piece 520, whether connected to the second end of the high-pressure channel 410 or not, and the second end of each third throttle piece 520, whether connected to the outlet 111 of the compressor 110 or not, do not affect each other.

[0132] In some specific embodiments of the present disclosure, as in Fig. 4, Fig. 5, Fig. 16 and Fig. As shown in Figure 17, 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 low-pressure channel 420 of the recuperator 400 exchanges heat with the refrigerant in the high-pressure channel 410.

[0133] As in Fig. As shown in Figure 4, when the thermal management system 1 is in the battery heating state, the first on / off valve 321, the second on / off valve 322, the third on / off valve 323, the sixth on / off valve 326 and the eighth on / off valve 328 are closed and the fourth on / off valve 324, the fifth on / off valve 325 and the seventh on / off valve 327 are open.

[0134] In this way, after flowing from the outlet 111 of the compressor 110, the refrigerant can successively flow through the seventh on / off valve 327 and the battery heat exchanger 210 to exchange heat with the battery via the battery heat exchanger 210, thereby increasing the battery temperature. In this case, the battery heat exchanger 210 acts as a condenser. The refrigerant then flows to the high-pressure channel 410 through the fifth on / off valve 325, is cooled by the high-pressure channel 410, and then flows to the vehicle-external heat exchanger 140 through the first throttle 500. In this case, the vehicle-external heat exchanger 140 acts as an evaporator. After absorbing heat by the vehicle-external heat exchanger 140, the refrigerant flows to the low-pressure channel 420 through the fourth on / off valve 324.The refrigerant in the low-pressure channel 420 heats up to become a high-temperature refrigerant and then flows back to the compressor 110, thus performing a battery heating cycle.

[0135] As in Fig. As shown in Figure 5, when the thermal management system 1 is in the battery cooling state, the first on / off valve 321, the fourth on / off valve 324, the fifth on / off valve 325 and the seventh on / off valve 327 are closed and the second on / off valve 322, the third on / off valve 323, the sixth on / off valve 326 and the eighth on / off valve 328 are open.

[0136] In this way, after flowing from the outlet 111 of the compressor 110, the refrigerant flows successively through the first internal vehicle heat exchanger 120, the second on / off valve 322, the external vehicle heat exchanger 140, the third on / off valve 323, and the high-pressure channel 410. In this case, the first internal vehicle heat exchanger 120 acts as a pipe, meaning that the first internal vehicle heat exchanger 120 releases almost no heat or only a small amount of heat to the interior of the vehicle.The refrigerant primarily dissipates heat to the exterior of the vehicle through the external heat exchanger 140, which acts as a condenser. The refrigerant in the high-pressure channel 410 exchanges heat with the refrigerant in the low-pressure channel 420 for cooling. The refrigerant then flows successively through the eighth on / off valve 328, the third throttle 520, and the battery heat exchanger 210 from the second end of the high-pressure channel 410. After being throttled by the third throttle 520, the refrigerant becomes a low-temperature, low-pressure refrigerant to exchange heat with the battery via the battery heat exchanger 210, thus reducing the battery temperature. In this case, the battery heat exchanger 210 acts as an evaporator. Finally, the refrigerant flows to the low-pressure channel 420 through the sixth on / off valve 326.The refrigerant in the low-pressure channel 420 exchanges heat with the refrigerant in the high-pressure channel 410 to warm up, and then flows back to the compressor 110, thus performing a cooling cycle of the battery.

[0137] As in Fig. As shown in Figure 16, when the thermal management system 1 is in battery heating mode, the sixth interface 316 is connected to the eighth interface 318, the seventh interface 317 is connected to the ninth interface 319, the tenth interface 3110 is connected to the third interface 313, the second interface 312 is connected to the fourth interface 314, the battery heat exchanger 210 acts as a condenser, and the vehicle-external heat exchanger 140 acts as an evaporator. In this way, the refrigerant flowing from the compressor 110 can flow sequentially through the eighth interface 318 and the sixth interface 316 to the battery heat exchanger 210. In this case, the battery heat exchanger 210 acts as a condenser, and the refrigerant transfers heat to the battery temperature control module 200 through the battery heat exchanger 210, thereby increasing the battery temperature.Next, the refrigerant flows out of the battery heat exchanger 210, flows to the first channel 410 via the seventh interface 317 and the ninth interface 319, and then to the vehicle-external heat exchanger 140 via the tenth interface 3110 and the third interface 313. In this case, the vehicle-external heat exchanger 140 acts as an evaporator; the refrigerant absorbs heat from the outside of the vehicle through the vehicle-external heat exchanger 140, and the temperature of the refrigerant rises, making it a high-temperature refrigerant. Finally, the refrigerant flows out of the vehicle-external heat exchanger 140 and back to the compressor 110 through the second channel 420 via the fourth interface 314 and the second interface 312, thus completing a battery heating cycle.

[0138] As in Fig. As shown in Figure 17, 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 sixth interface 316, the seventh interface 317 is connected to the second interface 312, the battery heat exchanger 210 acts as an evaporator, and the vehicle-external heat exchanger 140 acts as a condenser. In this way, the refrigerant flowing from the compressor 110 can flow successively through the first vehicle-internal heat exchanger 120, the first interface 311, and the third interface 313 to the vehicle-external heat exchanger 140.In this case, the first internal vehicle heat exchanger 120 serves as a pipe; the refrigerant does not release any heat or releases a little heat to the outside through the first internal vehicle heat exchanger 120; the external vehicle heat exchanger 140 serves as a condenser; the refrigerant releases heat to the outside of the vehicle through the external vehicle heat exchanger 140, and the temperature of the refrigerant decreases. Next, the refrigerant flows out of the vehicle-external heat exchanger 140, flows to the first channel 410 via the fourth interface 314 and the ninth interface 319, and then flows to the battery heat exchanger 210 via the tenth interface 3110 and the sixth interface 316. In this case, the battery heat exchanger 210 acts as an evaporator, and the refrigerant absorbs the heat from the battery temperature control module 200 through the battery heat exchanger 210, thereby reducing the battery temperature.Finally, the refrigerant flows out of the battery heat exchanger 210 and back to the compressor 110 through the second channel 420 via the seventh interface 317 and the second interface 312, thus performing a battery cooling cycle.

[0139] In some specific embodiments of the present disclosure, as in Fig. 6 to Fig. 9 and Fig. 18 to Fig. As shown in Figure 21, the thermal management system 1 has at least one of the following states: first air conditioning heating and battery cooling state, first 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 low-pressure channel 420 of the recuperator 400 exchanges heat with the refrigerant in the high-pressure channel 410.

[0140] As in Fig. As shown in Figure 6, when the thermal management system 1 is in the first air conditioning heating and battery cooling state, the first on / off valve 321, the fourth on / off valve 324, the fifth on / off valve 325, and the seventh on / off valve 327 are closed, and the second on / off valve 322, the third on / off valve 323, the sixth on / off valve 326, and the eighth on / off valve 328 are open. In this way, after exiting the outlet 111 of the compressor 110, the refrigerant can transfer heat to the interior of the vehicle through the first in-vehicle heat exchanger 120, which acts as a condenser. The refrigerant then flows out of the first vehicle-internal heat exchanger 120 and flows to the vehicle-external heat exchanger 140 through the second on / off valve 322. In this case, the vehicle-external heat exchanger 140 serves as a condenser.The refrigerant continues to release heat to the outside through the vehicle-external heat exchanger 140, flows to the high-pressure channel 410 of the recuperator 400 through the third on / off valve 323, and then flows to the battery heat exchanger 210 through the third throttle 520 after being cooled by the high-pressure channel 410. The battery heat exchanger 210 absorbs heat from the battery, thus reducing the battery temperature. Finally, the refrigerant flows to the low-pressure channel 420, where it exchanges heat with the refrigerant in the high-pressure channel 410, warming up and becoming a high-temperature refrigerant. It then flows back to the compressor 110, completing the first air conditioning heating and battery cooling cycle of the thermal management system 1.

