Thermal management system, and vehicle having the thermal management system

Abstract

A thermal management system (100) and a vehicle having the thermal management system (100). The thermal management system (100) includes a compressor (1), at least one heat dissipation flow path (40), at least one heat absorption flow path (50), and a battery thermal management flow path (60). The heat dissipation flow path (40) includes a heat dissipation member (41). The third inlet (511) of the throttle device (51) is optionally in communication with or blocked from the second outlet (412) of the heat dissipation member (41), the third outlet (512) of the throttle device (51) is connected to the fourth inlet (521) of the heat absorption member (52), and the fourth outlet (522) of the heat absorption member (52) is connected to the first inlet (11) of the compressor (1). The fifth inlet (233) of the battery throttle device (23) is optionally in communication with the first outlet (12) of the compressor (1) or the second outlet (412) of the heat dissipation member (41), and the fifth outlet (234) of the battery throttle device (23) is connected to the sixth inlet (211) of the battery direct cooling plate (21). The sixth outlet (212) of the battery direct cooling plate (21) is optionally in communication with the third inlet (511) of the throttle device (51) or the first inlet (11) of the compressor (1). The battery throttle device (23) is switchable between a fully open state and a throttled state.

Description

Technical Field

[0001] Cross - reference to Related Applications This disclosure claims the priority and benefit of Chinese Patent Application No. 202210750541.0, titled "THERMAL MANAGEMENT SYSTEM AND VEHICLE HAVING SAME", filed on June 29, 2022 by BYD Co., Ltd. The entire content of the above application is incorporated herein by reference.

[0002] Technical Field This disclosure relates to the field of vehicle technology, and in particular, to a thermal management system and a vehicle having the thermal management system.

Background Art

[0003] In the prior art, the non - diversified operating modes of the thermal management system in a vehicle cannot fully meet the requirements of users. In addition, during the use of the vehicle, the temperature of the vehicle's battery pack cannot be effectively adjusted, which reduces the battery life of the battery pack and affects the service life of the battery pack. In addition, the power consumption of the existing thermal management system is high during operation, and the heat source of the vehicle cannot be fully utilized, resulting in power waste.

Summary of the Invention

Means for Solving the Problems

[0004] This disclosure is intended to solve at least one of the technical problems existing in the prior art. Therefore, the object of this disclosure is to provide a thermal management system, as a result, the diversity of the operating modes of the thermal management system can be increased, thereby better meeting the requirements of users and improving both the battery life and service life of the battery pack.

[0005] Another object of this disclosure is to propose a vehicle to which the thermal management system is applied.

[0006] According to an embodiment of the first aspect of the present disclosure, a thermal management system includes a compressor, at least one heat dissipation flow path, each heat dissipation flow path including a heat dissipation member, the second inlet of the heat dissipation member being connected to the first outlet of the compressor; at least one heat absorption flow path, each heat absorption flow path including a throttling device and a heat absorption member, the third inlet of the throttling device being selectively communicated with or blocked from the second outlet of the heat dissipation member, the third outlet of the throttling device being connected to the fourth inlet of the heat absorption member, and the fourth outlet of the heat absorption member being connected to the first inlet of the compressor; and a battery thermal management flow path including a battery throttling device and a battery direct cooling plate, the fifth inlet of the battery throttling device being selectively communicated with the first outlet of the compressor or the second outlet of the heat dissipation member, the fifth outlet of the battery throttling device being connected to the sixth inlet of the battery direct cooling plate, and the sixth outlet of the battery direct cooling plate being selectively communicated with the third inlet of the throttling device or the first inlet of the compressor. The battery throttling device is switchable between a fully open state and a throttled state.

[0007] According to the thermal management system in this embodiment of the present disclosure, the fifth inlet of the battery throttling device is selectively communicated with the first outlet of the compressor or the second outlet of the heat dissipation member, the fifth outlet of the battery throttling device is connected to the inlet of the battery direct cooling plate, whereby the outlet of the battery direct cooling plate is selectively communicated with the third inlet of the throttling device or the first inlet of the compressor, and the battery throttling device is switchable between a fully open state and a throttled state. Therefore, compared with the conventional thermal management system, during the use of the vehicle, the temperature of the battery pack of the vehicle can be effectively adjusted, thereby extending both the battery life and the service life of the battery pack.

