Vehicle thermal management system and vehicle

Abstract

Vehicle thermal management system (100) and vehicle. The vehicle thermal management system (100) includes a compressor (1), a first internal heat exchanger (2), an external heat exchanger (3), a second internal heat exchanger (4), a first throttling element (5), a second throttling element (6), and an integrated module (25), in which the first internal heat exchanger (2) is in communication with an exhaust port (1b), the external heat exchanger (3) is in selective communication with the first internal heat exchanger (2) through a first pipe (R1), the external heat exchanger (3) is in selective communication with an intake port (1a) through a second pipe (R2), and the external heat exchanger (3) is in selective communication with a second intake port (1a). The first internal heat exchanger (2) selectively communicates with the other end of the first internal heat exchanger (2) through a third pipe (R3), the second internal heat exchanger (4) selectively communicates with the external heat exchanger (3) through a fourth pipe (R4), the second internal heat exchanger (4) selectively communicates with the intake port (1a) through a fifth pipe (R5), and at least a portion of the first pipe (R1), at least a portion of the second pipe (R2), at least a portion of the third pipe (R3) and at least a portion of the fourth pipe (R4) are all formed in the integrated module (25). In this way, the vehicle thermal management system (100) has a substantial working mode, and the performance of the vehicle thermal management system (100) is improved.

Description

[Technical field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application is based on and claims priority to and the benefit of Chinese Patent Application No. 202210613677.7, filed on May 31, 2022. The entire contents of the above-referenced applications are incorporated herein by reference.

[0002] The present disclosure relates to the field of vehicle technology, and more particularly, to vehicle thermal management systems and vehicles. [Background technology]

[0003] In the related art vehicle, an air conditioning system is provided to adjust the temperature of the passenger compartment. However, the air conditioning system has a lack of diverse functions and limited performance, which affect the passenger's experience. In addition, the ducts of the entire system are complicated and difficult to arrange, resulting in difficult assembly of the entire system and further increasing the difficulty of installing the entire system in the vehicle. Summary of the Invention [Problem to be solved by the invention]

[0004] The present disclosure aims to solve at least one of the technical problems existing in the related art. Therefore, the present disclosure provides a vehicle thermal management system, which has various operation modes, and helps to simplify assembly and improve assembly efficiency.

[0005] The present disclosure further provides a vehicle including the vehicle thermal management system described above. [Means for solving the problem]

[0006] A vehicle thermal management system according to an embodiment of the first aspect of the present disclosure includes a first system. The first system includes a compressor, a first internal heat exchanger, an external heat exchanger, a second internal heat exchanger, a first throttling element, a second throttling element, and an integrated module. The compressor has an air inlet and an exhaust port. The first internal heat exchanger has one end communicating with the exhaust port through a refrigerant conduit. The external heat exchanger has one end selectively communicating with the other end of the first internal heat exchanger through a first conduit, the one end of the external heat exchanger selectively communicating with the air inlet through a second conduit, and the other end selectively communicating with the other end of the first internal heat exchanger through a third conduit. The second internal heat exchanger has one end selectively communicating with the other end of the external heat exchanger through a fourth conduit, and the other end selectively communicating with the air inlet through a fifth conduit. The first throttle element is connected in series to the fourth conduit. The second throttle element is connected in series to the third conduit. At least a portion of the first conduit, at least a portion of the second conduit, at least a portion of the third conduit and at least a portion of the fourth conduit are each formed in the integrated module. The first throttle element and the second throttle element are each disposed in the integrated module.

[0007] The vehicle thermal management system according to the embodiments of the present disclosure enriches the operating modes of the vehicle thermal management system and improves the performance of the vehicle thermal management system, which helps to improve the passenger experience while helping to achieve a modular design of the vehicle thermal management system, improves the efficiency of assembly of the vehicle thermal management system while facilitating the overall vehicle layout and product assembly of the vehicle, and helps to reduce the cost of the vehicle thermal management system.

[0008] In some embodiments, the integrated module is internally divided into a first temperature zone, a second temperature zone, and a third temperature zone. At least a portion of the first conduit, at least a portion of the second conduit, and at least a portion of the upstream of the third conduit are each located in the first temperature zone. At least a portion of the downstream of the third conduit and at least a portion of the downstream of the fourth conduit are each located in the second temperature zone. At least a portion of the downstream of the fourth conduit is located in the third temperature zone.

[0009] In some embodiments, a first slot and a second slot are formed in the integrated module, the first slot is disposed between the first temperature zone and the third temperature zone, and the second slot is disposed between the first temperature zone and the second temperature zone.

[0010] In some embodiments, the third conduit and the fourth conduit have a first common branch. The first common branch has a first end and a second end. The third conduit further includes a first branch and a second branch. The first branch communicates with the other end and the second end of the first internal heat exchanger. The second branch communicates with the first end and the other end of the external heat exchanger. The second throttling element is connected in series to the second branch. The fourth conduit further includes a third branch and a fourth branch. The third branch communicates with the one end and the first end of the second internal heat exchanger. The first throttling element is connected in series to the third branch. The fourth branch communicates with the other end and the second end of the external heat exchanger. A check valve is disposed in series connection with the fourth branch and has an inlet end communicating with the other end of the external heat exchanger and an outlet end communicating with the second end.

[0011] In some embodiments, the first branch, the second branch, and the third branch are each formed in the integrated module, and the fourth branch and the first common branch are each disposed outside the integrated module.

[0012] In some embodiments, the integrated module is internally divided into a first temperature zone, a second temperature zone, and a third temperature zone. The first branch is located in the first temperature zone. The second branch and a portion of the third branch before the first throttling element are each located in the second temperature zone. The portion of the third branch after the first throttling element is located in the third temperature zone.

[0013] In some embodiments, the second conduit and the fifth conduit have a second common branch. The second common branch has a third end and a fourth end. The fourth end of the second common branch communicates with the air supply. The second conduit further includes a fifth branch. The fifth branch communicates with one end of the external heat exchanger and the third end of the second common branch. The fifth conduit further includes a sixth branch. The sixth branch communicates with the other end of the second internal heat exchanger and the third end of the second common branch.

[0014] In some embodiments, the fifth branch and the sixth branch are each formed in the integrated module, and the second common branch is disposed outside the integrated module.

[0015] In some embodiments, the integrated module is internally divided into a first temperature zone, a second temperature zone, and a third temperature zone. The fifth branch is located in the first temperature zone. An upstream portion of the sixth branch is located in the third temperature zone. A downstream portion of the sixth branch is located in the first temperature zone.

[0016] In some embodiments, the third conduit and the fourth conduit have a first common branch. In the third conduit, the first common branch is located upstream of the second throttling element. In the fourth conduit, the first common branch is located upstream of the first throttling element. The vehicle thermal management system further includes a first heat exchange device. The first heat exchange device has a first heat exchange flow path and a second heat exchange flow path that exchange heat with each other. The first heat exchange flow path is connected in series to the first common branch. The second heat exchange flow path is connected in series to the second common branch.

[0017] In some embodiments, the vehicle thermal management system further includes a liquid storage tank connected in series to the first common branch and disposed upstream of the first heat exchange flow path.

[0018] In some embodiments, the vehicle thermal management system has a cabin-only cooling mode and an air source heat pump heating mode. In the cabin-only cooling mode, the first line, the fourth line, and the fifth line are connected, and the second line and the third line are blocked. In the air source heat pump heating mode, the second line and the third line are connected, and the first line and the fourth line are blocked.

[0019] In some embodiments, the vehicle thermal management system further includes a battery heat exchanger and a third throttling element. The battery heat exchanger has one end in selective communication with the air intake through the sixth conduit and another end in selective communication with the other end of the external heat exchanger through the seventh conduit. The third throttling element is connected in series to the seventh conduit.

[0020] In some embodiments, the seventh conduit and the fourth conduit have a third common branch. The third common branch has a fifth end and a sixth end. The fifth end of the third common branch communicates with the other end of the external heat exchanger. The seventh conduit further includes a seventh branch. The seventh branch communicates with the other end of the battery heat exchanger and with the sixth end of the third common branch. The third throttling element is connected in series to the seventh branch. The fourth conduit further includes a third branch. The third branch communicates with one end of the second internal heat exchanger and with the sixth end of the third common branch. The first throttling element is connected in series to the third branch.

[0021] In some embodiments, the upstream portion of the third common branch, the seventh branch and the third branch are each integrated into an integrated module.

[0022] In some embodiments, the integrated module is internally divided into a first temperature zone, a second temperature zone, and a third temperature zone. An upstream portion of the third common branch is located in the first temperature zone and the second temperature zone. A portion of the third branch before the first throttling element is located in the second temperature zone. A portion of the third branch after the first throttling element is located in the third temperature zone. A portion of the seventh branch before the third throttling element is located in the second temperature zone. A portion of the seventh branch after the third throttling element is located in the third temperature zone.

[0023] In some embodiments, the sixth conduit and the fifth conduit have a second common branch. The second common branch has a third end and a fourth end. The fourth end of the second common branch is in communication with the air intake. The vehicle thermal management system further includes a second heat exchange device. The second heat exchange device has a third heat exchange flow path and a fourth heat exchange flow path that exchange heat with each other. The third heat exchange flow path is connected in series to the third common branch. The fourth heat exchange flow path is connected in series to the second common branch.

[0024] In some embodiments, the vehicle thermal management system further includes a battery-only cooling mode and a cabin-battery-dual cooling mode. In the battery-only cooling mode, the first pipe, the sixth pipe, and the seventh pipe are connected to each other. In the cabin-battery-dual cooling mode, the first pipe, the fourth pipe, the fifth pipe, the sixth pipe, and the seventh pipe are connected to each other.

[0025] In some embodiments, the vehicle thermal management system further includes a second system, a third heat exchange device, and a fourth throttling element. The second system includes an engine cooling jacket, a drive pump, and a heater core, which communicate through a first circulation line. The third heat exchange device has a fifth heat exchange passage and a sixth heat exchange passage that exchange heat with each other. The fifth heat exchange passage is connected in series to the first circulation line and is located downstream of the heater core. The sixth heat exchange passage has one end that selectively communicates with the other end of the first internal heat exchanger through an eighth line, and the other end that communicates with the air intake through a ninth line. The fourth throttling element is connected in series to the eighth line.

[0026] In some embodiments, the eighth conduit and the fourth conduit have a first common branch. The first common branch has a first end and a second end. The fourth conduit further includes a third branch and a fourth branch. The third branch communicates with one end and the first end of the second internal heat exchanger. The first throttling element is connected in series to the third branch. The fourth branch communicates with the other end and the second end of the external heat exchanger. A check valve is disposed in series connection with the fourth branch and has an inlet end communicating with the other end of the external heat exchanger and an outlet end communicating with the second end. The eighth conduit further includes an eighth branch and a ninth branch. The eighth branch communicates with the other end and the second end of the first internal heat exchanger. The ninth branch communicates with the first end and one end of the sixth heat exchange flow path. The fourth throttling element is connected in series to the ninth branch.

[0027] In some embodiments, the third branch, the eighth branch, and the ninth branch are each formed in the integrated module, and the fourth branch and the first common branch are each disposed outside the integrated module.

[0028] In some embodiments, the integrated module is internally divided into a first temperature zone, a second temperature zone, and a third temperature zone. A portion of the third branch before the first throttling element is located in the second temperature zone. A portion of the third branch after the first throttling element is located in the third temperature zone. The eighth branch is located in the first temperature zone. The ninth branch is located in the second temperature zone.

[0029] In some embodiments, the ninth conduit and the fifth conduit have a second common branch. The second common branch has a third end and a fourth end. The fourth end of the second common branch communicates with the air supply. The fifth conduit further includes a sixth branch. The sixth branch communicates with the other end of the second internal heat exchanger and the third end of the second common branch. The ninth conduit further includes a tenth branch. The tenth branch communicates with the other end of the sixth heat exchange passage and the third end of the second common branch.

[0030] In some embodiments, the sixth branch and the tenth branch are each formed in the integrated module, and the second common branch is disposed outside the integrated module.

[0031] In some embodiments, the integrated module is internally divided into a first temperature zone, a second temperature zone, and a third temperature zone. An upstream portion of the sixth branch is located in the third temperature zone. A downstream portion of the sixth branch is located in the first temperature zone. The tenth branch is located in the first temperature zone.

[0032] In some embodiments, the second system further includes a reversing element and an engine cooling jacket. The reversing element is connected in series between the fifth heat exchange flow passage and the drive pump and includes a first valve port, a second valve port, a third valve port, and a fourth valve port. The first valve port switchably communicates with one of the second valve port and the third valve port. The fourth valve port switchably communicates with the other of the second valve port and the third valve port. The first valve port communicates with the drive pump. The second valve port communicates with the fifth heat exchange flow passage. The engine cooling jacket communicates with the third valve port and the fourth valve port, respectively, through the second circulation line.

[0033] In some embodiments, the second system further includes an electric heater connected in series between the drive pump and the heater core and disposed upstream of the heater core.

[0034] In some embodiments, the vehicle thermal management system further includes a water source heat pump heating mode and an air source-water source-combined heat pump heating mode. In the water source heat pump heating mode, the eighth and ninth pipes are connected to each other and the drive pump operates. In the air source-water source-combined heat pump heating mode, the second, third, eighth and ninth pipes are connected to each other and the first and fourth pipes are blocked to each other.