[0141] As in Fig. As shown in Figure 7, when the thermal management system 1 is in the first air conditioning cooling and battery heating state, the first on / off valve 321, the second on / off valve 322, the third on / off valve 323, the fourth on / off valve 324, the sixth on / off valve 326, and the eighth on / off valve 328 are closed, and the fifth on / off valve 325 and the seventh on / off valve 327 are open. The eighth on / off valve 328 can be a solenoid valve; or the eighth on / off valve 328 can be an electronic expansion valve, in which case the eighth on / off valve 328 has two functions: throttling and connecting / disconnecting control.

[0142] In this way, after flowing from the outlet 111 of the compressor 110, the refrigerant can flow to the battery heat exchanger 210 through the seventh on / off valve 327, allowing heat to be transferred to the battery through the battery heat exchanger 210 to raise the battery temperature. The battery heat exchanger 210 acts as a condenser, thus heating the battery. Next, after flowing from the battery heat exchanger 210, the refrigerant flows successively through the fifth on / off valve 325, the high-pressure channel 410, and the second throttle 510 to the second in-vehicle heat exchanger 130. As it flows through the high-pressure channel 410, the refrigerant exchanges heat with the refrigerant in the low-pressure channel 420 for cooling.The refrigerant then becomes a low-temperature, low-pressure refrigerant after being throttled by the second throttle 510. This allows the refrigerant to absorb heat from the vehicle interior through the second in-vehicle heat exchanger 130 to cool the vehicle. The second in-vehicle heat exchanger 130 acts as an evaporator. Finally, after exiting the second in-vehicle heat exchanger 130, the refrigerant flows to the low-pressure channel 420. There, it exchanges heat with the refrigerant in the high-pressure channel 410 to warm up and then flows back to the compressor 110, thus completing the first air conditioning cooling and battery heating cycle of the thermal management system 1.

[0143] Additionally, in some other embodiments of the present disclosure, in the first air conditioning cooling and battery heating state, the sixth on / off valve 326 can be in an open state. In this way, a portion of the refrigerant flowing from the battery heat exchanger 210 can flow directly to the low-pressure channel 420 through the sixth on / off valve 326, and the refrigerant in the low-pressure channel 420 exchanges heat with the refrigerant in the high-pressure channel 410 to warm up, and then flows back to the compressor 110. The other portion of the refrigerant can flow successively through the fifth on / off valve 325, the high-pressure channel 410, the second throttle 510, and the second in-vehicle heat exchanger 130, finally flowing back to the compressor 110 through the low-pressure channel 420. As in Fig. Figure 8 shows that when the thermal management system 1 is in the air conditioning heating and battery heating state, the second on / off valve 322, the third on / off valve 323, the sixth on / off valve 326 and the eighth on / off valve 328 are closed and the first on / off valve 321, the fourth on / off valve 324, the fifth on / off valve 325 and the seventh on / off valve 327 are open.

[0144] In this way, a portion of the refrigerant flowing from compressor 110 flows to the battery heat exchanger 210 through the seventh on / off valve 327, allowing heat to be transferred to the battery via the battery heat exchanger 210 to warm it. In this case, the battery heat exchanger 210 acts as a condenser. The other portion of the refrigerant flows to the first in-vehicle heat exchanger 120. In this case, the first in-vehicle heat exchanger 120 acts as a condenser, and the refrigerant can release heat to the interior of the vehicle through the first in-vehicle heat exchanger 120, thereby increasing the temperature inside the vehicle and warming it up.

[0145] Next, a portion of the refrigerant flows out of the battery heat exchanger 210 and flows to the fifth on / off valve 325; and the other portion of the refrigerant flows out of the first in-vehicle heat exchanger 120 and flows to the first on / off valve 321. The refrigerant flowing from the fifth on / off valve 325 and the refrigerant flowing from the first on / off valve 321 converge and then flow together through the high-pressure channel 410, the first throttle 500, and the external vehicle heat exchanger 140, which acts as an evaporator. As it flows through the external vehicle heat exchanger 140, the refrigerant absorbs heat from the outside of the vehicle to increase its temperature. Finally, the refrigerant flows to the low-pressure channel 420 after passing through the fourth on / off valve 324.The refrigerant in the low-pressure channel 420 exchanges heat with the refrigerant in the high-pressure channel 410 to become a high-temperature refrigerant and then flows back to the compressor 110, thereby performing an air conditioning heating and battery heating cycle of the thermal management system 1.

[0146] As in Fig. Figure 9 shows that when the thermal management system 1 is in the air conditioning cooling and battery cooling state, the first on / off valve 321, the fourth on / off valve 324, the fifth on / off valve 325 and the seventh on / off valve 327 are closed and the second on / off valve 322, the third on / off valve 323, the sixth on / off valve 326 and the eighth on / off valve 328 are open.

[0147] In this way, after flowing from the compressor 110, the refrigerant flows successively through the first internal vehicle heat exchanger 120, the second on / off valve 322, the external vehicle heat exchanger 140, the third on / off valve 323, and the high-pressure channel 410. In this case, the first internal vehicle heat exchanger 120 acts as a conduit, meaning that it releases almost no heat, or only a small amount, to the interior of the vehicle. The refrigerant releases most of its heat to the exterior of the vehicle after flowing to the external vehicle heat exchanger 140, which acts as a condenser. The refrigerant flows through the high-pressure channel 410 to exchange heat with the refrigerant in the low-pressure channel 420 for cooling, and then flows out of the high-pressure channel 410.A portion of the refrigerant flowing from the second end of the high-pressure channel 410 flows to the second in-vehicle heat exchanger 130 through the second throttle 510. In this case, the second in-vehicle heat exchanger 130 acts as an evaporator. After being throttled by the second throttle 510, this portion of the refrigerant becomes a low-temperature, low-pressure refrigerant and absorbs heat from the interior of the vehicle through the second in-vehicle heat exchanger 130, thus implementing in-vehicle cooling. The other portion of the refrigerant flowing from the second end of the high-pressure channel 410 flows to the battery heat exchanger 210 through the eighth on / off valve 328 and the third throttle 520.After being throttled by the third throttle piece 520, this portion of the refrigerant becomes a low-temperature and low-pressure refrigerant and absorbs the heat from the battery through the battery heat exchanger 210, thus cooling the battery. Next, the refrigerant flowing from the battery heat exchanger 210 flows to the low-pressure channel 420 through the sixth on / off valve 326. The refrigerant flowing from the first in-vehicle heat exchanger 120 and the refrigerant flowing from the sixth on / off valve 326 then converge and flow to the low-pressure channel 420. The refrigerant in the low-pressure channel 420 exchanges heat with the refrigerant in the high-pressure channel 410 to warm up and become a high-temperature refrigerant, and finally, the refrigerant flows back to the compressor 110, thus implementing an air conditioning cooling and battery cooling cycle of the thermal management system 1.