[0008] In one embodiment, the heat absorption flow path includes a first heat absorption flow path. A first throttling device and an indoor vaporizer are sequentially connected in series on the first heat absorption flow path. The seventh inlet of the first throttling device is connected to the second outlet of the heat dissipation member, and the eighth outlet of the indoor vaporizer is connected to the first inlet of the compressor.

[0009] In one embodiment, the battery thermal management flow path includes a battery direct cooling branch portion and a first battery heat absorption branch portion. Both the ninth inlet of the battery direct cooling branch portion and the tenth inlet of the first battery heat absorption branch portion are connected to the sixth outlet of the battery direct cooling plate. The ninth outlet of the battery direct cooling branch portion is connected to the first inlet of the compressor, and the tenth outlet of the first battery heat absorption branch portion is connected to the seventh inlet of the first throttling device. The sixth outlet of the battery direct cooling plate is selectively communicated with or blocked from the first inlet of the compressor through the battery direct cooling branch portion, and the sixth outlet of the battery direct cooling plate is selectively communicated with or blocked from the seventh inlet of the first throttling device through the first battery heat absorption branch portion.

[0010] In one embodiment, the heat absorption flow path includes a second heat absorption flow path. A second throttling device and an outdoor heat exchanger are sequentially connected in series on the second heat absorption flow path. The eleventh inlet of the second throttling device is connected to the sixth outlet of the battery direct cooling plate, and the twelfth outlet of the outdoor heat exchanger is connected to the first inlet of the compressor.

[0011] In one embodiment, the battery thermal management flow path includes a battery direct cooling branch portion and a second battery heat absorption branch portion. Both the ninth inlet of the battery direct cooling branch portion and the thirteenth inlet of the second battery heat absorption branch portion are connected to the sixth outlet of the battery direct cooling plate. The ninth outlet of the battery direct cooling branch portion is connected to the first inlet of the compressor, and the thirteenth outlet of the second battery heat absorption branch portion is connected to the eleventh inlet of the second throttling device. The sixth outlet of the battery direct cooling plate is selectively communicated with or blocked from the first inlet of the compressor through the battery direct cooling branch portion, and the sixth outlet of the battery direct cooling plate is selectively communicated with or blocked from the eleventh inlet of the second throttling device through the second battery heat absorption branch portion.

[0012] In one embodiment, the endothermic flow path includes a third endothermic flow path. A third throttle device and a water path heat exchanger are sequentially connected in series on the third endothermic flow path. A fourteenth inlet of the third throttle device is connected to a sixth outlet of the battery direct cooling plate, and a fifteenth outlet of the water path heat exchanger is connected to a first inlet of the compressor.

[0013] In one embodiment, the battery thermal management flow path includes a battery direct cooling branch portion and a third battery endothermic branch portion. Both a ninth inlet of the battery direct cooling branch portion and a sixteenth inlet of the third battery endothermic branch portion are connected to a sixth outlet of the battery direct cooling plate. A ninth outlet of the battery direct cooling branch portion is connected to a first inlet of the compressor, and a sixteenth outlet of the third battery endothermic branch portion is connected to a fourteenth inlet of the third throttle device. The outlet of the battery direct cooling plate is selectively communicated with or blocked from a first inlet of the compressor through the battery direct cooling branch portion, and a sixth outlet of the battery direct cooling plate is selectively communicated with or blocked from a fourteenth inlet of the third throttle device through the third battery endothermic branch portion.

[0014] In one embodiment, the water path heat exchanger includes a first interface, a second interface, a third interface, and a fourth interface. The first interface is connected to a first inlet of the compressor, and the second interface communicates with a fourteenth outlet of the third throttle device. The thermal management system further includes an engine water path. The engine water path includes an engine. A water inlet of the engine communicates with the third interface, and a water outlet of the engine communicates with the fourth interface.

[0015] In one embodiment, the engine water circuit includes a control valve, the control valve including a first valve port, a second valve port, a third valve port, and a fourth valve port. The first valve port is connected to a water inlet, the second valve port is connected to a water outlet, the third valve port is connected to a third interface of the water heat exchanger. When one of the first valve port and the third valve port communicates with one of the second valve port and the fourth valve port, the other of the first valve port and the third valve port communicates with the other of the second valve port and the fourth valve port. The engine water circuit further includes a pump located between the water heat exchanger and the engine, and a warm air core, one end of the warm air core being connected to the water outlet and the other end of the warm air core being connected to a fourth interface of the water heat exchanger.