[0035] In some embodiments, the vehicle thermal management system further includes a battery heat exchanger, a third heat exchange device, a third throttling element, and a second system. The battery heat exchanger has one end selectively communicating with the exhaust port through a tenth conduit. The third heat exchange device has a fifth heat exchange flow path and a sixth heat exchange flow path that exchange heat with each other. The sixth heat exchange flow path has one end selectively communicating with the other end of the battery heat exchanger through an eleventh conduit, and the other end communicating with the air intake port through a ninth conduit. The third throttling element is connected in series to the eleventh conduit. The second system includes an engine cooling jacket, a drive pump, and a heater core that communicate through the first circulation conduit. The fifth heat exchange flow path is connected in series to the first circulation conduit and is located downstream of the heater core.

[0036] In some embodiments, the tenth conduit and the eleventh conduit are each formed in an integral module.

[0037] In some embodiments, the integrated module is internally divided into a first temperature zone, a second temperature zone, and a third temperature zone. The tenth and eleventh conduits are each located in the first temperature zone.

[0038] In some embodiments, the vehicle thermal management system further includes a water source heat pump-battery heating mode, in which the ninth and tenth lines are connected to each other and the drive pump is operating.

[0039] In some embodiments, one end of the sixth heat exchange flow passage communicates with the other end of the first internal heat exchanger through an eighth conduit. The vehicle thermal management system further includes a fourth throttling element. The fourth throttling element is connected in series to the eighth conduit.

[0040] In some embodiments, the vehicle thermal management system further includes a water source heat pump heating-water source heat pump-battery heating combined mode, in which the eighth pipe, the ninth pipe, and the tenth pipe are connected to each other and the drive pump operates.

[0041] A vehicle according to an embodiment of the second aspect of the present disclosure includes a vehicle thermal management system according to the aforementioned embodiment of the first aspect of the present disclosure.

[0042] For vehicles according to this embodiment of the present disclosure, the vehicle thermal management system described above is employed, which helps improve the occupant experience.

[0043] Other aspects and advantages of the disclosure will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the disclosure.

[0044] The foregoing and / or additional aspects and advantages of the present disclosure will become apparent and easier to understand from the following description of the embodiments, taken in conjunction with the accompanying drawings. [Brief description of the drawings]

[0045] [Figure 1] 1 is a schematic diagram of a vehicle thermal management system according to one embodiment of the present disclosure. [Diagram 2] 2 is a schematic diagram of the vehicle thermal management system shown in FIG. 1 in a cabin-only cooling mode, with arrows indicating the direction of coolant flow. [Diagram 3] FIG. 2 is a schematic diagram of the vehicle thermal management system shown in FIG. 1 in supply air source heat pump heating mode; the arrows indicate the direction of refrigerant flow. [Figure 4] 2 is a schematic diagram of the vehicle thermal management system shown in FIG. 1 in a battery only cooling mode, with arrows indicating the direction of coolant flow. [Diagram 5] 2 is a schematic diagram of the vehicle thermal management system shown in FIG. 1 in both cabin / battery cooling mode, with arrows indicating the direction of coolant flow. [Figure 6] FIG. 2 is a schematic diagram of the vehicle thermal management system shown in FIG. 1 in water source heat pump heating mode, with arrows indicating the direction of refrigerant flow. [Figure 7] FIG. 2 is a schematic diagram of the vehicle thermal management system shown in FIG. 1 in combined air-source / water-source heat-pump heating mode, with arrows indicating the direction of refrigerant flow. [Figure 8] FIG. 2 is a schematic diagram of the vehicle thermal management system shown in FIG. 1 in water source heat pump battery heating mode, with arrows indicating the direction of refrigerant flow. [Figure 9] FIG. 2 is a schematic diagram of the vehicle thermal management system shown in FIG. 1 in combined water-source heat pump heating / water-source heat pump and battery heating modes, with arrows indicating the direction of refrigerant flow. [Figure 10] FIG. 2 is a schematic diagram of the integration of the vehicle thermal management system shown in FIG. 1, where the portion outside the dashed box is integrated. [Figure 11] FIG. 11 is a schematic diagram of the integrated module shown in FIG. [Figure 12] FIG. 12 is a schematic diagram of the integrated module shown in FIG. [Figure 13] FIG. 12 is another schematic diagram of the integrated module shown in FIG. [Figure 14] FIG. 12 is a schematic diagram of a valve seat of the integrated module shown in FIG. 11. [Figure 15] FIG. 15 is a schematic diagram of the flow channel defined by the valve seat shown in Figure 14. [Figure 16] Another schematic diagram of the flow channel shown in Figure 15. [Figure 17] FIG. 12 is yet another schematic diagram of the integrated module shown in FIG. [Figure 18] FIG. 12 is an exploded view of the integrated module shown in FIG. [Figure 19] 1 is a schematic diagram of a vehicle according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0046] The embodiments of the present disclosure are described in detail below, and examples of the embodiments are illustrated in the accompanying drawings, in which the same or similar elements, or elements having the same or similar functions, are represented by the same or similar reference numerals throughout the description. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present disclosure, and should not be construed as limitations to the present disclosure.

[0047] Below, the present disclosure provides many different embodiments or examples for implementing different structures of the present disclosure. To simplify the disclosure of the present disclosure, components and settings of a specific example are described below. Of course, the components and settings are merely examples and are not intended to limit the present disclosure. In addition, reference numbers and / or letters may be repeated in different examples of the present disclosure. This repetition is for simplicity and clarity, and does not in itself dictate a relationship between the embodiments and / or configurations discussed. In addition, while the present disclosure provides examples of various specific steps and materials, those skilled in the art may recognize the applicability of using other steps and / or other materials.

[0048] A vehicle thermal management system 100 according to an embodiment of the present disclosure is described below with reference to the accompanying drawings.

[0049] 1 to 3, a vehicle thermal management system 100 includes a first system 100a. The first system 100a includes a compressor 1, a first internal heat exchanger 2, an external heat exchanger 3, a second internal heat exchanger 4, a first throttling element 5, and a second throttling element 6.

[0050] The compressor 1 has an air inlet 1a and an exhaust port 1b. The refrigerant flows from the air inlet 1a to the compressor 1. The compressor 1 compresses the refrigerant. After the compression is completed, the refrigerant is discharged from the exhaust port 1b. The first internal heat exchanger 2 has one end 2a that communicates with the exhaust port 1b through a refrigerant pipe R. In this case, the refrigerant discharged from the exhaust port 1b flows through the refrigerant pipe R to the first internal heat exchanger 2 to exchange heat, so that the first internal heat exchanger 2 can adjust the temperature of the vehicle interior, etc.

[0051] The external heat exchanger 3 has one end 3a that selectively communicates with the other end 2b of the first internal heat exchanger 2 through the first pipe R1. In this case, when the first pipe R1 is connected, the refrigerant that has been heat exchanged in the first internal heat exchanger 2 can flow through the first pipe R1 to the external heat exchanger 3 to continue heat exchange, so that the heat of the refrigerant is fully utilized. When the first pipe R1 is cut off (i.e., not connected), the circulation of the refrigerant cannot be performed between the one end 3a of the external heat exchanger 3 and the other end 2b of the first heat exchanger 2 through the first pipe R1. For example, in the embodiment of FIG. 1 and FIG. 2, a first control valve 71 is provided in the first pipe R1. The first control valve 71 controls the connection and cut-off of the first pipe R1 to selectively communicate between the one end 3a of the external heat exchanger 3 and the other end 2b of the first internal heat exchanger 2.

[0052] The second internal heat exchanger 4 has one end 4a selectively communicating with the other end 3b of the external heat exchanger 3 through a fourth pipe R4. The fourth pipe R4 can be connected or disconnected. The second internal heat exchanger 4 has another end 4b selectively communicating with the air inlet 1a through a fifth pipe R5. The fifth pipe R5 can be connected or disconnected. The first throttling element 5 is continuously connected to the fourth pipe R4. In this case, the first throttling element 5 can suppress and reduce the pressure of the refrigerant in the fourth pipe R4. Specifically, the refrigerant flowing from the external heat exchanger 3 passes through the fourth pipe R4, flows through the first throttling element 5 to the second internal heat exchanger 4, and exchanges heat with the second internal heat exchanger 4, so that the second internal heat exchanger 4 can adjust the temperature in the vehicle cabin or the like. The heat-exchanged refrigerant may flow through the fifth line R5 to the compressor 1 for further circulation.

[0053] In view of the above, the compressor 1, the first internal heat exchanger 2, the first pipe R1, the external heat exchanger 3, the fourth pipe R4, the first throttling element 5, the second internal heat exchanger 4 and the fifth pipe R5 may constitute a first refrigerant circulation flow path as shown in FIG. 2. The first internal heat exchanger 2 and the external heat exchanger 3 may each be used as a condenser, and the second internal heat exchanger 4 may be used as an evaporator. In this case, the second internal heat exchanger 4 may reduce the temperature in the passenger compartment. Although the first internal heat exchanger 2 may increase the temperature in the passenger compartment to a certain extent, it is advantageous to reduce the amount of heat exchanged between the refrigerant and the first internal heat exchanger 2 because the first internal heat exchanger 2 and the external heat exchanger 3 each work as a condenser. Therefore, the influence of the first internal heat exchanger 2 on the temperature in the passenger compartment may be reduced to a certain extent.

[0054] In addition, the external heat exchanger 3 has one end 3a selectively communicating with the air inlet 1a through the second pipe R2. In this case, when the second pipe R2 is connected, the refrigerant heat-exchanged in the external heat exchanger 3 can flow through the second pipe R2 to the compressor 1. When the second pipe R2 is blocked, the circulation of the refrigerant cannot be performed between the one end 3a of the external heat exchanger 3 and the air inlet 1a through the second pipe R2. For example, in the embodiment of FIG. 1 and FIG. 3, a second control valve 72 is provided in the second pipe R2. The second control valve 72 controls the connection and blocking of the second pipe R2 to selectively communicate between the one end 3a of the external heat exchanger 3 and the air inlet 1a.

[0055] The external heat exchanger 3 has another end 3b that selectively communicates with the other end 2b of the first internal heat exchanger 2 through a third pipe R3. In this case, when the third pipe R3 is connected, the circulation of the refrigerant is performed between the other end 3b of the external heat exchanger 3 and the other end 2b of the first internal heat exchanger 2 through the third pipe R3. When the third pipe R3 is blocked, the circulation of the refrigerant cannot be performed between the other end 3b of the external heat exchanger 3 and the other end 2b of the first internal heat exchanger 2 through the third pipe R3. For example, in the embodiment of FIG. 1 and FIG. 3, a third control valve 73 is provided in the third pipe R3. The third control valve 73 controls the connection and blocking of the third pipe R3 to selectively communicate between the other end 3b of the external heat exchanger 3 and the other end 2b of the first internal heat exchanger 2.

[0056] The second throttling element 6 is connected in series to the third line R3. In this case, the second throttling element 6 can suppress and reduce the pressure of the refrigerant in the third line R3. Specifically, the refrigerant flowing from the first internal heat exchanger 2 passes through the third line R3, flows through the second throttling element 6 to the external heat exchanger 3, exchanges heat in the external heat exchanger 3, and then flows through the second line R2 to the compressor 1 for the next circulation.

[0057] In view of the above, the compressor 1, the first internal heat exchanger 2, the third pipe R3, the second throttling element 6, the external heat exchanger 3 and the second pipe R2 may constitute a second refrigerant circulation passage as shown in Fig. 3. The first internal heat exchanger 2 may be used as a condenser for heating the passenger compartment, and the external heat exchanger 3 may be used as an evaporator.

[0058] As shown in FIGS. 1 to 3, during operation of the vehicle thermal management system 100, switching of operation modes can be implemented by controlling the connection and disconnection of the first conduit R1 and the second conduit R2.

[0059] For example, as shown in Fig. 2, the first pipe R1 is connected and the second pipe R2 is blocked. In this case, the refrigerant can circulate in the first refrigerant circulation flow path and does not circulate in the second refrigerant circulation flow path, so that the temperature of the passenger compartment can be reduced. In the second state, as shown in Fig. 3, the first pipe R1 is blocked and the second pipe R2 is connected. In this case, the refrigerant can circulate in the second refrigerant circulation flow path and does not circulate in the first refrigerant circulation flow path, so that the temperature of the passenger compartment can be increased.

[0060] Therefore, the vehicle thermal management system 100 can have a plurality of modes, and the vehicle thermal management system 100 can switch between the plurality of modes.

[0061] For example, the vehicle thermal management system 100 may have a passenger compartment only cooling mode and a supply source heat pump heating mode.

[0062] In the cabin-only cooling mode (shown in FIG. 2), the first pipe R1, the fourth pipe R4, and the fifth pipe R5 are connected, and the second pipe R2 and the third pipe R3 are blocked. In this case, after being compressed in the compressor 1, the refrigerant flows from the exhaust port 1b of the compressor 1 to the first internal heat exchanger 2 to exchange heat. The heat-exchanged refrigerant flows through the first pipe R1 to the external heat exchanger 3 to exchange heat. The heat-exchanged refrigerant passes through the fourth pipe R4 and flows through the first throttling element 5 to the second internal heat exchanger 4 to exchange heat. The heat-exchanged refrigerant flows through the fifth pipe R5 to the intake port 1a of the compressor 1 to complete the circulation. The first internal heat exchanger 2 and the external heat exchanger 3 can each be used as a condenser, and the second internal heat exchanger 4 can be used as an evaporator, thereby improving the refrigeration performance of the vehicle thermal management system 100.