[0148] As in Fig. As shown in Figure 18, 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 ninth interface 319, the tenth interface 3110 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 serves as a condenser, and the battery heat exchanger 210 and the external heat exchanger 140 serve as evaporators. In this way, the refrigerant flowing from the compressor 110 can flow to the first in-vehicle heat exchanger 120. In this case, the first in-vehicle heat exchanger 120 acts as a condenser to transfer heat to the interior of the vehicle to increase the temperature inside the vehicle, and the temperature of the refrigerant decreases.Next, the refrigerant flows out of the first vehicle-internal heat exchanger 120 and into the first channel 410 via the first interface 311 and the ninth interface 319. Then, a portion of the refrigerant flows to the battery heat exchanger 210 via the tenth interface 3110 and the sixth interface 316. In this case, the battery heat exchanger 210 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 out of the battery heat exchanger 210 and back to the compressor 110 through the second channel 420 via the seventh interface 317 and the second interface 312. The remaining portion of the refrigerant flows to the vehicle-external heat exchanger 140 via the tenth interface 3110 and the third interface 313.In this case, the vehicle-external heat exchanger 140 acts as an evaporator to absorb heat from the outside of the vehicle, and the temperature of the refrigerant rises. Finally, this portion 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 completing a first air conditioning heating and battery cooling cycle. In this arrangement, only a portion of the refrigerant flowing through the first vehicle-internal heat exchanger 120 flows to the battery heat exchanger 210 and exchanges heat with it to reduce the battery temperature, while the other portion of the refrigerant flows through the vehicle-external heat exchanger 140 and exchanges heat with the air outside the vehicle.Therefore, the amount of refrigerant flowing through the battery heat exchanger 210 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 vehicle range.

[0149] As in Fig. As shown in Figure 19, when the thermal management system 1 is in the first air conditioning cooling and battery heating state, the third interface 313 is connected to the first interface 311, the sixth interface 316 is connected to the eighth interface 318, the fourth interface 314 and the seventh interface 317 are separately connected to the ninth interface 319, the tenth interface 3110 is connected to the fifth interface 315, the second in-vehicle heat exchanger 130 serves as an evaporator, and the battery heat exchanger 210 and the external heat exchanger 140 serve as condensers. In this way, a portion of the refrigerant flowing from the compressor 110 can flow successively through the eighth interface 318 and the sixth interface 316 to the battery heat exchanger 210.In this case, the battery heat exchanger 210 acts as a capacitor and transfers heat to the battery temperature control module 200, thereby increasing the temperature of the battery and decreasing the temperature of the refrigerant. Next, this portion of the refrigerant flows out of the battery heat exchanger 210, flows to the first channel 410 via the seventh interface 317 and the ninth interface 319, and then flows to the second in-vehicle heat exchanger 130 via the tenth interface 3110 and the fifth interface 315. The other portion of the refrigerant flows successively through the first in-vehicle heat exchanger 120, the first interface 311, and the third interface 313 to the external heat exchanger 140. In this case, the first in-vehicle heat exchanger 120 acts as a conduit; the refrigerant either releases no heat or releases a small amount of heat to the outside through the first in-vehicle heat exchanger 120.The refrigerant then flows to the first channel 410 via the fourth interface 314 and the ninth interface 319, and then to the second in-vehicle heat exchanger 130 via the tenth interface 3110 and the fifth interface 315. In this case, the external heat exchanger 140 acts as a condenser to release heat to the outside of the vehicle, and the temperature of the refrigerant decreases. In other words, the two components of the refrigerant converge as they flow to the external heat exchanger 140. In this case, the second in-vehicle heat exchanger 130 acts as an evaporator, and the refrigerant absorbs heat from the interior of the vehicle, thus reducing the temperature inside the vehicle.Finally, the refrigerant flows out of the second in-vehicle heat exchanger 130 and back to the compressor 110 through the second channel 420, thus completing a first air conditioning cooling and battery heating cycle. In this arrangement, only a portion of the refrigerant flowing from the compressor 110 reaches the battery heat exchanger 210 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 battery heat exchanger 210, preventing it from becoming excessively large.This allows the battery temperature to rise slowly, preventing a sudden increase in battery temperature and helping to extend the battery's lifespan and the vehicle's range.

[0150] As in Fig. As shown in Figure 20, when the thermal management system 1 is in the air conditioning heating and battery heating state, the first interface 311 and the seventh interface 317 are separately connected to the ninth interface 319, the tenth interface 3110 is connected to the third interface 313, the sixth interface 316 is connected to the eighth interface 318, the fourth interface 314 is connected to the second interface 312, the first in-vehicle heat exchanger 120 and the battery heat exchanger 210 serve as condensers, and the external heat exchanger 140 serves as an evaporator. In this way, a portion of the refrigerant flowing from the compressor 110 can flow to the first in-vehicle heat exchanger 120. In this case, the first vehicle-internal heat exchanger 120 acts as a condenser and the refrigerant releases heat to the interior of the vehicle, thereby increasing the temperature inside the vehicle.This portion of the refrigerant then flows out of the first vehicle-internal heat exchanger 120, flows to the first channel 410 via the first interface 311 and the ninth interface 319, and then flows to the vehicle-external heat exchanger 140 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 eighth interface 318 and the sixth interface 316 to the battery heat exchanger 210. In this case, the battery heat exchanger 210 acts as a condenser, and the refrigerant transfers heat to the battery temperature control module 200, thereby increasing the battery temperature.Next, this portion of the refrigerant flows out of the battery heat exchanger 210, flows to the first channel 410 via the seventh interface 317 and the ninth interface 319, and then flows to the vehicle-external heat exchanger 140 via the tenth interface 3110 and the third interface 313. In other words, the two portions of the refrigerant converge before the vehicle-external heat exchanger 140 and flow together into it. In this case, the vehicle-external heat exchanger 140 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 140 and back to the compressor 110 through the second channel 420 via the fourth interface 314 and the second interface 312, thus performing an air conditioning heating and battery heating cycle.

[0151] As in Fig. As shown in Figure 21, 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 ninth interface 319, the tenth interface 3110 is separately connected 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 210 serve as evaporators, and the external heat exchanger 140 serves as a condenser. In this way, the refrigerant flowing from the compressor 110 can flow successively through the first in-vehicle heat exchanger 120, the first interface 311, and the third interface 313 to the external heat exchanger 140.In this case, the first internal vehicle heat exchanger 120 acts as a conduit, and the refrigerant either releases no heat or releases a small amount of heat to the outside through the first internal vehicle heat exchanger 120. The external vehicle heat exchanger 140 acts as a condenser, and the refrigerant releases heat to the outside of the vehicle through the external vehicle heat exchanger 140, causing the refrigerant temperature to decrease. Next, the refrigerant flows out of the external vehicle heat exchanger 140. A portion of the refrigerant flowing out of the external vehicle heat exchanger 140 flows to the first channel 410 via the fourth interface 314 and the ninth interface 319, and then flows to the second internal vehicle heat exchanger 130 via the tenth interface 3110 and the fifth interface 315.In this case, the second vehicle-internal heat exchanger 130 acts as an evaporator, and the refrigerant absorbs heat from the vehicle interior, thus reducing the temperature inside the vehicle. The other portion of the refrigerant flowing from the vehicle-external heat exchanger 140 flows to the first channel 410 via the fourth interface 314 and the ninth interface 319, and then to the battery heat exchanger 210 via the tenth interface 3110 and the sixth interface 316. In this case, the battery heat exchanger 210 acts as an evaporator, and the refrigerant absorbs heat from the battery temperature control module 200, thus reducing the battery temperature.Finally, a portion of the refrigerant flows out of the second vehicle-internal heat exchanger 130 and flows back to the compressor 110 through the second channel 420, while the other portion of the refrigerant flows out of the battery heat exchanger 210 and flows back to the compressor 110 through the second channel 420 via the seventh interface 317 and the second interface 312, thus performing an air conditioning cooling and battery cooling cycle.