[0016] In one embodiment, the engine water circuit further includes a heating element. One end of the heating element is connected to the fourth interface of the water heat exchanger, and the other end of the heating element is connected to the pump.

[0017] In one embodiment, the engine water circuit further includes an exhaust gas and residual heat recovery device. The recovery device is disposed between the warm air core and the pump.

[0018] In one embodiment, the thermal management system further includes a third heat exchanger. The third heat exchanger includes a first port, a second port, a third port, and a fourth port. The third heat exchanger is connected in series on the system thermal management flow path through the first port and the fourth port, and the third heat exchanger is selectively connected in series to the air conditioning thermal management flow path and the battery thermal management flow path through the second port and the third port.

[0019] In one embodiment, the engine water circuit further includes a shut-off valve and an engine radiator connected in parallel. The shut-off valve and the engine radiator are disposed between the control valve and the engine.

[0020] In one embodiment, the heat dissipation flow path includes a first heat dissipation flow path. The first heat dissipation flow path includes an indoor condenser, and the indoor condenser is connected between the compressor and the battery throttle device.

[0021] In one embodiment, the heat dissipation flow path includes a second heat dissipation flow path. The second heat dissipation flow path includes an outdoor heat exchanger, and the outdoor heat exchanger is connected between the compressor and the battery throttle device.

[0022] In one embodiment, the heat absorption flow path includes a first heat absorption flow path. A first throttle device and an indoor vaporizer are sequentially connected in series on the first heat absorption flow path. A seventh inlet of the first throttle device is connected to a second outlet of the heat dissipation member, and an eighth outlet of the indoor vaporizer is connected to a first inlet of the compressor. The heat dissipation flow path includes a second heat dissipation flow path. The second heat dissipation flow path includes an outdoor heat exchanger, and the outdoor heat exchanger is connected between the compressor and the battery throttle device. The second heat dissipation flow path communicates with the first heat absorption flow path.

[0023] In one embodiment, the heat absorption flow path includes a first heat absorption flow path. A first throttle device and an indoor vaporizer are sequentially connected in series on the first heat absorption flow path. A seventh inlet of the first throttle device is connected to a second outlet of the heat dissipation member, and an eighth outlet of the indoor vaporizer is connected to a first inlet of the compressor. The heat dissipation flow path includes a first heat dissipation flow path. The first heat dissipation flow path includes an indoor condenser, and the indoor condenser is connected between the compressor and the battery throttle device. The first heat dissipation flow path communicates with the first heat absorption flow path.

[0024] In one embodiment, the heat dissipation flow path includes a first heat dissipation flow path. The first heat dissipation flow path includes an indoor condenser, and the indoor condenser is connected between the compressor and the battery throttle device. The heat absorption flow path includes a second heat absorption flow path. A second throttle device and an outdoor heat exchanger are sequentially connected in series on the second heat absorption flow path. An eleventh inlet of the second throttle device is connected to a sixth outlet of the battery direct cooling plate, and a twelfth outlet of the outdoor heat exchanger is connected to a first inlet of the compressor. The first heat dissipation flow path communicates with the second heat absorption flow path.

[0025] In one embodiment, the heat dissipation flow path includes a first heat dissipation flow path. The first heat dissipation flow path includes an indoor condenser, and the indoor condenser is connected between the compressor and the battery throttle device. The heat absorption flow path includes a third heat absorption flow path. A third throttle device and a water path heat exchanger are sequentially connected in series on the third heat absorption flow path. The 14th inlet of the third throttle device is connected to the 6th outlet of the battery direct cooling plate, and the 15th outlet of the water path heat exchanger is connected to the 1st inlet of the compressor. The first heat dissipation flow path communicates with the third heat absorption flow path.

[0026] In one embodiment, the heat dissipation flow path is a first heat dissipation flow path. The first heat dissipation flow path includes an indoor condenser, and the indoor condenser is a first heat dissipation flow path connected between the compressor and the battery throttle device, and a second heat dissipation flow path. The second heat dissipation flow path includes an outdoor heat exchanger, and the outdoor heat exchanger is a second heat dissipation flow path connected between the compressor and the battery throttle device. The battery heat management flow path, the first heat dissipation flow path, and the second heat dissipation flow path share a first common segment. The 17th inlet of the first common segment is connected to the 1st outlet of the compressor. The battery heat management flow path and the first heat dissipation flow path share a first branch segment. The second heat dissipation flow path has a second branch segment. Both the 18th inlet of the first branch segment and the 19th inlet of the second branch segment are connected to the 17th outlet of the first common segment. The battery heat management flow path, the first heat dissipation flow path, and the second heat dissipation flow path share a second common segment. Both the 18th outlet of the first branch segment and the 19th outlet of the second branch segment are connected to the 20th inlet of the second common segment. The 17th outlet of the first common segment selectively communicates with the 20th inlet of the second common segment through the first branch segment or the second branch segment.