[0063] In the supply air source heat pump heating mode (shown in FIG. 3), the second pipe R2 and the third pipe R3 are connected, and the first pipe R1 and the fourth pipe R4 are blocked. In this case, after being compressed in the compressor 1, the refrigerant flows from the exhaust port 1b of the compressor 1 to the first internal heat exchanger 2 to exchange heat. The heat-exchanged refrigerant passes through the third pipe R3 and flows through the second throttling element 6 to the external heat exchanger 3 to exchange heat. The heat-exchanged refrigerant flows through the second pipe R2 to the supply air port 1a of the compressor 1 to complete the circulation. The first internal heat exchanger 2 can be used as a condenser, and the external heat exchanger 3 can be used as an evaporator. In this case, the vehicle thermal management system 100 can transfer the heat of the air to the vehicle cabin through the refrigerant, so that the heating performance of the vehicle thermal management system 100 is ensured.

[0064] As shown in Figures 10 to 15, the first system 100a further includes an integrated module 25. At least a portion of the first conduit R1, at least a portion of the second conduit R2, at least a portion of the third conduit R3, and at least a portion of the fourth conduit R4 are each formed in the integrated module 25. In other words, at least a portion of the first conduit R1, at least a portion of the second conduit R2, at least a portion of the third conduit R3, and at least a portion of the fourth conduit R4 are each defined in the integrated module 25. This helps to achieve a modular design of the vehicle thermal management system 100, reduce the overall system conduit length, reduce the number of conduit joints, and simplify the assembly of the vehicle thermal management system 100 while facilitating the overall vehicle arrangement and assembly of the product. In addition, the cohesively integrated integration module 25 makes it easy to implement centralized control, which helps to further reduce the cost of the vehicle thermal management system 100.

[0065] The first throttling element 5 and the second throttling element 6 are each arranged in an integrated module 25, which facilitates a more modular design of the first system 100a.

[0066] Therefore, the vehicle thermal management system 100 according to the embodiment of the present disclosure enriches the operating modes of the vehicle thermal management system 100 and improves the performance of the vehicle thermal management system 100, which helps to improve the passenger experience while helping to achieve a modular design of the vehicle thermal management system 100, improves the efficiency of assembly of the vehicle thermal management system 100, and helps to reduce the cost of the vehicle thermal management system 100 while facilitating the overall vehicle layout and product assembly of the vehicle 200.

[0067] In some embodiments of the present disclosure, as shown in Figures 10 to 15, the integrated module 25 is internally divided into a first temperature zone 251, a second temperature zone 252, and a third temperature zone 253. At least a portion of the first conduit R1, at least a portion of the second conduit R2, and at least a portion of the upstream of the third conduit R3 are each located in the first temperature zone 251. At least a portion of the downstream of the third conduit R3 and at least a portion of the downstream of the fourth conduit R4 are each located in the second temperature zone 252. At least a portion of the downstream of the fourth conduit R4 is located in the third temperature zone 253.

[0068] In view of the above, the temperature of the first temperature region 251 is higher than that of the second temperature region 252, and the temperature of the second temperature region 252 is higher than that of the third temperature region 253, so that the first temperature region 251 is formed as a high temperature region, the second temperature region 252 is formed as a medium temperature region, and the third temperature region 253 is formed as a low temperature region. The concentrated arrangement of the parts of the pipes having corresponding temperatures of the first pipe R1, the second pipe R2, the third pipe R3 and the fourth pipe R4 can be carried out according to the temperatures of the refrigerant in the first pipe R1, the second pipe R2, the third pipe R3 and the fourth pipe R4, which helps to reduce the amount of heat transferred by the high temperature refrigerant to the medium temperature refrigerant or the low temperature refrigerant, thereby ensuring the performance of the vehicle thermal management system 100.

[0069] In some embodiments of the present disclosure, as shown in Figures 14 to 17, the first slot 25a and the second slot 25b are formed in the integrated module 25. The first slot 25a is disposed between the first temperature region 251 and the third temperature region 253 to separate the first temperature region 251 from the third temperature region 253 and reduce heat transferred from the first temperature region 251 to the third temperature region 253. The second slot 25b is disposed between the first temperature region 251 and the second temperature region 252 to separate the first temperature region 251 from the second temperature region 252 and reduce heat transferred from the first temperature region 251 to the second temperature region 252.

[0070] In view of the above, the arrangement of the first slot 25a and the second slot 25b prevents the heat generated by the flow channel in the high temperature region from being transferred to the medium temperature region or the low temperature region, causing a decrease in the degree of subcooling before throttling by the throttling element and an increase in drying of the refrigerant entering the evaporator; and prevents the partially saturated vapor from being able to absorb heat and change phase in the evaporator when the gas-liquid two-phase refrigerant enters the evaporator, resulting in a decrease in the heat exchange capacity of the evaporator and a decrease in the cooling capacity, thereby more effectively ensuring the performance of the vehicle thermal management system 100.

[0071] 1 to 3, the vehicle thermal management system 100 includes a group of valves. The group of valves includes a first control valve 71 and a second control valve 72. The first control valve 71 is connected in series to a first line R1, so that the first control valve 71 can control the connection and disconnection of the first line R1. The second control valve 72 is connected in series to a second line R2, so that the second control valve 72 can control the connection and disconnection of the second line R2.

[0072] Optionally, the first control valve 71 and the second control valve 72 are each a solenoid valve.

[0073] Of course, the present disclosure is not limited thereto. In other embodiments, the valve group may include a reversing valve. The reversing valve includes a first port, a second port, and a third port. The first port is switchably connected to one of the second port and the third port. The first port is connected to the other end 2b of the first internal heat exchanger 2. The second port is connected to the first pipe R1. The third port is connected to the second pipe R2. The valve group can also be switched between a first state and a second state. In some cases, the reversing valve is a three-way reversing valve.

[0074] In some cases, the first throttle element 5 and the second throttle element 6 are throttle elements each having an adjustable opening. For example, the first throttle element 5 and the second throttle element 6 can automatically adjust the flow rate of the refrigerant according to the inlet pressure to ensure a stable temperature in the passenger compartment and ensure the comfort of the entire vehicle. Naturally, the connection and disconnection of the third line R3 may be achieved by adjusting the opening of the second throttle element 6. For example, when the second throttle element 6 is opened, the third line R3 is connected, and when the second throttle element 6 is closed (i.e., the opening is 0), the third line R3 is disconnected. Similarly, the connection and disconnection of the fourth line R4 may be achieved by adjusting the opening of the first throttle element 5. For example, when the first throttle element 5 is opened, the fourth line R4 is connected, and when the first throttle element 5 is closed (i.e., the opening is 0), the fourth line R4 is disconnected.

[0075] In this case, when the valve group switches to the first state, the first throttling element 5 is opened, the fourth line R4 is connected, and the second throttling element 6 is closed, the third line R3 is blocked, and when the valve group switches to the second state, the second throttling element 6 is opened, the third line R3 is connected, and the first throttling element 5 is closed, the fourth line R4 is blocked.

[0076] Optionally, the first throttling element 5 is an electronic expansion valve. The second throttling element 6 is an electronic expansion valve.

[0077] In some embodiments of the present disclosure, as shown in Figures 1 to 3, the third conduit R3 and the fourth conduit R4 have a first common branch R30. The first common branch R30 has a first end R30a and a second end R30b.

[0078] The third line R3 further includes a first branch R31 and a second branch R32. The first branch R31 communicates with the other end 2b of the first internal heat exchanger 2 and with the second end R30b of the first common branch R30. The second branch R32 communicates with the first end R30a of the first common branch R30 and with the other end 3b of the external heat exchanger 3. The second throttling element 6 is connected in series to the second branch R32.

[0079] The fourth line R4 further includes a third branch R41 and a fourth branch R42. The third branch R41 communicates with one end 4a of the second internal heat exchanger 4 and with a first end R30a of the first common branch R30. The first throttle element 5 is connected in series to the third branch R41. The fourth branch R42 communicates with the other end 3b of the external heat exchanger 3 and with a second end R30b of the first common branch R30.

[0080] Therefore, while ensuring the normal use of the third pipeline R3 and the fourth pipeline R4, the third pipeline R3 and the fourth pipeline R4 are arranged to share the first common branch R30, which helps to save the pipeline lengths of the third pipeline R3 and the fourth pipeline R4 and facilitates the arrangement of the third pipeline R3 and the fourth pipeline R4.

[0081] 1 to 3, a check valve 8 is disposed in series with the fourth branch R42. The inlet end of the check valve 8 communicates with the aforementioned other end 3b of the external heat exchanger 3, and the outlet end of the check valve 8 communicates with the second end R30b of the first common branch R30. In this case, the refrigerant in the fourth branch R42 only flows from the aforementioned other end 3b of the external heat exchanger 3 towards the second end R30b of the first common branch R30, which helps to prevent the refrigerant in the first branch R31 from flowing directly to the external heat exchanger 3 through the fourth branch R42 when the valve group switches to the second state, and ensures that the refrigerant in the first branch R31 passes through the first common branch R30 and the second branch R32, and then flows to the external heat exchanger 3 after passing through the second throttling element 6, thereby ensuring the normal operation of the second refrigerant circulation flow path, and so that the vehicle thermal management system 100 can perform supply air source heat pump heating.

[0082] In some embodiments of the present disclosure, as shown in Figures 2, 3 and 10, the first branch R31, the second branch R32 and the third branch R41 are each formed in the integrated module 25. In other words, the first branch R31, the second branch R32 and the third branch R41 are each defined in the integrated module 25. The fourth branch R42 and the first common branch R30 are each disposed outside the integrated module 25. In other words, the fourth branch R42 and the first common branch R30 are not defined in the integrated module 25 to help place another component in the first common branch R30, further improving the performance of the vehicle thermal management system 100.

[0083] In some embodiments of the present disclosure, as shown in Figures 10 to 15, the integrated module 25 is internally divided into a first temperature region 251, a second temperature region 252, and a third temperature region 253. The first branch R31 is located in the first temperature region 251. A portion of the third branch R41 before the first throttling element 5 and the second branch R32 are each located in the second temperature region 252. A portion of the third branch R41 after the first throttling element 5 is located in the third temperature region 253.

[0084] It should be noted that the part of the branch before the feature may be understood as the part of the branch that is located upstream of the feature along the direction of coolant flow in the branch during operation of the branch. Similarly, the part of the branch after the feature may be understood as the part of the branch that is located downstream of the feature along the direction of coolant flow in the branch during operation of the branch.

[0085] In view of the above, the temperature of the first temperature region 251 is higher than that of the second temperature region 252, and the temperature of the second temperature region 252 is higher than that of the third temperature region 253, so that the first temperature region 251 is formed as a high temperature region, the second temperature region 252 is formed as a medium temperature region, and the third temperature region 253 is formed as a low temperature region. The concentrated arrangement of the branching parts having corresponding temperatures of the third pipe R3 and the fourth pipe R4 can be carried out according to the temperatures of the refrigerant in the first branch R31, the second branch R32 and the third branch R41, which helps to reduce the amount of heat transferred by the high temperature refrigerant to the medium temperature refrigerant or the low temperature refrigerant, thereby ensuring the performance of the vehicle thermal management system 100.

[0086] In some embodiments, as shown in Figures 1 to 3, the valve group is further configured to control the connection and blocking of the first branch R31. In this case, the valve group can perform the connection and blocking of the third line R3 by controlling the connection and blocking of the first branch R31. In a first state, the first branch R31 is blocked, and in a second state, the first branch R31 is connected.

[0087] For example, in the embodiment of Figures 1 to 3, the valve group includes a third control valve 73. The third control valve 73 is connected in series to the first branch R31. In this case, the third control valve 73 can control the connection and disconnection of the first branch R31.

[0088] In some embodiments of the present disclosure, as shown in Figures 1 to 3, the vehicle thermal management system 100 further includes a liquid storage tank 9. The liquid storage tank 9 is connected in series to the first common branch R30. During the operation of the refrigerant circulation flow path, the formation of which involves the participation of the first common branch R30, when the working state changes or the system corresponding to the refrigerant circulation flow path is adjusted, the refrigerant in the system can be returned to the liquid storage tank 9 to stabilize the circulation amount of the refrigerant in the system, so as to ensure the normal operation of the system. In addition, when a certain part of the system breaks down and needs to be overhauled, the refrigerant in the system can be collected in the liquid storage tank 9 through a certain operation to avoid waste caused by the outflow of a large amount of refrigerant.

[0089] As shown in FIG. 1 to FIG. 3, the vehicle thermal management system 100 further includes a first heat exchange device 10. The first heat exchange device 10 has a heat exchange passage. The heat exchange passage is connected to the first common branch R30 in series. In this case, the refrigerant flowing through the first common branch R30 can continue to exchange heat with the first heat exchange device 10, which facilitates performing a secondary heat exchange of the refrigerant in the first refrigerant circulation passage before flowing through the first throttling element 5, while performing a secondary heat exchange of the refrigerant in the second refrigerant circulation passage before flowing through the second throttling element 6, which helps to improve the performance of the vehicle thermal management system 100 and improve the cooling efficiency and heating efficiency.

[0090] 1 to 3, the vehicle thermal management system 100 includes a liquid storage tank 9 and a first heat exchange device 10. In the flow direction of the refrigerant in the first common branch R30, the liquid storage tank 9 is located upstream of the first heat exchange device 10. In this case, the refrigerant in the first common branch R30 first flows through the liquid storage tank 9 and then through the first heat exchange device 10.

[0091] In some embodiments of the present disclosure, as shown in FIGS. 1 to 3, the second pipeline R2 and the fifth pipeline R5 have a second common branch R20. The second common branch R20 has a third end R20a and a fourth end R20b. The fourth end R20b of the second common branch R20 communicates with the air supply port 1a. The refrigerant in the second common branch R20 flows to the compressor 1.

[0092] The second pipeline R2 further includes a fifth branch R21. The fifth branch R21 communicates with one end 3a of the external heat exchanger 3 and the third end R20a of the second common branch R20. The fifth pipeline R5 further includes a sixth branch R51. The sixth branch R51 communicates with the other end 4b of the second internal heat exchanger 4 and the third end R20a of the second common branch R20.