[0152] In some specific embodiments of the present disclosure, as in Fig. 10, Fig. 22 and Fig. As shown in Figure 23, 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 low-pressure channel 420 of the recuperator 400 exchanges heat with the refrigerant in the high-pressure channel 410.

[0153] As in Fig. Figure 10 shows that when the thermal management system 1 is in the second air conditioning cooling and battery heating state, the first on / off valve 321, the fourth on / off valve 324, the sixth on / off valve 326 and the eighth on / off valve 328 are closed and the second on / off valve 322, the third on / off valve 323, the fifth on / off valve 325 and the seventh on / off valve 327 are open.

[0154] In this way, a portion of the refrigerant flowing from the compressor 110 flows to the battery heat exchanger 210 through the seventh on / off valve 327 and can transfer heat to the battery through the battery heat exchanger 210 to warm the battery. In this case, the battery heat exchanger 210 acts as a condenser. The other portion of the refrigerant flows sequentially through the first internal vehicle heat exchanger 120, the second on / off valve 322, and the external vehicle heat exchanger 140. In this case, the first internal vehicle heat exchanger 120 acts as a pipe, the external vehicle heat exchanger 140 acts as a condenser, the second internal vehicle heat exchanger 130 acts as an evaporator, and the refrigerant can release heat to the outside of the vehicle through the external vehicle heat exchanger 140, thereby reducing the temperature of the refrigerant.Next, the refrigerant flowing from the battery heat exchanger 210 flows to the high-pressure channel 410 through the fifth on / off valve 325, and the refrigerant flowing from the vehicle-external heat exchanger 140 flows to the high-pressure channel 410 through the third on / off valve 323. The two portions of refrigerant converge and flow to the second vehicle-internal heat exchanger 130, absorbing heat from the vehicle interior to reduce the temperature inside the vehicle, thus implementing interior cooling. Finally, the refrigerant flows out of the second vehicle-internal heat exchanger 130 and then flows to the low-pressure channel 420.The refrigerant in the low-pressure channel 420 exchanges heat with the refrigerant in the high-pressure channel 410 to warm up and become a high-temperature refrigerant, and then flows back to the compressor 110, thus implementing a second air conditioning cooling and battery heating cycle of the thermal management system 1.

[0155] It is understood that one difference between the second air conditioning cooling and battery heating state and the first air conditioning cooling and battery heating state is that: in the second air conditioning cooling and battery heating state, the vehicle's external heat exchanger 140 also participates in the cooling cycle within the vehicle, and the remaining portion of the refrigerant dissipates heat to the outside of the vehicle via the vehicle's external heat exchanger 140 before cooling within the vehicle. To be brief, both the battery heat exchanger 310 and the vehicle's external heat exchanger 140 are used to perform cooling within the vehicle, further enhancing the cooling effect.

[0156] Additionally, in some other embodiments of the present disclosure, in the second air conditioning cooling and battery heating state, the sixth on / off valve 326 can be in an on state. In this way, a portion of the refrigerant flowing from the battery heat exchanger 210 can flow directly to the low-pressure channel 420 through the sixth on / off valve 326, and the refrigerant in the low-pressure channel 420 exchanges heat with the refrigerant in the high-pressure channel 410 to warm up, and then flows back to the compressor 110. The other portion of the refrigerant flowing from the battery heat exchanger 210 can flow successively through the fifth on / off valve 325, the high-pressure channel 410, the second throttle valve 510, and the second in-vehicle heat exchanger 130, and finally back to the compressor 110 through the low-pressure channel 420.

[0157] As in Fig. As shown in Figure 23, when the thermal management system 1 is in the second air conditioning cooling and battery heating state, the sixth interface 316 is connected to the eighth interface 318, the seventh interface 317 is connected to the ninth interface 319, the tenth interface 3110 is connected to the fifth interface 315, the second in-vehicle heat exchanger 130 acts as an evaporator, and the battery heat exchanger 210 acts as a condenser. In this way, the refrigerant flowing from the compressor 110 can flow sequentially through the eighth interface 318 and the sixth interface 316 to the battery heat exchanger 210. In this case, the battery heat exchanger 210 acts as a condenser to transfer heat to the battery temperature control module 200 to increase the battery temperature, and the refrigerant temperature decreases.Next, the refrigerant flows out of the battery heat exchanger 210, flows to the first channel 410 via the seventh interface 317 and the ninth interface 319, and then to the second in-vehicle heat exchanger 130 via the tenth interface 3110 and the fifth interface 315. In this case, the second in-vehicle heat exchanger 130 acts as an evaporator, and the refrigerant absorbs heat from the vehicle interior, thus reducing the temperature inside the vehicle. Finally, the refrigerant flows out of the second in-vehicle heat exchanger 130 and back to the compressor 110 through the second channel 420, thus implementing a second air conditioning cooling and battery heating cycle.In this arrangement, all the refrigerant flowing from compressor 110 flows to the battery heat exchanger 210 and exchanges heat with it to reduce the battery temperature. This results in a greater volume of refrigerant flowing through the battery heat exchanger 210, thus fully meeting the battery heating requirement.

[0158] In some specific embodiments of the present disclosure, as in Fig. 11 and Fig. As shown in Figure 22, 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 low-pressure channel 420 of the recuperator 400 exchanges heat with the refrigerant in the high-pressure channel 410.

[0159] As in Fig. Figure 11 shows that when the thermal management system 1 is in the second air conditioning heating and battery cooling state, the second on / off valve 322, the third on / off valve 323, the fifth on / off valve 325 and the seventh on / off valve 327 are closed and the first on / off valve 321, the fourth on / off valve 324, the sixth on / off valve 326 and the eighth on / off valve 328 are open.

[0160] In this way, after exiting the compressor 110 outlet 111, the refrigerant can transfer heat to the vehicle interior through the first internal heat exchanger 120, which acts as a condenser. The refrigerant then flows out of the first internal heat exchanger 120 and into the high-pressure channel 410 through the first on / off valve 321. After exiting the high-pressure channel 410, a portion of the refrigerant flows to the external heat exchanger 140 through the first throttle 500. In this case, the external heat exchanger 140 acts as an evaporator. After absorbing heat from the outside of the vehicle, the refrigerant flows to the low-pressure channel 420.The remaining portion of the refrigerant can flow to the battery heat exchanger 210 through the eighth on / off valve 328 and the third throttle 520, absorbing heat from the battery temperature control module 200 and thus cooling the battery. After exiting the battery heat exchanger 210, this portion of the refrigerant converges with the refrigerant exiting the vehicle-external heat exchanger 140 to flow to the low-pressure channel 420. The refrigerant in the low-pressure channel 420 exchanges heat with the refrigerant in the high-pressure channel 410 to warm up and become a high-temperature refrigerant, and then flows back to the compressor 110, thus implementing a second air conditioning heating and battery cooling cycle of the thermal management system 1.