[0027] In one embodiment, the endothermic flow path includes a second endothermic flow path. A second throttling device and an outdoor heat exchanger are sequentially connected in series on the second endothermic flow path. The 11th inlet of the second throttling device is connected to the 6th outlet of the battery direct cooling plate, and the 12th outlet of the outdoor heat exchanger is connected to the 1st inlet of the compressor. The second endothermic flow path and the second branch segment share a third common segment. The second endothermic flow path further includes a front segment of the second endothermic flow path and a rear segment of the second endothermic flow path. The 21st inlet of the front segment of the second endothermic flow path is connected to the 20th outlet of the second common segment, and the 22nd outlet of the rear segment of the second endothermic flow path is connected to the 1st inlet of the compressor. The second branch segment further includes a front segment of the second branch segment and a rear segment of the second branch segment. The 23rd inlet of the front segment of the second branch segment is connected to the 17th outlet of the first common segment, and the 24th outlet of the rear segment of the second branch segment is connected to the 20th inlet of the second common segment. The 21st outlet of the front segment of the second endothermic flow path is separately connected to the 24th inlet of the rear segment of the second branch segment and one end of the third common segment, and the 22nd inlet of the rear segment of the second endothermic flow path is separately connected to the 23rd outlet of the front segment of the second branch segment and the other end of the third common segment. Alternatively, the 21st outlet of the front segment of the second endothermic flow path is separately connected to the 23rd outlet of the front segment of the second branch segment and the end of the third common segment, and the 22nd inlet of the rear segment of the second endothermic flow path is separately connected to the 24th inlet of the rear segment of the second branch segment and the other end of the third common segment.

[0028] In one embodiment, a liquid storage tank is arranged in the second common segment.

[0029] In one embodiment, the thermal management system further includes a coaxial tube heat exchanger. The coaxial tube heat exchanger includes a first channel and a second channel, and a sleeve is attached to the outside of the second channel in the first channel. The first channel includes a first port and a second port, and the second channel includes a third port and a fourth port. The first port communicates with the 20th outlet of the second common segment. The second port communicates separately with the fifth inlet of the battery throttling device and the seventh inlet of the first throttling device. The third port communicates with the sixth outlet of the battery direct cooling plate. The fourth port communicates with the first inlet of the compressor.

[0030] A vehicle according to an embodiment of the second aspect of the present disclosure includes the thermal management system in the embodiment of the first aspect of the present disclosure.

[0031] Additional aspects and advantages of the present disclosure are given in part in the following description, some of which will be apparent from the following description or can be learned from the practice of the present disclosure.

[0032] The foregoing and / or additional aspects and advantages of the present disclosure will become apparent and understandable in the following description of the embodiments taken with reference to the following attached drawings.

Brief Description of the Drawings

[0033]