[0093] Therefore, while ensuring the normal use of the second pipeline R2 and the fifth pipeline R5, the second pipeline R2 and the fifth pipeline R5 are arranged to share the second common branch R20, which helps to reduce the pipeline lengths of the second pipeline R2 and the fifth pipeline R5 and facilitates the arrangement of the second pipeline R2 and the fifth pipeline R5.

[0094] For example, the valve group is configured to control the connection and disconnection of the fifth branch R21. In this case, the valve group can implement the connection and disconnection of the second pipeline R2 by controlling the connection and disconnection of the fifth branch R21. In the first state, the fifth branch R21 is disconnected, and as a result, the second pipeline R2 is disconnected. In the second state, the fifth branch R21 is connected, which facilitates implementing the connection of the second pipeline R2.

[0095] For example, in the embodiments of FIGS. 1 to 3, the valve group includes a second control valve 72. The second control valve 72 is continuously connected to the fifth branch R21. In this case, the second control valve 72 can control the connection and disconnection of the fifth branch R21.

[0096] In some embodiments of the present disclosure, as shown in Figures 10 to 16, the fifth branch R21 and the sixth branch R51 are each formed in the integrated module 25. In other words, the fifth branch R21 and the sixth branch R51 are each defined in the integrated module 25. The second common branch R20 is disposed outside the integrated module 25. In other words, the second common branch R20 is not defined in the integrated module 25 to help place another component in the second common branch R20, further improving the performance of the vehicle thermal management system 100.

[0097] In some embodiments of the present disclosure, as shown in Figures 10 to 15, the integrated module 25 is internally divided into a first temperature region 251, a second temperature region 252 and a third temperature region 253. The fifth branch R21 is located in the first temperature region 251 and the sixth branch R51 is located in the third temperature region 253.

[0098] In view of the above, the temperature of the first temperature region 251 is higher than that of the third temperature region 253, so that the first temperature region 251 is formed as a high temperature region, and the third temperature region 253 is formed as a low temperature region. The concentrated arrangement of the branching parts having corresponding temperatures of the second pipe R2 and the fifth pipe R5 can be implemented according to the temperatures of the refrigerants in the fifth branch R21 and the sixth branch R51, which helps to reduce the amount of heat transferred by the high temperature refrigerant to the low temperature refrigerant, thereby ensuring the performance of the vehicle thermal management system 100.

[0099] In some embodiments of the present disclosure, as shown in Figures 1 to 3, the third line R3 and the fourth line R4 have a first common branch R30. In this case, regardless of whether the third line R3 or the fourth line R4 is connected, the refrigerant flows through the first common branch R30, which helps to save the line length of the third line R3 and the fourth line R4 and facilitates the layout of the lines. In the third line R3, the first common branch R30 is located upstream of the second throttling element 6. In this case, the first common branch R30 is connected to the end of the second throttling element 6 away from the external heat exchanger 3, so that the first common branch R30 and the external heat exchanger 3 are respectively connected to the two ends of the second throttling element 6. In the fourth line R4, the first common branch R30 is located upstream of the first throttling element 5. In this case, the first common branch R30 is connected to the end of the first throttling element 5 remote from the second internal heat exchanger 4, so that the first common branch R30 and the second internal heat exchanger 4 are connected to the two ends of the first throttling element 5, respectively.

[0100] The vehicle thermal management system 100 further includes a first heat exchange device 10. The first heat exchange device 10 has a first heat exchange passage 10a and a second heat exchange passage 10b that exchange heat with each other. The first heat exchange passage 10a is connected in series to a first common branch R30, and the second heat exchange passage 10b is connected in series to a second common branch R20. In this case, the refrigerant flowing through the first common branch R30 and the refrigerant flowing through the second common branch R20 can exchange heat in the first heat exchange device 10, which facilitates performing a secondary heat exchange of the refrigerant in the first refrigerant circulation passage before flowing through the first throttling element 5, while performing a secondary heat exchange of the refrigerant in the second refrigerant circulation passage before flowing through the second throttling element 6. In addition, during the secondary heat exchange of the refrigerant, the refrigerant before flowing through the throttling element exchanges heat with the refrigerant that finally flows to the compressor 1 in the refrigerant circuit, helping to continue converting the non-evaporated refrigerant in the refrigerant flowing to the compressor 1 into gaseous refrigerant, which helps to effectively improve the performance, cooling efficiency and heating efficiency of the vehicle thermal management system 100, and helps to save the fuel consumption and power consumption of the vehicle 200.

[0101] In some embodiments, as shown in Fig. 1, the vehicle thermal management system 100 further includes a liquid storage tank 9. The liquid storage tank 9 is connected in series to the first common branch R30, and the liquid storage tank 9 is placed upstream of the first heat exchange flow path 10a. During the operation of the refrigerant circulation flow path, the formation of which involves the participation of the first common branch R30, when the working state changes or the system corresponding to the refrigerant circulation flow path is adjusted, the refrigerant in the system can be returned to the liquid storage tank 9 to stabilize the circulation amount of the refrigerant in the system, so as to ensure the normal operation of the system. In addition, when a certain part of the system breaks down and needs to be overhauled, the refrigerant in the system can be recovered to the liquid storage tank 9 through a certain operation to avoid waste caused by the outflow of a large amount of refrigerant.

[0102] In some embodiments, the vehicle thermal management system 100 has a cabin-only cooling mode and a supply-source heat pump heating mode, as shown in Figure 2. In the cabin-only cooling mode, the first line R1, the fourth line R4, and the fifth line R5 are connected, and the second line R2 and the third line R3 are blocked, as shown in Figure 2, to lower the temperature of the cabin. In the supply-source heat pump heating mode, the second line R2 and the third line R3 are connected, and the first line R1 and the fourth line R4 are blocked, to raise the temperature of the cabin, thereby performing heating.

[0103] In some embodiments of the present disclosure, as shown in FIG. 1, FIG. 4 and FIG. 5, the vehicle thermal management system 100 further includes a battery heat exchanger 11 and a third throttling element 12. The battery heat exchanger 11 exchanges heat with a cell or a battery module in a battery pack of the vehicle 200 to control the temperature of the cell or the battery module within an appropriate range, thereby ensuring the normal operation of the battery pack. The battery heat exchanger 11 has one end 11a selectively communicating with the air intake 1a through a sixth pipe R6. In this case, when the sixth pipe R6 is connected, the refrigerant heat exchanged in the battery heat exchanger 11 can flow to the compressor 1 through the sixth pipe R6. When the sixth pipe R6 is blocked, the circulation of the refrigerant cannot be performed between the battery heat exchanger 11 and the compressor 1 through the sixth pipe R6. The battery heat exchanger 11 has another end 11b selectively communicating with the other end 3b of the external heat exchanger 3 through a seventh pipe R7. In this case, when the seventh pipe R7 is connected, the circulation of the coolant can be performed between the battery heat exchanger 11 and the external heat exchanger 3 through the seventh pipe R7. When the seventh pipe R7 is blocked, the circulation of the coolant cannot be performed between the battery heat exchanger 11 and the external heat exchanger 3 through the seventh pipe R7.

[0104] The third throttling element 12 is connected continuously to the seventh line R7. In this case, the third throttling element 12 can suppress and reduce the pressure of the refrigerant in the seventh line R7. Specifically, the refrigerant flowing from the external heat exchanger 3 passes through the seventh line R7, flows through the third throttling element 12 to the battery heat exchanger 11, exchanges heat in the battery heat exchanger 11, and then flows through the sixth line R6 to the compressor 1 for the next circulation.

[0105] In view of the above, the compressor 1, the first internal heat exchanger 2, the first pipe R1, the external heat exchanger 3, the seventh pipe R7, the battery heat exchanger 11 and the sixth pipe R6 may constitute a third refrigerant circulation flow path. The first internal heat exchanger 2 and the external heat exchanger 3 may each be used as a condenser, and the battery heat exchanger 11 may be used as an evaporator. In this case, the battery heat exchanger 11 may perform cooling of the cell or the battery module.

[0106] Therefore, with regard to the first refrigerant circulation path and the third refrigerant circulation path, in the entire vehicle thermal management system 100, the path formed by connecting the battery heat exchanger 11 and the third throttling element 12 in series, and the path formed by connecting the second internal heat exchanger 4 and the first throttling element 5 in series are connected and arranged in parallel, further enhancing the operating modes of the vehicle thermal management system 100.

[0107] For example, in addition to a cabin only cooling mode, the vehicle thermal management system 100 may further have a battery only cooling mode and a combined cabin / battery cooling mode.

[0108] In the battery-only cooling mode (shown in FIG. 4 ), the valve group switches to a first state, the flow path formed by connecting the second internal heat exchanger 4 and the first throttling element 5 in succession is blocked (for example, the flow path is provided with a switching valve, or the first throttling element 5 is a throttling element with an adjustable opening degree, each of which can perform connection and blocking of the flow path), and the flow path formed by connecting the battery heat exchanger 11 and the third throttling element 12 in succession is connected. In this case, after being compressed in the compressor 1, the refrigerant flows from the exhaust port 1b of the compressor 1 to the first internal heat exchanger 2 to exchange heat. The heat-exchanged refrigerant flows through the first pipe R1 to the external heat exchanger 3 to exchange heat. The heat-exchanged refrigerant passes through the seventh pipe R7 and flows through the third throttling element 12 to the battery heat exchanger 11 to exchange heat. The refrigerant that has undergone heat exchange flows through a sixth pipe R6 to the air inlet 1a of the compressor 1, completing the circulation.

[0109] In the passenger compartment / battery cooling mode (shown in FIG. 5 ), the valve group switches to a first state, and the flow path formed by connecting the second internal heat exchanger 4 and the first throttling element 5 in succession is connected, and the flow path formed by connecting the battery heat exchanger 11 and the third throttling element 12 in succession is connected. In this case, after being compressed in the compressor 1, the refrigerant flows from the exhaust port 1b of the compressor 1 to the first internal heat exchanger 2 to exchange heat. The heat-exchanged refrigerant flows through the first pipe R1 to the external heat exchanger 3 to exchange heat. A part of the heat-exchanged refrigerant passes through the seventh pipe R7 and flows through the third throttling element 12 to the battery heat exchanger 11 to exchange heat, and the other part passes through the fourth pipe R4 and flows through the first throttling element 5 to the second internal heat exchanger 4 to exchange heat. The refrigerant that has exchanged heat in the battery heat exchanger 11 and the second internal heat exchanger 4 flows to the air inlet 1a of the compressor 1, completing the circulation.

[0110] In the interior-only cooling mode (shown in FIG. 1 ), the valves are switched to a first state, in which the flow path formed by successively connecting the second interior heat exchanger 4 and the first throttling element 5 is connected and the flow path formed by successively connecting the battery heat exchanger 11 and the third throttling element 12 is blocked (for example, the flow path is provided with a switching valve or the third throttling element 12 is a throttling element with an adjustable opening degree, which can each perform the connection and blocking of the flow path). The flow direction of the coolant has been explained above. Details will not be explained again here.

[0111] In some cases, the battery heat exchanger 11 is a direct cooling heat exchanger. At least a portion of the heat exchange flow path of the battery heat exchanger 11 is disposed in the battery pack to perform direct heat exchange between the heat exchange flow path and the cell or battery module. Compared with some techniques in which a primary heat exchange is first performed by using a refrigerant and a coolant to make the refrigerant indirectly exchange heat with the cell or battery module through a coolant, and then a secondary heat exchange is performed between the coolant and the cell or battery module, the above-mentioned scheme of the present disclosure helps to improve the cooling rate of the vehicle thermal management system 100 to the cell or battery module, which helps to save fuel consumption and power consumption.

[0112] In some embodiments of the present disclosure, as shown in Figures 1, 4 and 5, the seventh line R7 and the fourth line R4 have a third common branch R40. The third common branch R40 has a fifth end R40a and a sixth end R40b. The fifth end R40a of the third common branch R40 communicates with the other end 3b of the external heat exchanger 3.

[0113] The seventh line R7 further includes a seventh branch R71. The seventh branch R71 communicates with the other end 11b of the battery heat exchanger 11 and with the sixth end R40b of the third common branch R40. The third throttling element 12 is connected in series to the seventh branch R71. The fourth line R4 further includes a third branch R41. The third branch R41 communicates with one end 4a of the second internal heat exchanger 4 and with the sixth end R40b of the third common branch R40. The first throttling element 5 is connected in series to the third branch R41.

[0114] Therefore, while ensuring the normal use of the seventh pipeline R7 and the fourth pipeline R4, the seventh pipeline R7 and the fourth pipeline R4 are arranged to share the third common branch R40, which helps to save the pipeline lengths of the fourth pipeline R4 and the seventh pipeline R7 and facilitates the arrangement of the fourth pipeline R4 and the seventh pipeline R7.

[0115] In view of the above, in the fourth line R4, the third common branch R40 is located upstream of the first throttling element 5. In this case, the third common branch R40 is connected to the end of the first throttling element 5 remote from the second internal heat exchanger 4, so that the third common branch R40 and the second internal heat exchanger 4 are respectively connected to the two ends of the first throttling element 5. In addition, in the seventh line R7, the third common branch R40 is located upstream of the third throttling element 12. In this case, the third common branch R40 is connected to the end of the third throttling element 12 remote from the battery heat exchanger 11, so that the third common branch R40 and the battery heat exchanger 11 are respectively connected to the two ends of the third throttling element 12.