[0161] As in Fig. As shown in Figure 22, 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 ninth interface 319, the tenth interface 3110 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 acts as a condenser, and the battery heat exchanger 210 acts as an evaporator. In this way, the refrigerant flowing from the compressor 110 can flow to the first in-vehicle heat exchanger 120. In this case, the first in-vehicle heat exchanger 120 acts as a condenser to transfer heat to the interior of the vehicle, thus increasing the temperature inside the vehicle, and the temperature of the refrigerant decreases.Next, the refrigerant flows out of the first in-vehicle heat exchanger 120, flows to the first channel 410 via the first interface 311 and the ninth interface 319, and then to the battery heat exchanger 210 via the tenth interface 3110 and the sixth interface 316. In this case, the battery heat exchanger 210 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 210 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.In this arrangement, all the refrigerant flowing through the first in-vehicle heat exchanger 120 flows to the battery heat exchanger 210 and exchanges heat with it to reduce the battery temperature. In this way, a greater quantity of refrigerant flows through the battery heat exchanger 210, thus fully meeting the battery cooling requirement. It is understood that a difference between the second air conditioning heating and battery cooling state and the first is that: in the second air conditioning heating and battery cooling state, the external heat exchanger 140 also participates in the heating cycle within the vehicle, and a portion of the refrigerant absorbs heat from the outside of the vehicle through the external heat exchanger 140.To be brief, a portion of the refrigerant can absorb heat from the outside of the vehicle through the vehicle-external heat exchanger 140 and then flow back to the compressor 110, and the other portion of the refrigerant can absorb heat from the battery through the battery heat exchanger 310 and then flow back to the compressor. The refrigerant can absorb heat from both the outside of the vehicle and the battery, allowing it to warm up to become a high-temperature refrigerant before flowing back to the compressor.

[0162] In some specific embodiments of the present disclosure, as in Fig. 13 to Fig. As shown in Figure 23, 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, and a fifth on / off valve 325. The first on / off valve 321, the second on / off valve 322, the third on / off valve 323, the fourth on / off valve 324, and the fifth on / off valve 325 can be solenoid valves. The first on / off valve 321 is connected 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 fourth interface 314 and the second interface 312, the fourth on / off valve 324 is inserted between the second interface 312 and the seventh interface 317, and the fifth on / off valve 325 is inserted between the eighth interface 318 and the outlet 111 of the compressor 110.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 120 flows to the vehicle-external heat exchanger 140. The second on / off valve 322 can control the connection / disconnection between the fourth interface 314 and the ninth interface 319 and the connection / disconnection between the fourth interface 314 and the sixth interface 316 to control whether the refrigerant flowing through the vehicle-external heat exchanger 140 flows to the second vehicle-internal heat exchanger 130 or to the battery heat exchanger 210. 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-external heat exchanger 140 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 battery heat exchanger 210 flows directly back to the compressor 110. The fifth on / off valve 325 can control the connection / disconnection between the eighth interface 318 and the outlet 111 of the compressor 110 to control whether the refrigerant flowing from the compressor 110 flows directly to the battery heat exchanger 210.

[0163] In some other specific embodiments of the present disclosure, as in Fig. 13 to Fig. As shown in Figure 23, the integrated valve 300 further comprises a first throttle 330, a second throttle 331 and a third throttle 332. The first throttle 330, the second throttle 331 and the third throttle 332 can be throttle valves, such as electronic expansion valves.

[0164] As in Fig. 13 to Fig. As shown in Figure 23, the first throttle 330 is inserted between the fifth interface 315 and the tenth interface 3110, the second throttle 331 is inserted between the sixth interface 316 and the tenth interface 3110, and the third throttle 332 is inserted between the tenth interface 3110 and the third interface 313. In this way, the first throttle 330 can restrict the refrigerant flowing to the second in-vehicle heat exchanger 130, so that the refrigerant becomes a low-temperature, low-pressure refrigerant after successively dissipating heat through the external vehicle heat exchanger 140 and being restricted by the first throttle 330. The refrigerant then flows to the second in-vehicle heat exchanger 130 via the fifth interface 315 to absorb heat from the interior of the vehicle, thereby reducing the temperature inside the vehicle.Meanwhile, the first throttle 330 can also throttle the refrigerant flowing through the battery heat exchanger 210, so that the refrigerant becomes a low-temperature and low-pressure refrigerant after successively dissipating heat through the battery heat exchanger 210 and being throttled by the first throttle 330, and then the refrigerant flows to the second in-vehicle heat exchanger 130 via the fifth interface 315 to absorb heat from the inside of the vehicle, thereby reducing the temperature inside the vehicle.

[0165] Additionally, as in Fig. 13 to Fig. As shown in Figure 23, the second throttle 331 restricts the refrigerant flowing through the vehicle-external heat exchanger 140, thus transforming the refrigerant into a low-temperature, low-pressure refrigerant after successively dissipating heat through the vehicle-external heat exchanger 140 and being restricted by the second throttle 331. The refrigerant then flows to the battery heat exchanger 210 via the sixth interface 316 to absorb heat from the battery, thereby reducing the battery temperature.

[0166] Furthermore, as in Fig. 13 to Fig. As shown in Figure 23, the third throttle 332 restricts the refrigerant flowing through the first internal vehicle heat exchanger 120, thus transforming the refrigerant into a low-temperature, low-pressure refrigerant after successively dissipating heat through the first internal vehicle heat exchanger 120 and being restricted by the third throttle 332. The refrigerant then flows to the external vehicle heat exchanger 140 via the third interface 313 to absorb heat from the outside of the vehicle, thus reverting the refrigerant back to a high-temperature refrigerant before it flows back to the compressor 110. Meanwhile, the third throttle 332 can also throttle the refrigerant flowing through the battery heat exchanger 210, so that the refrigerant becomes a low-temperature and low-pressure refrigerant after successively releasing heat through the battery heat exchanger 210 and throttling it through the third throttle 332.The refrigerant then flows to the vehicle-external heat exchanger 140 to absorb heat from the outside of the vehicle, so that the refrigerant becomes a high-temperature refrigerant again and then flows back to the compressor 110.

[0167] In some other specific embodiments of the present disclosure, as in Fig. 13 to Fig. Figure 23 shows a plurality of sixth interfaces 316 provided and comprising a first sub-interface 3161 and a second sub-interface 3162, and a plurality of second throttle pieces 331 provided and comprising a first throttle piece 3311 and a second throttle piece 3312.

[0168] The first partial interface 3161 is connected to the first end of one of the plurality of battery heat exchangers 210, and the second partial interface 3162 is connected to the first end of another of the plurality of battery heat exchangers 210. The first throttle section 3311 is inserted between the tenth interface 3110 and the first partial interface 3161, and the second throttle section 3312 is inserted between the tenth interface 3110 and the second partial interface 3162.In other words, the first partial interface 3161 and the second partial interface 3162 are each connected to an inlet of a battery heat exchanger 210, so that a portion of the refrigerant can enter one battery heat exchanger 210 through the first partial interface 3161 and another portion of the refrigerant can enter another battery heat exchanger 210 through the second partial interface 3162, ensuring that the refrigerant flows through each battery heat exchanger 210 and that the refrigerant can simultaneously exchange heat with different sides of the battery through the plurality of battery heat exchangers 210.

[0169] For example, as in Fig. Figure 16 shows that during battery heating, when the refrigerant flows from the outlet 111 of the compressor 110 to the fifth on / off valve 325 and the eighth interface 318, the refrigerant flowing to the battery temperature control module 200 via the eighth interface 318 is split into two channels. One channel of refrigerant flows to the first battery heat exchanger 211 via the eighth interface 318 and the first sub-interface 3161, and the other channel of refrigerant can flow to the second battery heat exchanger 212 via the eighth interface 318 and the second sub-interface 3162, thus heating the battery through the multiple battery heat exchangers 210.

[0170] Alternatively, as in Fig. As shown in Figure 21, during cooling within the vehicle and cooling the battery, after the refrigerant sequentially flows through the vehicle-external heat exchanger 140 and the fourth interface 314, the refrigerant flows to the first channel 410 via the fourth interface 314 and the ninth interface 319, and then to the battery heat exchanger 210 via the tenth interface 3110 and the sixth interface 316, the sixth interface comprising the first sub-interface 3161 and the second sub-interface 3162. In the process of flowing from the tenth interface 3110 to the sixth interface, the refrigerant can be split into two channels.One channel of refrigerant flows to the first battery heat exchanger 211 through the first throttle section 3311 via the first partial interface 3161, and the other channel of refrigerant can flow to the second battery heat exchanger 212 through the second throttle section 3312 via the second partial interface 3162, thus cooling the battery through the plurality of battery heat exchangers 210.