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Explanation of symbols

[0034] 100: Thermal management system; 200: Vehicle; 1: Compressor; 11: First inlet; 12: First outlet; 2: Indoor condenser; 3: First solenoid valve; 4: Second solenoid valve; 5: Outdoor heat exchanger; 52: Twelfth outlet; 6: One-way valve; 7: Liquid storage tank; 8: Third solenoid valve; 9: First throttling device; 91: Seventh inlet; 10: Indoor vaporizer; 102: Eighth outlet; 11: Engine; 111: Water inlet; 112: Water outlet; 12: Control valve; A: First valve port; B: Second valve port; C: Third valve port; D: Fourth valve port; 13: Pump; 14: Heating element; 15: Fourth solenoid valve; 16: Third throttling device; 162: Fourteenth outlet; 17: Water path heat exchanger; 172: Fifteenth outlet; E: First interface; F: Second interface; G: Third interface; H: Fourth interface; 18: Fifth solenoid valve; 19: Second throttling device; 191: Eleventh inlet; 20: Engine radiator; 21: Battery direct cooling plate; 211: Sixth inlet; 212: Sixth outlet; 22: Sixth solenoid valve; 23: Battery throttling device; 231: Seventh solenoid valve; 232: Fourth throttling device; 233: Fifth inlet; 234: Fifth outlet; 25: Eighth solenoid valve; 26: Warm air core; 27: Shut-off valve; 28: Exhaust gas and residual heat recovery device; 29: Coaxial tube heat exchanger; 291: First channel; 292: Second channel; I: First port; J: Second port; K: Third port; L: Fourth port; 30: Ninth solenoid valve; 31: Tenth solenoid valve; 32: Eleventh solenoid valve; 40: Heat dissipation flow path; 41: Heat dissipation member; 411: Second inlet; 412: Second outlet; 42: First heat dissipation flow path; 43: Second heat dissipation flow path; 431: Second branch segment; 4311: Nineteenth inlet; 4312: Nineteenth outlet; 4313: Front segment of the second branch segment; 4314: Rear segment of the second branch segment; 4315: Twenty-third inlet; 4316: Twenty-third outlet; 4317: Twenty-fourth inlet; 4318: Twenty-fourth outlet; 50: Heat absorption flow path; 51: Throttling device; 511: Third inlet; 512: Third outlet; 52: Heat absorption member; 521: Fourth inlet; 522: Fourth outlet; 53: First heat absorption flow path; 54: Second heat absorption flow path; 541: Front segment of the second heat absorption flow path; 5411: Twenty-first inlet; 5412: Twenty-first outlet; 542: Rear segment of the second heat absorption flow path; 5421: Twenty-second inlet; 5422: Twenty-second outlet; 55: Third heat absorption flow path;60: Battery thermal management flow path; 601: Battery direct cooling branch section; 6011: Ninth inlet; 6012: Ninth outlet; 602: First battery heat absorption branch section; 6021: Tenth inlet; 6022: Tenth outlet; 603: Second battery heat absorption branch section; 6031: Thirteenth inlet; 6032: Thirteenth outlet; 604: Third battery heat absorption branch section; 6041: Sixteenth inlet; 6042: Sixteenth outlet; 605: First common segment; 6051: Seventeenth inlet; 6052: Seventeenth outlet; 606: First branch segment; 6061: Eighteenth inlet; 6062: Eighteenth outlet; 607: Second common segment; 6071: Twelfth inlet; 6072: Twelfth outlet; 608: Third common segment; 70: Engine waterway.;

Embodiments for Carrying Out the Invention

[0035] Hereinafter, with reference to FIGS. 1 to 23, the thermal management system 100 in an embodiment of the first aspect of the present disclosure will be described.

[0036] As shown in FIGS. 1 to 23, the thermal management system 100 in the embodiment of the first aspect of the present disclosure includes a compressor 1, at least one heat dissipation flow path 40, at least one heat absorption flow path 50, and a battery thermal management flow path 60.

[0037] Specifically, each heat dissipation channel 40 includes a heat dissipation member 41, and a second inlet 411 of the heat dissipation member 41 is connected to a first outlet 12 of the compressor 1. Each heat absorption channel 50 includes a throttling device 51 and a heat absorption member 52. A third inlet 511 of the throttling device 51 selectively communicates with or is blocked from a second outlet 412 of the heat dissipation member 41. A third outlet 512 of the throttling device 51 is connected to a fourth inlet 521 of the heat absorption member 52. A fourth outlet 522 of the heat absorption member 52 is connected to a first inlet 11 of the compressor 1. The battery thermal management channel 60 includes a battery throttling device 23 and a battery direct cooling plate 21. A fifth inlet 233 of the battery throttling device 23 selectively communicates with a first outlet 12 of the compressor 1 or a second outlet 412 of the heat dissipation member 41. A fifth outlet 234 of the battery throttling device 23 is connected to a sixth inlet 211 of the battery direct cooling plate 21. A sixth outlet 212 of the battery direct cooling plate 21 selectively communicates with a third inlet 511 of the throttling device 51 or a first inlet 11 of the compressor 1. The battery throttling device 23 is switchable between a fully open state and a throttling state.