[0116] Optionally, in the embodiment of Figures 1, 4 and 5, when the third line R3 and the fourth line R4 have a first common branch R30, the first common branch R30 and the third common branch R40 may be partially shared. Of course, the first common branch R30 and the third common branch R40 may alternatively not be partially shared.

[0117] In some embodiments of the present disclosure, as shown in Figures 10 to 16, the upstream portion of the third common branch R40, the seventh branch R71 and the third branch R41 are each formed in the integrated module 25. In other words, the upstream portion of the third common branch R40, the seventh branch R71 and the third branch R41 are each defined in the integrated module 25. In this case, a suitable integrated arrangement helps to simplify the connection of the pipelines.

[0118] In some embodiments of the present disclosure, as shown in Figures 10 to 15, the integrated module 25 is internally divided into a first temperature region 251, a second temperature region 252, and a third temperature region 253. An upstream portion of the third common branch R40 is located in the first temperature region 251 and the second temperature region 252. A portion of the third branch R41 before the first throttling element 5 and the second branch R32 are each located in the second temperature region 252. A portion of the third branch R41 after the first throttling element 5 is located in the third temperature region 253. A portion of the seventh branch R71 before the third throttling element 12 is located in the second temperature region 252. A portion of the seventh branch R71 after the third throttling element 12 is located in the third temperature region 253.

[0119] In view of the above, the temperature of the first temperature region 251 is higher than that of the second temperature region 252, and the temperature of the second temperature region 252 is higher than that of the third temperature region 253, so that the first temperature region 251 is formed as a high temperature region, the second temperature region 252 is formed as a medium temperature region, and the third temperature region 253 is formed as a low temperature region. The concentrated arrangement of the branching parts having corresponding temperatures of the seventh pipe R7 and the fourth pipe R4 can be implemented according to the temperatures of the refrigerants in the third common branch R40, the seventh branch R71 and the third branch R41, which helps to reduce the amount of heat transferred by the high temperature refrigerant to the medium temperature refrigerant or the low temperature refrigerant, thereby ensuring the performance of the vehicle thermal management system 100.

[0120] In some embodiments of the present disclosure, as shown in Figures 1, 4 and 5, the sixth line R6 and the fifth line R5 have a second common branch R20. The second common branch R20 has a third end R20a and a fourth end R20b. The fourth end R20b of the second common branch R20 communicates with the air supply 1a. The refrigerant in the second common branch R20 can flow to the compressor 1.

[0121] The vehicle thermal management system 100 further includes a second heat exchange device 13. The second heat exchange device 13 has a third heat exchange passage 13a and a fourth heat exchange passage 13b that exchange heat with each other. The third heat exchange passage 13a is connected in series to the third common branch R40, and the fourth heat exchange passage 13b is connected in series to the second common branch R20. In this case, the refrigerant flowing through the third common branch R40 and the refrigerant flowing through the second common branch R20 can exchange heat in the second heat exchange device 13, which facilitates performing a secondary heat exchange of the refrigerant in the first refrigerant circulation passage before flowing through the first throttling element 5, while performing a secondary heat exchange of the refrigerant in the third refrigerant circulation passage before flowing through the third throttling element 12. In addition, during the secondary heat exchange of the refrigerant, the refrigerant before flowing through the throttling element exchanges heat with the refrigerant that finally flows to the compressor 1 in the refrigerant circuit, helping to continue converting the non-evaporated refrigerant in the refrigerant flowing to the compressor 1 into gaseous refrigerant, which helps to effectively improve the performance, cooling efficiency and heating efficiency of the vehicle thermal management system 100, and helps to save the fuel consumption and power consumption of the vehicle.

[0122] Optionally, in the embodiments of Figures 1, 4 and 5, the first heat exchange device 10 and the second heat exchange device 13 are the same heat exchange device when the first common branch R30 and the third common branch R40 share a part.

[0123] In some embodiments of the present disclosure, the vehicle thermal management system 100 further has a battery only cooling mode and a passenger compartment / battery dual cooling mode, as shown in Figure 4 and Figure 5. In the battery only cooling mode, the first pipe R1, the sixth pipe R6, and the seventh pipe R7 are connected to each other, as shown in Figure 4. In the passenger compartment / battery dual cooling mode, the first pipe R1, the fourth pipe R4, the fifth pipe R5, the sixth pipe R6, and the seventh pipe R7 are connected to each other, as shown in Figure 5.

[0124] In some embodiments of the present disclosure, as shown in Figures 1, 6 and 7, the vehicle thermal management system 100 further includes a second system 100b. The second system 100b includes an engine cooling jacket 17, a drive pump 18 and a heater core 19 in communication through a first circulation line 100c. The second system 100b may be filled with a heat exchange medium, such as water, to facilitate heat transfer through the heat exchange medium.

[0125] The vehicle thermal management system 100 further includes a third heat exchange device 14 and a fourth throttling element 15. The third heat exchange device 14 has a fifth heat exchange passage 14a and a sixth heat exchange passage 14b which exchange heat with each other. The fifth heat exchange passage 14a is connected in series to the first circulation line 100c and is located downstream of the heater core 19. The sixth heat exchange passage 14b has one end which selectively communicates with the other end 2b of the first internal heat exchanger 2 through an eighth line R8. In this case, when the eighth line R8 is connected, the circulation of the refrigerant between the sixth heat exchange passage 14b and the first internal heat exchanger 2 can be carried out through the eighth line R8, and when the eighth line R8 is blocked, the circulation of the refrigerant between the sixth heat exchange passage 14b and the first internal heat exchanger 2 cannot be carried out through the eighth line R8. The sixth heat exchange passage 14b has another end communicating with the air inlet 1a through the ninth pipe R9. The fourth throttling element 15 is connected in succession to the eighth pipe R8. In this case, the fourth throttling element 15 can suppress and reduce the pressure of the refrigerant in the eighth pipe R8. Therefore, the refrigerant discharged from the compressor 1 passes through the first internal heat exchanger 2 to exchange heat. The refrigerant flowing from the first internal heat exchanger 2 passes through the eighth pipe R8 and the fourth throttling element 15, and then flows to the sixth heat exchange passage 14b to exchange heat with the heat exchange medium in the second system 100b. The heat-exchanged refrigerant can flow to the compressor 1 through the ninth pipe R9 for the next circulation.

[0126] In view of the above, the compressor 1, the first internal heat exchanger 2, the eighth pipe R8, the fourth throttling element 15, the third heat exchanger 14 and the ninth pipe R9 may constitute a fourth refrigerant circulation flow path. The first internal heat exchanger 2 may be used as a condenser to heat the passenger compartment. The third heat exchanger may be used as an evaporator to reduce the temperature of the heat exchange medium flowing through the sixth heat exchange flow path 14b. In addition, the second system 100b may utilize the waste heat of the engine to heat the passenger compartment. In this way, the operating modes of the vehicle thermal management system 100 are further enriched and are also more economical and energy-saving.

[0127] For example, an embodiment in which the heat exchange medium in the second system 100b is water is used for explanation. The vehicle thermal management system 100 may have a water source heat pump heating mode. In the water source heat pump heating mode (shown in FIG. 6), the first pipe R1 and the third pipe R3 are each blocked. In this case, after being compressed in the compressor 1, the refrigerant flows from the exhaust port 1b of the compressor 1 to the first internal heat exchanger 2 to exchange heat. The heat-exchanged refrigerant passes through the eighth pipe R8 and flows through the fourth throttling element 15 to the third heat exchange device 14 to exchange heat. The heat-exchanged refrigerant flows through the ninth pipe R9 to the intake port 1a of the compressor 1 to complete the circulation. At the same time, the drive pump 18 circulates the water in the second system 100b. When flowing through the engine cooling jacket 17, the water can remove heat from the engine, and when flowing to the heater core 19, the water exchanges heat with the airflow passing through the heater core 19, increasing the temperature of the airflow and heating the passenger compartment. The water flowing from the heater core 19 flows toward the fifth heat exchange passage 14a and exchanges heat with the refrigerant in the fourth refrigerant circulation passage, decreasing the temperature of the water, so that the water removes heat from the engine again in a timely manner, thereby facilitating the recovery of the engine's waste heat.

[0128] Of course, the vehicle thermal management system 100 may further have an air supply source / water supply source combined heat pump heating mode (shown in FIG. 7). The valve group is switched to the second state, and the third line R3 is connected. In this case, after being compressed in the compressor 1, the refrigerant flows from the exhaust port 1b of the compressor 1 to the first internal heat exchanger 2 to exchange heat. A part of the heat-exchanged refrigerant passes through the third line R3 and flows through the second throttling element 6 to the external heat exchanger 3 to exchange heat. The other part of the refrigerant passes through the eighth line R8 and flows through the fourth throttling element 15 to the third heat exchanger 14 to exchange heat. The refrigerant that has been heat-exchanged in the external heat exchanger 3 and the third heat exchanger 14 flows to the air supply port 1a of the compressor 1 to complete the circulation. In addition, the second system 100b may also utilize the heat of the engine to heat the passenger compartment.

[0129] In some embodiments of the present disclosure, as shown in Figures 1, 6 and 7, the eighth conduit R8 and the fourth conduit R4 have a first common branch R30. The first common branch R30 has a first end R30a and a second end R30b.

[0130] The fourth line R4 further includes a third branch R41 and a fourth branch R42. The third branch R41 communicates with one end 4a of the second internal heat exchanger 4 and with a first end R30a of the first common branch R30. The first throttle element 5 is connected in series to the third branch R41. The fourth branch R42 communicates with the other end 3b of the external heat exchanger 3 and with the second end R30b of the first common branch R30. The eighth line R8 further includes an eighth branch R81 and a ninth branch R82. The eighth branch R81 communicates with the other end 2b of the first internal heat exchanger 2 and with the second end R30b. The ninth branch R82 communicates with the first end R30a and with one end of the sixth heat exchange passage 14b.

[0131] Therefore, while ensuring the normal use of the fourth pipeline R4 and the eighth pipeline R8, the fourth pipeline R4 and the eighth pipeline R8 are arranged to share the first common branch R30, which helps to save the pipeline lengths of the fourth pipeline R4 and the eighth pipeline R8 and facilitates the arrangement of the fourth pipeline R4 and the eighth pipeline R8.

[0132] 1, 6 and 7, a check valve 8 is disposed in series with the fourth branch R42. The inlet end of the check valve 8 communicates with the aforementioned other end 3b of the external heat exchanger 3, and the outlet end of the check valve 8 communicates with the second end R30b of the first common branch R30. In this case, the refrigerant in the fourth branch R42 only flows from the aforementioned other end 3b of the external heat exchanger 3 towards the second end R30b of the first common branch R30, which helps to prevent the refrigerant in the first branch R31 from flowing directly to the external heat exchanger 3 through the fourth branch R42 when the valve group switches to the second state, and ensures that the refrigerant in the first branch R31 passes through the first common branch R30 and the second branch R32, and then flows to the external heat exchanger 3 after passing through the second throttling element 6, thereby ensuring the normal operation of the second refrigerant circulation flow path, and so that the vehicle thermal management system 100 can perform supply air source heat pump heating.

[0133] In some embodiments of the present disclosure, as shown in Figures 10 to 16, the third branch R41, the eighth branch R81 and the ninth branch R82 are each formed in the integrated module 25. In other words, the third branch R41, the eighth branch R81 and the ninth branch R82 are each defined in the integrated module 25. The fourth branch R42 and the first common branch R30 are each disposed outside the integrated module 25. In other words, the fourth branch R42 and the first common branch R30 are not defined in the integrated module 25 to help place another component in the first common branch R30, further improving the performance of the vehicle thermal management system 100.

[0134] In some embodiments of the present disclosure, as shown in Figures 10 to 15, the integrated module 25 is internally divided into a first temperature region 251, a second temperature region 252, and a third temperature region 253. A portion of the third branch R41 before the first throttling element 5 and the second branch R32 are each located in the second temperature region 252. A portion of the third branch R41 after the first throttling element 5 is located in the third temperature region 253. The eighth branch R81 is located in the first temperature region 251. The ninth branch R82 is located in the second temperature region 252.

[0135] In view of the above, the temperature of the first temperature region 251 is higher than that of the second temperature region 252, and the temperature of the second temperature region 252 is higher than that of the third temperature region 253, so that the first temperature region 251 is formed as a high temperature region, the second temperature region 252 is formed as a medium temperature region, and the third temperature region 253 is formed as a low temperature region. The concentrated arrangement of the branching parts having corresponding temperatures of the fourth pipe R4 and the eighth pipe R8 can be carried out according to the temperatures of the refrigerants in the third branch R41, the fourth branch R42, the eighth branch R81 and the ninth branch R82, which helps to reduce the amount of heat transferred by the high temperature refrigerant to the medium temperature refrigerant or the low temperature refrigerant, thereby ensuring the performance of the vehicle thermal management system 100.

[0136] In some embodiments of the present disclosure, as shown in FIG. 1, FIG. 6 and FIG. 7, the ninth pipe R9 and the fifth pipe R5 have a second common branch R20. The second common branch R20 has a third end R20a and a fourth end R20b. The fourth end R20b of the second common branch R20 communicates with the air supply port 1a. The fifth pipe R5 further includes a sixth branch R51. The sixth branch R51 communicates with the other end of the second internal heat exchanger 4 and the third end R20a of the second common branch R20. The ninth pipe R9 further includes a tenth branch R91. The tenth branch R91 communicates with the other end of the sixth heat exchange passage 14b and the third end R20a of the second common branch R20.

[0137] Therefore, while ensuring the normal use of the fifth pipeline R5 and the ninth pipeline R9, the fifth pipeline R5 and the ninth pipeline R9 are arranged to share the second common branch R20, which helps reduce the pipeline lengths of the fifth pipeline R5 and the ninth pipeline R9 and facilitates the arrangement of the fifth pipeline R5 and the ninth pipeline R9.