[0171] Alternatively, as in Fig. 18 and Fig. As shown in Figure 22, during heating within the vehicle and cooling the battery, after the refrigerant sequentially flows through the first vehicle-internal heat exchanger 120 and the first interface 311, it flows to the first channel 410 via the first interface 311 and the ninth interface 319, and then to the battery heat exchanger 210 via the tenth interface 3110 and the sixth interface 316. The sixth interface comprises the first sub-interface 3161 and the second sub-interface 3162. In the process of flowing from the tenth interface 3110 to the sixth interface, the refrigerant can be split into two channels.One channel of refrigerant flows to the first battery heat exchanger 211 through the first throttle section 3311 via the first partial interface 3161, and the other channel of refrigerant can flow to the second battery heat exchanger 212 through the second throttle section 3312 via the second partial interface 3162, thus cooling the battery through the plurality of battery heat exchangers 210.

[0172] In some other specific embodiments of the present disclosure, as in Fig. 13 to Fig. As shown in Figure 23, the integrated valve 300 further comprises a sixth on / off valve 326 and a seventh on / off valve 327. The sixth on / off valve 326 and the seventh on / off valve 327 can be solenoid valves.

[0173] The sixth on / off valve 326 is connected between the ninth interface 319 and the first interface 311, and the seventh on / off valve 327 is connected between the ninth interface 319 and the seventh interface 317. In this way, the sixth on / off valve 326 can control the connection / disconnection between the ninth interface 319 and the first interface 311 to control whether the refrigerant flowing through the first in-vehicle heat exchanger 120 flows to the recuperator 400. The seventh on / off valve 327 can control the connection / disconnection between the ninth interface 319 and the seventh interface 317 to control whether the refrigerant flowing through the battery heat exchanger 210 flows to the recuperator 400.

[0174] In some specific embodiments of the present disclosure, as in Fig. 13 to Fig. As shown in Figure 23, the integrated valve 300 also includes an eleventh interface 3111 and a twelfth interface 3112.

[0175] The eleventh interface 3111 is optionally connected to the first interface 311 and / or the tenth interface 3110, and the twelfth interface 3112 is separately connected to the eleventh interface 3111 and the third interface 313. The first on / off valve 321 is inserted between the first interface 311 and the eleventh interface 3111 and controls the eleventh interface 3111 to be optionally connected to the first interface 311 and / or the tenth interface 3110. The third throttle 332 is inserted between the tenth interface 3110 and the eleventh interface 3111.The eleventh interface 3111, which is optionally connected to the first interface 311 and / or the tenth interface 3110, means that: the eleventh interface 3111 is connected to the first interface 311, but not to the tenth interface 3110, or the eleventh interface 3111 is not connected to the first interface 311, but is connected to the tenth interface 3110, or the eleventh interface 3111 is connected to both the first interface 311 and the tenth interface 3110.

[0176] By arranging the eleventh interface 3111 and the twelfth interface 3112, the refrigerant can flow out of the integrated valve 300 via the eleventh interface 3111, then flow into the integrated valve 300 via the twelfth interface 3112, and flow to the vehicle-external heat exchanger 140 via the third interface 313, thereby helping to simplify a piping route within the integrated valve 300, for example, to simplify a piping route between the first interface 311 and the third interface 313 and a piping route between the tenth interface 3110 and the third interface 313 for a simple arrangement.

[0177] In some specific embodiments of the present disclosure, as in Fig. As shown in Figure 1, the thermal management system 1 also includes a blower 600.

[0178] The blower 600 is arranged on one side of the second vehicle-internal heat exchanger 130, which is facing away from the first vehicle-internal heat exchanger 120, and the blower 600 directs an airflow to flow successively through the second vehicle-internal heat exchanger 130 and the first vehicle-internal heat exchanger 120.In this way, when the climate control module 100 performs heating inside the vehicle, the first vehicle-internal heat exchanger 120 acts as a condenser, the second vehicle-internal heat exchanger 130 does not participate in the cycle, and the blower 600 can blow heat emitted by the first vehicle-internal heat exchanger 120 in a direction away from the first vehicle-internal heat exchanger 120 into the interior of the vehicle, so that the climate control module 100 can perform heating inside the vehicle through the first vehicle-internal heat exchanger 120, while the heat from the first vehicle-internal heat exchanger 120 is not transferred to the second vehicle-internal heat exchanger 130, with a more suitable structural arrangement.

[0179] A vehicle 2, which is provided in an embodiment of the present disclosure, is described below with reference to the accompanying drawings. As in Fig. As shown in Figure 24, the vehicle 2 comprises the thermal management system 1 according to one of the preceding embodiments of the present disclosure.

[0180] By using the thermal management system 1 according to one of the preceding embodiments of the present disclosure, the vehicle 2 in the embodiment of the present disclosure not only enables the air conditioning module 100 to exchange heat with the battery temperature control module 200, but also has advantages such as high energy utilization and high battery heat exchange efficiency.

[0181] All other components and operations for the thermal management system 1 and the vehicle with the thermal management system 1 according to embodiments of the present disclosure are known to the person skilled in the art and are not described in detail herein.

[0182] In the description of the patent specification, reference terms such as "specific embodiment" and "specific example" should 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 description, illustrative expressions of the foregoing terms do not necessarily mean the same embodiment or example.

[0183] Although embodiments of the present disclosure have been shown and described, the person skilled in the art understands 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 this application shall be limited to the claims and their equivalent technologies. 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 202310534428.3

[0001] CN 202310531792.4

[0001]