[0138] Furthermore, as shown in FIGS. 1, 6, and 7, the eighth pipeline R8 and the fourth pipeline R4 have a first common branch R30, and the ninth pipeline R9 and the fifth pipeline R5 have a second common branch R20. The vehicle thermal management system 100 further includes a first heat exchange device 10. The first heat exchange device 10 has a first heat exchange flow path 10a and a second heat exchange flow path 10b that exchange heat with each other. The first heat exchange flow path 10a is continuously connected to the first common branch R30, and the second heat exchange flow path 10b is continuously connected to the second common branch R20 to improve the performance of the vehicle thermal management system 100.

[0139] In some embodiments of the present disclosure, as shown in FIGS. 10 to 16, the sixth branch R51 and the tenth branch R91 are each formed in the integrated module 25. In other words, the sixth branch R51 and the tenth branch R91 are respectively defined in the integrated module 25. The second common branch R20 is disposed outside the integrated module 25. In other words, the second common branch R20 is not defined in the integrated module 25 to help arrange another component in the second common branch R20, and further improve the performance of the vehicle thermal management system 100.

[0140] In some embodiments of the present disclosure, as shown in FIGS. 10 to 15, the integrated module 25 is internally divided into a first temperature region 251, a second temperature region 252, and a third temperature region 253. An upstream portion of the sixth branch R51 is placed in the third temperature region 253. A downstream portion of the sixth branch R51 is placed in the first temperature region 251. The tenth branch R91 is placed in the first temperature region 251.

[0141] In view of the above, the temperature of the first temperature region 251 is higher than that of the third temperature region 253, so that the first temperature region 251 is formed as a high temperature region, and the third temperature region 253 is formed as a low temperature region. The centralized arrangement of the branching parts having corresponding temperatures of the fifth pipe R5 and the ninth pipe R9 can be implemented according to the temperatures of the refrigerants in the sixth branch R51 and the tenth branch R91, which helps to reduce the amount of heat transferred by the high temperature refrigerant to the low temperature refrigerant, thereby ensuring the performance of the vehicle thermal management system 100. In some embodiments of the present disclosure, as shown in FIG. 1, FIG. 6 and FIG. 7, the second system 100b further includes a reversing element 16 and an engine cooling jacket 17. The reversing element 16 is connected in series between the fifth heat exchange passage 14a and the driving pump 18, and the reversing element 16 includes a first valve port 16a, a second valve port 16b, a third valve port 16c and a fourth valve port 16d. The first valve port 16a is switchably connected to one of the second valve port 16b and the third valve port 16c. The fourth valve port 16d is switchably connected to the other of the second valve port 16b and the third valve port 16c. The first valve port 16a is connected to the drive pump 18, and the second valve port 16b is connected to the fifth heat exchange passage 14a. The engine cooling jacket 17 is connected to the third valve port 16c and the fourth valve port 16d, respectively, through the second circulation line 100d.

[0142] In view of the above, when the first valve port 16a communicates with the second valve port 16b and the fourth valve port 16d communicates with the third valve port 16c, the flow path between the engine cooling jacket 17, the second circulation line 100d, and the third valve port 16c and the fourth valve port 16d of the reversing element 16 forms a closed circulation flow path. The engine cooling jacket 17 is not connected to the first circulation line 100c, and the water in the first circulation line 100c cannot exchange heat with the engine cooling jacket 17. When the first valve port 16a communicates with the third valve port 16c and the fourth valve port 16d communicates with the second valve port 16b, the engine cooling jacket 17 is connected to the first circulation line 100c by the second circulation line 100d, and the second circulation line 100d is arranged in series with the first circulation line 100c. The water in the first circulation line 100c can exchange heat with the engine cooling jacket 17 to utilize the engine heat. Therefore, in the water source heat pump heating mode or the combined air source / water source heat pump heating mode, it is convenient to switch the reversing element 16 based on whether the engine heat (e.g., engine waste heat) is sufficient.

[0143] In some embodiments of the present disclosure, as shown in Figures 1, 6 and 7, the second system 100b further includes an electric heater 20. The electric heater 20 is connected in series between the drive pump 18 and the heater core 19, and the electric heater 20 is located upstream of the heater core 19. The electric heater 20 heats a heat exchange medium, such as water, flowing through the electric heater 20 in the first circulation line 100c, so as to increase the temperature of the airflow flowing through the heater core 19, thereby heating the vehicle cabin.

[0144] Therefore, when the engine heat is insufficient, the second circulation line 100d and the first circulation line 100c are cut off and the electric heater 20 is operated to achieve heating. When the engine heat is sufficient, the electric heater 20 is stopped to save energy consumption.

[0145] In some embodiments of the present disclosure, the vehicle thermal management system 100 further has a water source heat pump heating mode and a combined air source / water source heat pump heating mode, as shown in Figure 6 and Figure 7. In the water source heat pump heating mode, the eighth pipe R8 and the ninth pipe R9 are connected, and the drive pump 18 operates, as shown in Figure 6. In the combined air source / water source heat pump heating mode, the second pipe R2, the third pipe R3, the eighth pipe R8 and the ninth pipe R9 are connected, and the first pipe R1 and the fourth pipe R4 are blocked, as shown in Figure 7.

[0146] In some embodiments of the present disclosure, as shown in FIG. 1, FIG. 8 and FIG. 9, the vehicle thermal management system 100 further includes a battery heat exchanger 11, a third heat exchange device 14, a third throttling element 12, and a second system 100b. One end of the battery heat exchanger 11 selectively communicates with the exhaust port 1b through a tenth pipe R10. In this case, when the tenth pipe R10 is connected, the refrigerant compressed in the compressor 1 can flow through the tenth pipe R10 to the battery heat exchanger 11 to heat the cells or battery modules of the battery pack. When the tenth pipe R10 is blocked, the circulation of the refrigerant cannot be performed between the battery heat exchanger 11 and the compressor 1 through the tenth pipe R10. The third heat exchange device 14 has a fifth heat exchange passage 14a and a sixth heat exchange passage 14b that exchange heat with each other. The sixth heat exchange passage 14b has one end selectively communicating with the other end of the battery heat exchanger 11 through the eleventh pipe R11. In this case, when the eleventh pipe R11 is connected, the circulation of the refrigerant between the sixth heat exchange passage 14b and the battery heat exchanger 11 can be carried out through the eleventh pipe R11. When the eleventh pipe R11 is blocked, the circulation of the refrigerant between the sixth heat exchange passage 14b and the battery heat exchanger 11 cannot be carried out through the eleventh pipe R11. The sixth heat exchange passage 14b has the other end communicating with the air inlet 1a through the ninth pipe R9. The third throttling element 12 is connected continuously to the eleventh pipe R11. In this case, the third throttling element 12 can suppress and reduce the pressure of the refrigerant in the eleventh pipe R11.

[0147] The vehicle thermal management system 100 further includes a second system 100b. The second system 100b includes an engine cooling jacket 17, a drive pump 18, and a heater core 19, which are in communication with each other through a first circulation line 100c. The fifth heat exchange passage 14a is continuously connected to the first circulation line 100c, and the fifth heat exchange passage 14a is located downstream of the heater core 19. The second system 100b may be filled with a heat exchange medium, such as water, to promote heat transfer through the heat exchange medium. Therefore, the refrigerant discharged from the compressor 1 passes through the battery heat exchanger 11 to exchange heat. The refrigerant flowing from the battery heat exchanger 11 passes through the eleventh line R11 and the third throttling element 12, and then flows into the sixth heat exchange passage 14b to exchange heat with the heat exchange medium in the second system 100b. The heat-exchanged refrigerant may flow through a ninth line R9 to the compressor 1 for further circulation.

[0148] In view of the above, the compressor 1, the tenth pipe R10, the battery heat exchanger 11, the eleventh pipe R11, the third throttling element 12, the third heat exchange device 14 and the ninth pipe R9 may constitute a fifth refrigerant circulation flow path. The battery heat exchanger 11 may be used as a condenser to heat the battery. The third heat exchange device 14 may be used as an evaporator to reduce the temperature of the heat exchange medium flowing through the sixth heat exchange flow path 14b. In addition, the second system 100b may utilize the heat of the engine to heat the passenger compartment. In this way, the operation modes of the vehicle thermal management system 100 are further enriched.

[0149] In some cases, at least a portion of the heat exchange flow path of the battery heat exchanger 11 is disposed in the battery pack to perform direct heat exchange between the heat exchange flow path and the cell or battery module. Compared with some techniques in which a primary heat exchange is first performed by using a refrigerant and a coolant to make the refrigerant indirectly exchange heat with the cell or battery module through a coolant, and then a secondary heat exchange is performed between the coolant and the cell or battery module, the above-mentioned scheme of the present disclosure helps to improve the heating rate of the vehicle thermal management system 100 to the cell or battery module, which helps to save fuel consumption and power consumption.

[0150] For example, an embodiment in which the heat exchange medium in the second system 100b is water is used for explanation. The vehicle thermal management system 100 may have a water source heat pump battery heating mode. In the water source heat pump battery heating mode (shown in FIG. 8), the first pipe R1 and the third pipe R3 are each blocked. In this case, after being compressed in the compressor 1, the refrigerant flows from the exhaust port 1b of the compressor 1 to the battery heat exchanger 11 to exchange heat. The heat-exchanged refrigerant passes through the eleventh pipe R11 and flows through the third throttling element 12 to the third heat exchange device 14 to exchange heat. The heat-exchanged refrigerant flows through the ninth pipe R9 to the intake port 1a of the compressor 1 to complete the circulation. At the same time, the drive pump 18 circulates the water in the second system 100b. When flowing through the engine cooling jacket 17, the water can remove heat from the engine, and when flowing to the heater core 19, the water exchanges heat with the airflow passing through the heater core 19, increasing the temperature of the airflow and heating the passenger compartment. The water flowing from the heater core 19 flows toward the fifth heat exchange passage 14a and exchanges heat with the refrigerant in the fifth refrigerant circulation passage, decreasing the temperature of the water, so that the water removes heat from the engine again in a timely manner, thereby facilitating the recovery of the engine's waste heat.

[0151] In some embodiments of the present disclosure, as shown in Figures 10 to 16, the tenth conduit R10 and the eleventh conduit R11 are each formed in the integrated module 25. In other words, the tenth conduit R10 and the eleventh conduit R11 are each defined in the integrated module 25. Proper integrated arrangement of the conduits helps simplify assembly.

[0152] In some embodiments of the present disclosure, as shown in Figures 10 to 15, the integrated module 25 is internally divided into a first temperature region 251, a second temperature region 252 and a third temperature region 253. The tenth pipe R10 and the eleventh pipe R11 are each located in the first temperature region 251. The temperature difference between the refrigerants in the tenth pipe R10 and the eleventh pipe R11 is small, which is favorable for ensuring the performance of the vehicle thermal management system 100.

[0153] For example, the temperature of the first temperature region 251 is higher than that of the second temperature region 252, and the temperature of the second temperature region 252 is higher than that of the third temperature region 253, so that the first temperature region 251 is formed as a high temperature region, the second temperature region 252 is formed as a medium temperature region, and the third temperature region 253 is formed as a low temperature region. The centralized arrangement of the branching parts having corresponding temperatures of the tenth pipe R10 and the eleventh pipe R11 can be implemented according to the temperatures of the refrigerants in the tenth pipe R10 and the eleventh pipe R11, which helps to reduce the amount of heat transferred by the high temperature refrigerant to the medium temperature refrigerant or the low temperature refrigerant, thereby ensuring the performance of the vehicle thermal management system 100.

[0154] In some embodiments of the present disclosure, the vehicle thermal management system 100 further includes a water-source heat pump battery heating mode, as shown in Fig. 8. In the water-source heat pump battery heating mode, the ninth pipe R9 and the tenth pipe R10 are connected to each other, and the drive pump 18 operates, as shown in Fig. 8.

[0155] In some embodiments of the present disclosure, as shown in FIG. 9, one end of the sixth heat exchange passage 14b further communicates with the other end of the first internal heat exchanger 2 through the eighth pipe R8. The vehicle thermal management system 100 further includes a fourth throttling element 15. The fourth throttling element 15 is continuously connected to the eighth pipe R8. The fourth throttling element 15 can suppress and reduce the pressure of the refrigerant in the eighth pipe R8. Therefore, the refrigerant discharged from the compressor 1 passes through the first internal heat exchanger 2 to exchange heat. The refrigerant flowing from the first internal heat exchanger 2 passes through the eighth pipe R8 and the fourth throttling element 15, and then flows to the sixth heat exchange passage 14b to exchange heat with the heat exchange medium in the second system 100b. The heat-exchanged refrigerant can flow to the compressor 1 through the ninth pipe R9 for the next circulation.

[0156] In view of the above, the compressor 1, the first internal heat exchanger 2, the eighth pipe R8, the fourth throttling element 15, the third heat exchanger 14 and the ninth pipe R9 may constitute a fourth refrigerant circulation flow path. Therefore, the vehicle thermal management system 100 may further have a water-source heat pump heating mode (similar to the above-mentioned water-source heat pump heating mode, in which case the details will not be described again in this specification). Naturally, the vehicle thermal management system 100 may further have a water-source heat pump heating / water-source heat pump-battery heating combined mode (shown in FIG. 9). In this case, the first pipe R1 and the third pipe R3 are each blocked. After the refrigerant is compressed in the compressor 1, a portion of the refrigerant flows from the exhaust port 1b of the compressor 1 to the first internal heat exchanger 2 to exchange heat. The heat-exchanged refrigerant passes through the eighth pipe R8 and flows through the fourth throttling element 15 to the third heat exchange device 14 to exchange heat. The other part flows to the battery heat exchanger 11 to exchange heat. The heat-exchanged refrigerant passes through the eleventh pipe R11 and flows through the third throttling element 12 to the third heat exchange device 14. After exchanging heat in the third heat exchange device 14, the refrigerant flows through the ninth pipe R9 to the intake port 1a of the compressor 1 to complete the circulation. At the same time, the drive pump 18 circulates the water in the second system 100b. When flowing through the engine cooling jacket 17, the water can remove heat from the engine, and when flowing to the heater core 19, the water exchanges heat with the air flow passing through the heater core 19 to increase the temperature of the air flow and heat the passenger compartment. The water flowing from the heater core 19 flows towards the fifth heat exchange passage 14a and exchanges heat with the refrigerant in the fourth refrigerant circulation passage, lowering the temperature of the water so that the water again removes heat from the engine in a timely manner.

[0157] In the combined water source heat pump heating / water source heat pump battery heating mode, the first interior heat exchanger 2 and the battery heat exchanger 11 are arranged in parallel connection to prevent the first interior heat exchanger 2 from releasing heat into the passenger compartment which has a low temperature, reduce heat loss, and improve the ability to heat the battery.

[0158] In some embodiments of the present disclosure, the vehicle thermal management system 100 further has a water-source heat pump heating / water-source heat pump and battery heating combined mode, as shown in Fig. 9. In the water-source heat pump heating / water-source heat pump and battery heating combined mode, the eighth pipe R8, the ninth pipe R9, and the tenth pipe R10 are each connected, as shown in Fig. 9, and the drive pump 18 operates.

[0159] In some embodiments, as shown in Figures 10 to 15, the integrated module 25 has at least one first fitting A1 and at least one second fitting A2. The first fitting A1 is configured to mount a throttling element (such as an electronic expansion valve) of the vehicle thermal management system 100, such as at least one of the first throttling element 5, the second throttling element 6, the third throttling element 12, or the fourth throttling element 15 described above. The second fitting A2 is configured to mount at least one of the control valves of the vehicle thermal management system 100, such as the first control valve 71, the second control valve 72, or the third control valve 73 described above, or the fourth control valve 21, the fifth control valve 22, the sixth control valve 23, or the seventh control valve 24 described below.

[0160] The fourth control valve 21 and the fourth throttling element 15 are arranged in parallel connection. The fifth control valve 22 is connected in series between the third heat exchange device 14 and the fourth throttling element 15. The sixth control valve 23 is connected in series between one end 11a of the battery heat exchanger 11 and the other end 4b of the second internal heat exchanger 4. The sixth control valve 23 is connected in series between one end 11a of the battery heat exchanger 11 and the third heat exchange device 14. The seventh control valve 24 is connected in series between the exhaust 1b and one end 11a of the battery heat exchanger 11. Optionally, the control valve in the present disclosure is an electromagnetic control valve.

[0161] For example, as shown in FIG. 10 to FIG. 15, the flow channel is defined in the valve seat 25. The flow channel includes a plurality of interfaces. The plurality of interfaces include an interface P1, an interface P2, an interface P3, an interface P4, an interface P5, an interface P6, an interface P7, an interface P8, an interface P9, an interface P10, an interface P11, an interface P12, and an interface P13. The interface P1 and the interface P2 are respectively connected to two ends of the battery heat exchanger 11. The interface P3 and the interface P4 are respectively connected to two ends of the fifth heat exchange passage 14a of the third heat exchange device 14. The interface P5 and the interface P6 are respectively connected to two ends of the second internal heat exchanger 4. The interface P7 and the interface P8 are respectively connected to an end of the liquid storage tank 9 and an end of the first heat exchange device 10 (the first heat exchange passage 10a of the first heat exchange device 10) that are separated from each other. The interface P9 is connected to the end of the second heat exchange passage 10b of the first heat exchange device 10 remote from the inlet 1a. The interface P10 and the interface P11 are respectively connected to two ends of the external heat exchanger 3. The interface P12 is placed in the first line R1 and connected to the other end 2b of the second internal heat exchanger 2. The interface P13 is placed in the tenth line R10 and connected to the outlet 1b.

[0162] As shown in Fig. 15 and Fig. 16, the interface P1, the interface P2, the interface P5, the interface P6 and the interface P13 are each located on one side of the valve seat 25, and the interface P7, the interface P8, the interface P9, the interface P10, the interface P11 and the interface P12 are each located on the other side of the valve seat 25. In this case, it is convenient to have a first temperature region 251, a second temperature region 252 and a third temperature region 253 for the valve seat 25. The temperature of the coolant in the first temperature region 251 is higher than the temperature of the coolant in the second temperature region 252. The temperature of the coolant in the second temperature region 252 is higher than the temperature of the coolant in the third temperature region 253. The first temperature region 251 and the second temperature region 252 are each located on the other side of the valve seat 25. Two third temperature regions 253 are provided, each located on one side of the valve seat 25.

[0163] In the cabin-only cooling mode, the battery-only cooling mode, and the cabin / battery combined cooling mode, the high-temperature and high-pressure vapor refrigerant flows from the first internal heat exchanger 2, through the interface P12 to the integrated module, and then flows from the integrated module through the interface P11 to the external heat exchanger 3. In this case, the high-temperature and high-pressure refrigerant passes through the external heat exchanger 3 and is condensed into a medium-temperature refrigerant. The first slot 25a, the second slot 25b, and the third slot 25c are formed in the valve seat 25. The third slot 25c is configured to separate the two third temperature regions 253 to reduce heat transfer between the two third temperature regions 253. The second slot 25b is configured to separate the first temperature region 251 and the second temperature region 252 to reduce heat transferred from the first temperature region 251 to the second temperature region 252. The first slot 25a is configured to separate the first temperature zone 251 and the third temperature zone 253.

[0164] Therefore, the vehicle thermal management system 100 in the present disclosure is applicable to each vehicle model, which has not only the overall vehicle cooling and heating requirements, but also the battery cooling and heating requirements. The vehicle thermal management system 100 is provided with a heat pump system (i.e., the second system 100b described above) with battery cooling and heating and highly integrated engine water circuit. Each heat exchanger and each heat source is appropriately used to meet the heating and cooling requirements of the overall vehicle thermal management system under different operating conditions in the most economical and energy-saving manner. In some cases, the heat exchange devices in the vehicle thermal management system 100 (e.g., the battery heat exchanger 11 and the third heat exchange device 14 described above) are plate heat exchangers.

[0165] A vehicle 200 according to an embodiment of the second aspect of the present disclosure includes the vehicle thermal management system 100 according to the previously described embodiment of the first aspect of the present disclosure, as shown in FIG.

[0166] The vehicle 200 according to this embodiment of the disclosure is adapted with the vehicle thermal management system 100 described above, which helps improve the passenger experience.

[0167] The remaining configuration and operation of vehicle 200 according to this embodiment of the disclosure is known to those skilled in the art and will not be described in detail herein. In some cases, vehicle 200 is a hybrid electric vehicle.

[0168] In the description of the present disclosure, the orientation or positional relationship indicated by terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "upper", "lower", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial" and "circumferential" should be understood to be the orientation or positional relationship shown based on the attached drawings. These terms are merely for the convenience of explaining and simplifying the present disclosure, and do not indicate or imply that the devices or elements referred to have a particular orientation and are required to be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation to the present disclosure. Furthermore, features modified by "first" and "second" may include one or more features, either explicitly or implicitly. In the description of the present disclosure, unless specifically stated otherwise, "plurality" means two or more than two.

[0169] In the description of this disclosure, it should be noted that terms such as "install", "connect", "connection" and the like should be understood in a broad sense unless expressly specified or defined otherwise. For example, the connection may be a fixed connection, a detachable connection, or an integral connection, or may be a mechanical connection or an electrical connection, or the connection may be a direct connection, an indirect connection through an intermediate, or an internal communication between two components. Those skilled in the art may understand the specific meaning of the aforementioned terms in this disclosure depending on the specific situation.

[0170] In the description herein, the description of a reference term such as "embodiments," "some embodiments," "exemplary embodiments," "examples," "particular examples," or "some examples" means that the particular features, structures, materials, or characteristics described with reference to the embodiments or examples are included in at least one embodiment or example of the present disclosure. In the present specification, general descriptions of the aforementioned terms do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0171] While embodiments of the present disclosure have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions, and variations can be made to the embodiments without departing from the principles and scope of the present disclosure, the scope of which is as defined by the appended claims and their equivalents. [Explanation of symbols]

[0172] 100 Vehicle Thermal Management System 100a First System 100b Second System 100c First circulation line 100d Second circulation line 200 vehicles 1 Compressor 1a Air supply port 1b Exhaust port 2 First internal heat exchanger 2a One end of the first internal heat exchanger 2b The other end of the first internal heat exchanger 3 External heat exchanger 3a One end of the external heat exchanger 3b Other end of the external heat exchanger 4 Second internal heat exchanger 4a One end of the second internal heat exchanger 4b The other end of the second internal heat exchanger 5 First aperture element 6 Secondary aperture element 71 First control valve 72 Second control valve 73 Third control valve 8. Check valve 9. Liquid Storage Tanks 10 First heat exchange device 10a First heat exchange passage 10b Second heat exchange passage 11 Battery heat exchanger 11a One end of the battery heat exchanger 11b Other end of battery heat exchanger 12 Third aperture element 13 Second heat exchange device 13a Third heat exchange channel 13b Fourth heat exchange channel 14 Third heat exchange device 14a Fifth heat exchange channel 14b sixth heat exchange passage 15 The fourth aperture element 16 Inversion elements 16a First valve port 16b Second valve port 16c Third valve port 16d 4th valve port 17 Engine cooling jacket 18 Drive pump 19 Heater Core 20 Electric heater 21 Fourth control valve 22 Fifth control valve 23 6th control valve 24 Seventh control valve 25 Integration Module 251 First Temperature Region 252 Second Temperature Region 253 Third Temperature Region 25a 1st slot 25b Second Slot 25c 3rd Slot A1 First fixture A2 Second mounting fixture R Refrigerant pipe R1 First Pipe R2 Second pipeline R20 Second common branch R20a 3rd end R20b Fourth end R21 5th branch R3 Third Pipe R30 First common branch R30a First end R30b Second end R31 First Branch R32 Second branch R4 4th Pipeline R40 3rd common branch R40a 5th end R40b 6th end R41 Third Branch R42 4th branch R5 5th Pipeline R51 6th branch R6 6th Pipeline R7 7th Pipeline R71 7th branch R8 8th Pipeline R81 8th branch R82 9th branch R9 9th Pipeline R91 10th branch R10 10th Pipeline R11 11th Pipeline

Claims

1. A vehicle thermal management system (100) comprising a first system (100a), the first system (100a) comprising: A compressor (1) having an air inlet (1a) and an air outlet (1b); a first internal heat exchanger (2) having one end communicating with said exhaust port (1b) through a refrigerant line (R); an external heat exchanger (3) having one end selectively communicating with the other end of the first internal heat exchanger (2) through a first pipe (R1), the one end of the external heat exchanger (3) selectively communicating with the air supply port (1 a) through a second pipe (R2) and the other end selectively communicating with the other end of the first internal heat exchanger (2) through a third pipe (R3); a second internal heat exchanger (4) having one end selectively communicating with the other end of the external heat exchanger (3) through a fourth line (R4) and another end selectively communicating with the air inlet (1a) through a fifth line (R5); a first throttling element (5) connected in series to said fourth line (R4); a second throttle element (6) connected in series to the third line (R3), and an integrated module (25), wherein at least a portion of the first pipe (R1), at least a portion of the second pipe (R2), at least a portion of the third pipe (R3) and at least a portion of the fourth pipe (R4) are each formed in the integrated module (25), and the first throttle element (5) and the second throttle element (6) are each disposed in the integrated module (25). A vehicle thermal management system (100).

2. 2. The vehicle thermal management system of claim 1, wherein the integrated module is internally divided into a first temperature zone, a second temperature zone and a third temperature zone, the at least a portion of the first line, the at least a portion of the second line and at least a portion of an upstream portion of the third line being each located in the first temperature zone, the at least a portion of a downstream portion of the third line and at least a portion of a downstream portion of the fourth line being each located in the second temperature zone, and the at least a portion of the downstream portion of the fourth line being located in the third temperature zone.

3. 3. The vehicle thermal management system (100) of claim 2, wherein a first slot (25a) and a second slot (25b) are formed in the integrated module (25), the first slot (25a) being provided between the first temperature zone (251) and the third temperature zone (253), and the second slot (25b) being provided between the first temperature zone (251) and the second temperature zone (252).

4. the third line (R3) and the fourth line (R4) have a first common branch (R30), the first common branch (R30) having a first end (R30a) and a second end (R30b); the third pipe (R3) further comprises a first branch (R31) and a second branch (R32), the first branch (R31) communicating with the other end of the first internal heat exchanger (2) and the second end (R30b), the second branch (R32) communicating with the first end (R30a) and the other end of the external heat exchanger (3), the second throttling element (6) being connected in series to the second branch (R32); 4. The vehicle thermal management system (100) according to claim 1, wherein the fourth pipe (R4) further comprises a third branch (R41) and a fourth branch (R42), the third branch (R41) communicating with the one end and the first end (R30a) of the second internal heat exchanger (4), the first throttling element (5) being connected in series to the third branch (R41), the fourth branch (R42) communicating with the other end and the second end (R30b) of the external heat exchanger (3), and a check valve (8) being arranged in series connection with the fourth branch (R42) and having an inlet end communicating with the other end of the external heat exchanger (3) and an outlet end communicating with the second end (R30b).