Claims

[1] comprising a thermal management system (1): an air conditioning module (100), wherein the air conditioning module (100) comprises a compressor (110), an in-vehicle heat exchanger (150), an external-vehicle heat exchanger (140), and a recuperator (400) connected to form at least one section of a refrigerant circuit, and wherein the recuperator (400) is configured to allow a refrigerant within the recuperator (400), flowing to an inlet (112) of the compressor (110), to undergo heat exchange in order to recover heat; and a battery temperature control module (200), wherein the battery temperature control module (200) is connected in the refrigerant circuit of the air conditioning module (100) to control a temperature of a battery by the air conditioning module (100). [2] Thermal management system (1) according to claim 1, wherein the battery temperature control module (200) has a battery heat exchanger (210) and the battery heat exchanger (210) is suitable for exchanging heat with a surface on at least one side of the battery. [3] Thermal management system (1) according to claim 1, wherein the battery temperature control module (200) has a plurality of battery heat exchangers (210) and the plurality of battery heat exchangers (210) are each suitable for exchanging heat with surfaces on different sides of the battery. [4] Thermal management system (1) according to claim 3, wherein the plurality of battery heat exchangers (210) comprises a first battery heat exchanger (211) and a second battery heat exchanger (212), the first battery heat exchanger (211) and the second battery heat exchanger (212) are connected in parallel and the first battery heat exchanger (211) and the second battery heat exchanger (212) are each suitable for exchanging heat with surfaces on two sides that are opposite each other in a thickness direction of the battery. [5] Thermal management system (1) according to any one of claims 1 to 4, 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. [6] Thermal management system (1) according to claim 5, 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 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) is subjected to heat exchange to recover heat. [7] Thermal management system (1) according to claim 5 or 6, wherein, while the compressor (110) is operated, 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. [8] Thermal management system (1) according to any one of claims 1 to 7, wherein the vehicle-internal heat exchanger (150) comprises a first vehicle-internal heat exchanger (120) and a second vehicle-internal heat exchanger (130), wherein a first end of the first vehicle-internal heat exchanger (120) is connected to an outlet (111) of the compressor (110) and a first end of the vehicle-external heat exchanger (140) is connected to a second end of the first vehicle-internal heat exchanger (120); the recuperator (400) has a first channel (410) and a second channel (420) for mutual heat exchange, wherein a first end of the first channel (410) is optionally connected to the second end of the first vehicle-internal heat exchanger (120) and a second end of the vehicle-external heat exchanger (140), a second end of the first channel (410) is optionally connected to a first end of the second vehicle-internal heat exchanger (130) and the first end of the vehicle-external heat exchanger (140), a first end of the second channel (420) is optionally connected to a second end of the second vehicle-internal heat exchanger (130) and the second end of the vehicle-external heat exchanger (140), and a second end of the second channel (420) is connected to the inlet (112) of the compressor (110); and the battery temperature control module (200) has the plurality of battery heat exchangers (210), a first end of the battery heat exchanger (210) is optionally connected to the second end of the first channel (410) and the outlet (111) of the compressor (110), a second end of the battery heat exchanger (210) is optionally connected to the first end of the second channel (420) and the first end of the first channel (410), and the plurality of battery heat exchangers (210) are suitable to exchange heat with surfaces on different sides of the battery. [9] Thermal management system (1) according to claim 8, further comprising: a first on / off valve (321) inserted between the second end of the first in-vehicle heat exchanger (120) and the first end of the first channel (410); a second on / off valve (322) inserted between the second end of the first vehicle-internal heat exchanger (120) and the first end of the vehicle-external heat exchanger (140); a third on / off valve (323) inserted between the second end of the vehicle-external heat exchanger (140) and the first end of the high-pressure channel (410); and a fourth on / off valve (324) inserted between the second end of the vehicle-external heat exchanger (140) and the first end of the low-pressure channel (420). [10] Thermal management system (1) according to claim 9, further comprising: a first throttle piece (330) inserted between the second end of the first channel (410) and the first end of the vehicle-external heat exchanger (140); and a second throttle piece (331) inserted between the second end of the first channel (410) and the first end of the second in-vehicle heat exchanger (130). [11] Thermal management system (1) according to claim 10, wherein the thermal management system (1) has at least one air conditioning cooling state and one air conditioning heating state which are switchable; when the thermal management system (1) is in the air conditioning cooling state, the first on / off valve (321) and the fourth on / off valve (324) are closed and the second on / off valve (322) and the third on / off valve (323) are open; when the thermal management system (1) is in the air conditioning heating state, the second on / off valve (322) and the third on / off valve (323) are closed and the first on / off valve (321) and the fourth on / off valve (324) are open; 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). [12] Thermal management system (1) according to claim 10 or 11, wherein the thermal management system (1) has at least one air conditioning heating and defrosting state and one dehumidifying state; when the thermal management system (1) is in the air conditioning heating and defrosting state, the second on / off valve (322) and the third on / off valve (323) are closed and the first on / off valve (321) and the fourth on / off valve (324) are open; when the thermal management system (1) is in the dehumidification state, the first on / off valve (321) and the fourth on / off valve (324) are closed and the second on / off valve (322) and the third on / off valve (323) are open; and In both the air conditioning heating and defrosting state and the dehumidification state, the refrigerant in the second channel (420) of the recuperator (400) exchanges heat with the refrigerant in the first channel (410). [13] Thermal management system (1) according to claim 11, further comprising: a fifth on / off valve (325) inserted between the outlet (111) of the compressor (110) and the first end of the battery heat exchanger (210); a sixth on / off valve (326) inserted between the second end of the battery heat exchanger (210) and the first end of the second channel (420); a seventh on / off valve (327) inserted between the outlet (111) of the compressor (110) and the first end of the battery heat exchanger (210); and an eighth on / off valve inserted between the second end of the first channel (410) and the first end of the battery heat exchanger (210). [14] Thermal management system (1) according to claim 13, further comprising: a plurality of third throttle pieces (332), wherein first ends of the plurality of third throttle pieces (332) are connected to the first ends of the plurality of battery heat exchangers (210) in a one-to-one mapping, and a second end of each third throttle piece (332) is optionally connected to the second end of the first channel (410) and the outlet (111) of the compressor (110). [15] Thermal management system (1) according to claim 14, wherein the thermal management system (1) comprises at least one battery heating state and a battery cooling state; when the thermal management system (1) is in the battery heating state, the first on / off valve (321), the second on / off valve (322), the third on / off valve (323), the sixth on / off valve (326) and the eighth on / off valve (328) are closed and the fourth on / off valve (324), the fifth on / off valve (325) and the seventh on / off valve (327) are open; when the thermal management system (1) is in the battery cooling state, the first on / off valve (321), the fourth on / off valve (324), the fifth on / off valve (325) and the seventh on / off valve (327) are closed and the second on / off valve (322), the third on / off valve (323), the sixth on / off valve (326) and the eighth on / off valve (328) are open; 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). [16] Thermal management system (1) according to claim 14, wherein the thermal management system (1) comprises at least one consisting 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 is in the first air conditioning heating and battery cooling state, the first on / off valve (321), the fourth on / off valve (324), the fifth on / off valve (325) and the seventh on / off valve (327) are closed and the second on / off valve (322), the third on / off valve (323), the sixth on / off valve (326) and the eighth on / off valve (328) are open; when the thermal management system is in the first air conditioning cooling and battery heating state, the first on / off valve (321), the second on / off valve (322), the third on / off valve (323), the fourth on / off valve (324), the sixth on / off valve (326) and the eighth on / off valve (328) are closed and the fifth on / off valve (325) and the seventh on / off valve (327) are open; when the thermal management system is in the air conditioning heating and battery heating state, the second on / off valve (322), the third on / off valve (323), the sixth on / off valve (326) and the eighth on / off valve (328) are closed and the first on / off valve (321), the fourth on / off valve (324), the fifth on / off valve (325) and the seventh on / off valve (327) are open; when the thermal management system is in the air conditioning cooling and battery cooling state, the first on / off valve (321), the fourth on / off valve (324), the fifth on / off valve (325) and the seventh on / off valve (327) are closed and the second on / off valve (322), the third on / off valve (323), the sixth on / off valve (326) and the eighth on / off valve (328) are open; and in all from the first air conditioning heating and battery cooling state, 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). [17] Thermal management system (1) according to claim 16, wherein the thermal management system (1) further comprises at least one second air conditioning cooling and battery heating state, and when the thermal management system is in the second air conditioning cooling and battery heating state, the first on / off valve (321), the fourth on / off valve (324), the sixth on / off valve (326) and the eighth on / off valve (328) are closed and the second on / off valve (322), the third on / off valve (323), the fifth on / off valve (325) and the seventh on / off valve (327) are open; 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). [18] Thermal management system (1) according to claim 16, wherein the thermal management system (1) further comprises at least one second air conditioning heating and battery cooling state, and when