5. 5. The vehicle thermal management system (100) of claim 4, wherein the first branch (R31), the second branch (R32) and the third branch (R41) are each formed in the integrated module (25), and the fourth branch (R42) and the first common branch (R30) are each disposed outside the integrated module (25).

6. 6. The vehicle thermal management system (100) according to claim 5, wherein the integrated module (25) is internally divided into a first temperature zone (251), a second temperature zone (252) and a third temperature zone (253), the first branch (R31) being located in the first temperature zone (251), the second branch (R32) and a portion of the third branch (R41) before the first throttling element (5) being located in the second temperature zone (252), and a portion of the third branch (R41) after the first throttling element (5) being located in the third temperature zone (253).

7. the second pipe (R2) and the fifth pipe (R5) have a second common branch (R20), the second common branch (R20) has a third end (R20a) and a fourth end (R20b), the fourth end (R20b) of the second common branch (R20) communicates with the air supply port (1a); the second pipe (R2) further comprises a fifth branch (R21), the fifth branch (R21) communicates with the one end of the external heat exchanger (3) and the third end (R20a) of the second common branch (R20); 7. The vehicle thermal management system (100) according to claim 1, wherein the fifth pipe (R5) further comprises a sixth branch (R51), the sixth branch (R51) communicating with the other end of the second internal heat exchanger (4) and with the third end (R20a) of the second common branch (R20).

8. 8. The vehicle thermal management system (100) of claim 7, wherein the fifth branch (R21) and the sixth branch (R51) are each formed in the integrated module (25), and the second common branch (R20) is disposed outside the integrated module (25).

9. 9. The vehicle thermal management system (100) of claim 8, wherein the integrated module (25) is internally divided into a first temperature zone (251), a second temperature zone (252) and a third temperature zone (253), and the fifth branch (R21) is located in the first temperature zone (251), an upstream portion of the sixth branch (R51) is located in the third temperature zone (253), and a downstream portion of the sixth branch (R51) is located in the first temperature zone (251).

10. the third line (R3) and the fourth line (R4) have a first common branch (R30), in the third line (R3), the first common branch (R30) is located upstream of the second throttling element (6), and in the fourth line (R4), the first common branch (R30) is located upstream of the first throttling element (5); The vehicle thermal management system (100) A first heat exchange device (10) having a first heat exchange flow path (10a) and a second heat exchange flow path (10b) exchanging heat with each other, the first heat exchange flow path (10a) being connected in series to the first common branch (R30) and the second heat exchange flow path (10b) being connected in series to the second common branch (R20). The vehicle thermal management system (100) of any one of claims 7 to 9, further comprising:

11. 11. The vehicle thermal management system (100) according to claim 10, further comprising a liquid storage tank (9) connected in series to the first common branch (R30) and located upstream of the first heat exchange flow path (10a).

12. a passenger compartment-only cooling mode in which the first pipe (R1), the fourth pipe (R4), and the fifth pipe (R5) are connected, and the second pipe (R2) and the third pipe (R3) are blocked, and a supply-source heat pump heating mode, in which the second pipe (R2) and the third pipe (R3) are connected, and the first pipe (R1) and the fourth pipe (R4) are blocked, The vehicle thermal management system (100) of any one of claims 1 to 11, comprising:

13. a battery heat exchanger (11) having one end selectively communicating with the air inlet (1a) through a sixth pipe (R6) and another end selectively communicating with the other end of the external heat exchanger (3) through a seventh pipe (R7); a third throttling element (12) connected in series to the seventh line (R7); The vehicle thermal management system (100) of any one of claims 1 to 12, further comprising:

14. the seventh pipe (R7) and the fourth pipe (R4) have a third common branch (R40), the third common branch (R40) has a fifth end (R40a) and a sixth end (R40b), the fifth end (R40a) of the third common branch (R40) communicates with the other end of the external heat exchanger (3); the seventh pipe (R7) further comprises a seventh branch (R71), the seventh branch (R71) communicates with the other end of the battery heat exchanger (11) and the sixth end (R40b) of the third common branch (R40), and the third throttling element (12) is connected in series to the seventh branch (R71); 14. The vehicle thermal management system (100) according to claim 13, wherein the fourth pipe (R4) further comprises a third branch (R41), the third branch (R41) communicating with the one end of the second internal heat exchanger (4) and the sixth end (R40b) of the third common branch (R40), and the first throttling element (5) being connected in series to the third branch (R41).

15. 15. The vehicle thermal management system (100) of claim 14, wherein an upstream portion of the third common branch (R40), the seventh branch (R71) and the third branch (R41) are each integrated into the integration module (25).

16. 16. The vehicle thermal management system (100) according to claim 15, wherein the integrated module (25) is internally divided into a first temperature zone (251), a second temperature zone (252) and a third temperature zone (253), and the upstream portion of the third common branch (R40) is located in the first temperature zone (251) and in the second temperature zone (252), a portion of the third branch (R41) before the first throttling element (5) is located in the second temperature zone (252), a portion of the third branch (R41) after the first throttling element (5) is located in the third temperature zone (253), a portion of the seventh branch (R71) before the third throttling element (12) is located in the second temperature zone (252), and a portion of the seventh branch (R71) after the third throttling element (12) is located in the third temperature zone (253).

17. the sixth pipe (R6) and the fifth pipe (R5) have a second common branch (R20), the second common branch (R20) has a third end (R20a) and a fourth end (R20b), the fourth end (R20b) of the second common branch (R20) communicates with the air supply port (1a); The vehicle thermal management system (100) A second heat exchange device (13) having a third heat exchange flow path (13a) and a fourth heat exchange flow path (13b) exchanging heat with each other, the third heat exchange flow path (13a) being connected in series to the third common branch (R40), and the fourth heat exchange flow path (13b) being connected in series to the second common branch (R20). The vehicle thermal management system (100) of any one of claims 14 to 16, further comprising:

18. a battery-only cooling mode in which the first pipe (R1), the sixth pipe (R6), and the seventh pipe (R7) are connected to each other; and a passenger compartment / battery dual cooling mode in which the first pipe (R1), the fourth pipe (R4), the fifth pipe (R5), the sixth pipe (R6) and the seventh pipe (R7) are connected to each other; The vehicle thermal management system (100) of any one of claims 13 to 17, further comprising:

19. a second system (100b) comprising an engine cooling jacket (17), a drive pump (18), and a heater core (19) in communication through a first circulation line (100c); a third heat exchange device (14) having a fifth heat exchange passage (14a) and a sixth heat exchange passage (14b) exchanging heat with each other, the fifth heat exchange passage (14a) being connected in series to the first circulation line (100c) and being located downstream of the heater core (19), the sixth heat exchange passage (14b) having one end selectively communicating with the other end of the first internal heat exchanger (2) through an eighth line (R8) and the other end communicating with the air supply (1a) through a ninth line (R9); and A fourth throttle element (15) connected in series to the eighth line (R8). The vehicle thermal management system (100) of any one of claims 1 to 18, further comprising:

20. the eighth line (R8) and the fourth line (R4) have a first common branch (R30), the first common branch (R30) having a first end (R30a) and a second end (R30b); the fourth pipe (R4) further comprises a third branch (R41) and a fourth branch (R42), the third branch (R41) communicates with the one end and the first end (R30a) of the second internal heat exchanger (4), the first throttling element (5) is connected in series to the third branch (R41), the fourth branch (R42) communicates with the other end and the second end (R30b) of the external heat exchanger (3), and a check valve (8) is arranged in series connection with the fourth branch (R42) and has an inlet end communicating with the other end of the external heat exchanger (3) and an outlet end communicating with the second end (R30b); 20. The vehicle thermal management system (100) of claim 19, wherein the eighth pipe (R8) further comprises an eighth branch (R81) and a ninth branch (R82), the eighth branch (R81) communicating with the other end and the second end (R30b) of the first internal heat exchanger (2), the ninth branch (R82) communicating with the first end (R30a) and the one end of the sixth heat exchange flow path (14b), and the fourth throttling element (15) being connected in series to the ninth branch (R82).

21. 21. The vehicle thermal management system (100) of claim 20, wherein the third branch (R41), the eighth branch (R81) and the ninth branch (R82) are each formed in the integrated module (25), and the fourth branch (R42) and the first common branch (R30) are each disposed outside the integrated module (25).

22. 22. The vehicle thermal management system (100) according to claim 21, wherein the integrated module (25) is internally divided into a first temperature zone (251), a second temperature zone (252) and a third temperature zone (253), a portion of the third branch (R41) before the first throttling element (5) being located in the second temperature zone (252), a portion of the third branch (R41) after the first throttling element (5) being located in the third temperature zone (253), the eighth branch (R81) being located in the first temperature zone (251) and the ninth branch (R82) being located in the second temperature zone (252).

23. the ninth pipe (R9) and the fifth pipe (R5) have a second common branch (R20), the second common branch (R20) has a third end (R20a) and a fourth end (R20b), the fourth end (R20b) of the second common branch (R20) communicates with the air supply port (1a); the fifth pipe (R5) further comprises a sixth branch (R51), the sixth branch (R51) communicating with the other end of the second internal heat exchanger (4) and the third end (R20a) of the second common branch (R20); 23. The vehicle thermal management system (100) according to any one of claims 19 to 22, wherein the ninth pipe (R9) further comprises a tenth branch (R91), the tenth branch (R91) communicating with the other end of the sixth heat exchange flow path (14b) and with the third end (R20a) of the second common branch (R20).

24. 24. The vehicle thermal management system (100) of claim 23, wherein the sixth branch (R51) and the tenth branch (R91) are each formed in the integrated module (25), and the second common branch (R20) is disposed outside the integrated module (25).

25. 25. The vehicle thermal management system (100) of claim 24, wherein the integrated module (25) is internally divided into a first temperature zone (251), a second temperature zone (252) and a third temperature zone (253), an upstream portion of the sixth branch (R51) being located in the third temperature zone (253), a downstream portion of the sixth branch (R51) being located in the first temperature zone (251), and the tenth branch (R91) being located in the first temperature zone (251).

26. The second system (100b) comprises: a reversing element (16) connected in series between the fifth heat exchange flow path (14a) and the drive pump (18) and comprising a first valve port (16a), a second valve port (16b), a third valve port (16c) and a fourth valve port (16d), wherein the first valve port (16a) is in switchable communication with one of the second valve port (16b) and the third valve port (16c) and the fourth valve port (16d) is in switchable communication with the other of the second valve port (16b) and the third valve port (16c), the first valve port (16a) is in communication with the drive pump (18) and the second valve port (16b) is in communication with the fifth heat exchange flow path (14a); and an engine cooling jacket (17) communicating with said third valve port (16c) and said fourth valve port (16d) respectively through a second circulation line; The vehicle thermal management system (100) of any one of claims 19 to 25, further comprising:

27. The second system (100b) comprises: an electric heater (20) connected in series between the drive pump (18) and the heater core (19) and located upstream of the heater core (19); The vehicle thermal management system (100) of claim 26, further comprising:

28. a water-source heat pump heating mode in which the eighth pipe (R8) and the ninth pipe (R9) are connected to each other and the driving pump (18) is operated; and an air supply source / water supply source combined heat pump heating mode in which the second pipe (R2), the third pipe (R3), the eighth pipe (R8) and the ninth pipe (R9) are each connected, and the first pipe (R1) and the fourth pipe (R4) are each blocked; 28. The vehicle thermal management system (100) of any one of claims 19 to 27, further comprising:

29. a battery heat exchanger (11) having one end selectively communicating with the exhaust port (1b) through a tenth pipe (R10); a third heat exchange device (14) having a fifth heat exchange passage (14a) and a sixth heat exchange passage (14b) which exchange heat with each other, the sixth heat exchange passage (14b) having one end selectively communicating with the other end of the battery heat exchanger (11) through an eleventh pipe (R11) and the other end communicating with the air supply port (1a) through a ninth pipe (R9); a third throttling element (12) connected in series to the eleventh line (R11); and A second system (100b) comprising an engine cooling jacket (17), a drive pump (18), and a heater core (19) in communication through a first circulation line (100c), wherein the fifth heat exchange passage (14a) is connected in series to the first circulation line (100c) and is located downstream of the heater core (19). The vehicle thermal management system (100) of any one of claims 1 to 28, further comprising:

30. 30. The vehicle thermal management system (100) of claim 29, wherein the tenth conduit (R10) and the eleventh conduit (R11) are each formed in the integrated module (25).

31. 31. The vehicle thermal management system (100) of claim 30, wherein the integrated module (25) is internally divided into a first temperature zone (251), a second temperature zone (252) and a third temperature zone (253), and the tenth pipe (R10) and the eleventh pipe (R11) are each located in the first temperature zone (251).

32. a water-supply source heat pump battery heating mode in which the ninth pipe (R9) and the tenth pipe (R10) are connected to each other and the driving pump (18) operates; 32. The vehicle thermal management system (100) of any one of claims 29 to 31, further comprising:

33. the one end of the sixth heat exchange passage (14b) communicates with the other end of the first internal heat exchanger (2) through an eighth pipe (R8); 33. The vehicle thermal management system (100) of any one of claims 29 to 32, further comprising a fourth throttling element (15), the fourth throttling element (15) being connected in series to the eighth pipe (R8).

34. a water-source heat pump heating / water-source heat pump battery heating combined mode in which the eighth pipe (R8), the ninth pipe (R9), and the tenth pipe (R10) are connected to each other and the drive pump (18) operates.

34. The vehicle thermal management system (100) of claim 33, further comprising:

35. A vehicle (200) comprising a vehicle thermal management system (100) according to any one of claims 1 to 34.

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