the thermal management system is in the second air conditioning heating and battery cooling state, the second on / off valve (322), the third on / off valve (323), the fifth on / off valve (325) and the seventh on / off valve (327) are closed and the first on / off valve (321), the fourth on / off valve (324), the sixth on / off valve (326) and the eighth on / off valve (328) are open; and 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). [19] Thermal management system according to any one of claims 8 to 18, further comprising: a blower (600) arranged on a side of the second vehicle internal heat exchanger (130) facing away from the first vehicle internal heat exchanger (120), wherein the blower (600) directs an airflow to pass successively through the second vehicle internal heat exchanger (130) and the first vehicle internal heat exchanger (120). [20] Thermal management system (1) according to any one of claims 1 to 7, further comprising: an integrated valve (300) wherein the integrated valve (300) controls the flow directions of the refrigerant in the refrigerant circuit to control the vehicle-internal heat exchanger (150), the vehicle-external heat exchanger (140) and the battery heat exchanger (210) separately to act as a condenser or an evaporator. [21] Thermal management system (1) according to claim 20, 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 compressor (110), 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 (210). [22] Thermal management system (1) according to claim 21, 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 a 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 (210); a second end of the first channel (410) is selectively connected to a first end of the second vehicle-internal heat exchanger (130), a first end of the battery heat exchanger (210) and a first end of the vehicle-external heat exchanger (140); a first end of the second channel (420) is connected to a second end of the second in-vehicle heat exchanger (130), the second end of the battery heat exchanger (210) and the second end of the external vehicle heat exchanger (140);and a second end of the second channel (420) is connected to the inlet (112) of the compressor (110). [23] Thermal management system (1) according to claim 21 or 22, 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 (210), 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 (210), one of the at least two serving as a condenser and the other serving as an evaporator. [24] Thermal management system (1) according to one of claims 21 to 23, 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 a first channel (410) and a second channel (420), 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) which is 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 inlet (112) of the compressor (110); a sixth interface (316) and a seventh interface (317), each connected to the two ends of the battery heat exchanger (210); an eighth interface (318) which is connected to the outlet (111) of the compressor (110); and a ninth interface (319) and a tenth interface (3110), each connected to the two ends of the first channel (410); and wherein the integrated valve (300) controls the second interface (312) so that it is selectively connected to the fourth interface (314) and / or the seventh interface (317), controls the third interface (313) so that it is selectively connected to the first interface (311) and / or the tenth interface (3110), controls the fourth interface (314) so ​​that it is selectively connected to the second interface (312) and / or the ninth interface (319), controls the fifth interface (315) so that it is selectively connected to the tenth interface (3110), controls the sixth interface (316) so that it is selectively connected to the eighth interface (318) and / or the tenth interface (3110), and controls the seventh interface (317) so that it is selectively connected to the second interface (312) and / or the ninth interface (319). becomes. [25] Thermal management system (1) according to claim 24, 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 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 first in-vehicle heat exchanger (120) serves as a condenser and the external heat exchanger (140) serves 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 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). [26] Thermal management system (1) according to claim 24, wherein the thermal management system (1) comprises at least one air conditioning heating and defrosting state and a 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 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 first in-vehicle heat exchanger (120) serves as a condenser and the external heat exchanger (140) serves as an evaporator; When the thermal management system (1) is in the 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 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 dehumidification state, the refrigerant in the second channel (420) of the recuperator (400) exchanges heat with the refrigerant in the first channel (410). [27] Thermal management system (1) according to claim 24, wherein the thermal management system (1) comprises at least one battery heating state and a battery cooling state; When the thermal management system (1) is in the battery heating state, the sixth interface (316) is connected to the eighth interface (318), the seventh interface (317) is connected to the ninth interface (319), the tenth interface (3110) is connected to the third interface (313), the second interface (312) is connected to the fourth interface (314), the battery heat exchanger (210) acts as a condenser, and the vehicle-external heat exchanger (140) 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 sixth interface (316), the seventh interface (317) is connected to the second interface (312), the battery heat exchanger (210) acts as an evaporator, and the vehicle-external heat exchanger (140) 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). [28] Thermal management system (1) according to claim 24, wherein the thermal management system (1) comprises at least one consisting 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 ninth interface (319), the tenth interface (3110) 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) serves as a condenser, and the battery heat exchanger (210) and the outside heat exchanger serve as evaporators; 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 third interface (313), the sixth interface (316) is connected to the eighth interface (318), the fifth interface (315) is connected to the tenth interface (3110), the ninth interface (319) is separately connected to the fourth interface (314) and the seventh interface (317), the second in-vehicle heat exchanger (130) serves as an evaporator, and the battery heat exchanger (210) and the external heat exchanger (140) serve as condensers; When the thermal management system (1) is in the air conditioning heating and battery heating state, the first interface (311) and the seventh interface (317) are separately connected to the ninth interface (319), the tenth interface (3110) is connected to the third interface (313), the sixth interface (316) is connected to the eighth interface (318), the fourth interface (314) is connected to the second interface (312), the first in-vehicle heat exchanger (120) and the battery heat exchanger (210) serve as condensers, and the external heat exchanger (140) 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 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 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 (210) serve as evaporators, and the external heat exchanger (140) serves as a condenser; and In all states from the first air conditioning heating and battery cooling state, 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). [29] Thermal management system (1) according to claim 28, wherein the thermal management system (1) further comprises at least one second air conditioning heating and battery cooling state, and 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 ninth interface (319), the tenth interface (3110) is connected to the sixth interface (316), the second interface (312) is connected to the seventh interface (317), the first vehicle-internal heat exchanger (120) serves as a condenser and the battery heat exchanger (210) 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) exchanges heat with the refrigerant in the first channel (410). [30] Thermal management system (1) according to claim 28, wherein the thermal management system (1) further comprises at least one second air conditioning cooling and battery heating state, and when the thermal management system (1) is in the second air conditioning cooling and battery heating state, the sixth interface (316) is connected to the eighth interface (318), the seventh interface (317) is connected to the ninth interface (319), the tenth interface (3110) is connected to the fifth interface (315), the second vehicle-internal heat exchanger (130) serves as an evaporator and the battery heat exchanger (210) serves as a condenser; 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). [31] Thermal management system (1) according to one of claims 24 to 30, 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 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 outlet (111) of the compressor (110); a sixth on / off valve (326) inserted between the ninth interface (319) and the first interface (311); and a seventh on / off valve (327) inserted between the ninth interface (319) and the seventh interface (317). [32] Thermal management system (1) according to claim 31, wherein the integrated valve (300) further comprises: a first throttle piece (330) inserted between the tenth interface (3110) and the fifth interface (315); a second throttle piece (331) inserted between the sixth interface (316) and the tenth interface (3110); and a third throttle piece (332) inserted between the tenth interface (3110) and the third interface (313). [33] Thermal management system (1) according to claim 32, wherein a plurality of sixth interfaces (316) is provided and comprises a first partial interface (3161) and a second partial interface (3162), wherein the first partial interface (3161) is connected to the first end of one of the plurality of battery heat exchangers (210) and the second partial interface (3162) is connected to the first end of another of the plurality of battery heat exchangers (210); and a plurality of second throttles (331) is provided and comprises a first throttle section (3311) and a second throttle section (3312), wherein the first throttle section (3311) is inserted between the tenth interface (3110) and the first partial interface (3161) and the second throttle section (3312) is inserted between the tenth interface (3110) and the second partial interface (3162). [34] Thermal management system (1) according to claim 32 or 33, wherein the integrated valve (300) further comprises: an eleventh interface (3111) and a twelfth interface (3112), wherein the eleventh interface (3111) is optionally connected to the first interface (311) and / or the tenth interface (3110), and the twelfth interface (3112) is separately connected to the eleventh interface (3111) and the third interface (313); and the first on / off valve (321) is inserted between the first interface (311) and the eleventh interface (3111) and the third throttle piece (332) is inserted between the tenth interface (3110) and the eleventh interface (3111). [35] Vehicle (2) comprising the thermal management system (1) according to any one of claims 1 to 34.

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