[0038] When the battery throttling device 23 is in the throttling state, the battery throttling device 23 communicates with the second outlet 412 of the heat dissipation member 41, and the sixth outlet 212 of the battery direct cooling plate 21 communicates with the first inlet 11 of the compressor 1. In this case, the high-temperature refrigerant in the compressor 1 flows to the heat dissipation member 41, and the refrigerant dissipates heat in the heat dissipation member 41, causing the temperature of the refrigerant to decrease. The refrigerant with decreased temperature flows to the battery direct cooling plate 21 through the battery throttling device 23. The low-temperature refrigerant in the battery direct cooling plate 21 exchanges heat with the battery pack to lower the temperature of the battery pack and ensure the normal operation of the battery pack. Then, the refrigerant after heat exchange refluxes to the compressor 1. By repeating this process, the temperature of the battery pack decreases.

[0039] When the battery throttle device 23 is in the fully open state, the fifth inlet 233 of the battery throttle device 23 communicates with the first outlet 12 of the compressor 1, and the sixth outlet 212 of the battery direct cooling plate 21 communicates with the third inlet 511 of the throttle device 51 on the heat absorption flow path 50. In this case, the high-temperature refrigerant in the compressor 1 flows to the battery direct cooling plate 21 through the battery throttle device 23. The refrigerant in the battery direct cooling plate 21 exchanges heat with the battery pack to raise the temperature of the battery pack, ensuring that the battery pack can operate normally when the ambient temperature is low. Then, the refrigerant after heat exchange refluxes to the compressor 1 through the throttle device 51 and the heat absorption member 52. By repeating this process, the battery pack is heated.

[0040] According to the heat management system 100 in this embodiment of the present disclosure, the fifth inlet 233 of the battery throttle device 23 selectively communicates with the first outlet 12 of the compressor 1 or the second outlet 412 of the heat dissipation member 41, and the fifth outlet 234 of the battery throttle device 23 is connected to the sixth inlet 211 of the battery direct cooling plate 21, whereby the sixth outlet 212 of the battery direct cooling plate 21 selectively communicates with the third inlet 511 of the throttle device 51 or the first inlet 11 of the compressor 1, and the battery throttle device 23 is switchable between the fully open state and the throttled state. Therefore, compared with the conventional heat management system, during the use of the vehicle 200, the temperature of the battery pack of the vehicle 200 can be effectively adjusted, thereby extending both the battery life and the service life of the battery pack.

[0041] According to some embodiments of the present disclosure, the endothermic flow path 50 includes a first endothermic flow path 53. The first throttle device 9 and the indoor vaporizer 10 are sequentially connected in series on the first endothermic flow path 53. The seventh inlet 91 of the first throttle device 9 is connected to the second outlet 412 of the heat dissipation member 41, and the eighth outlet 101 of the indoor vaporizer 10 is connected to the first inlet 11 of the compressor 1. Referring to FIGS. 13 and 21, the heat management system 100 is in a ninth heating mode. The battery throttle device 23 communicates with the first outlet 12 of the compressor 1, and the sixth outlet 212 of the battery direct cooling plate 21 communicates with the first inlet 11 of the compressor 1. The refrigerant in the compressor 1 flows to the battery direct cooling plate 21 through the heat dissipation member 41 and the battery throttle device 23. In this case, the heat dissipation member 41 does not operate, that is, the heat dissipation member 41 does not perform heat exchange. The high-temperature refrigerant in the battery direct cooling plate 21 can exchange heat with the low-temperature battery pack and increase the temperature of the battery pack. The refrigerant after heat exchange may flow to the indoor vaporizer 10 through the first throttle device 9. The indoor vaporizer 10 vaporizes the refrigerant and absorbs the heat in the vehicle interior, thereby reducing the temperature in the vehicle interior. By repeating this process, the temperature in the vehicle interior can be reduced when the battery pack is heated, thereby better meeting the requirements of the user.

[0042] Furthermore, referring to FIGS. 21 and 22, the battery thermal management flow path 60 includes a battery direct cooling branch portion 601 and a first battery heat absorption branch portion 602. Both the ninth inlet 6011 of the battery direct cooling branch portion 601 and the tenth inlet 6021 of the first battery heat absorption branch portion 602 are connected to the sixth outlet 212 of the battery direct cooling plate 21. The ninth outlet 6012 of the battery direct cooling branch portion 601 is connected to the first inlet 11 of the compressor 1, and the tenth outlet 6022 of the first battery heat absorption branch portion 602 is connected to the seventh inlet 91 of the first throttling device 9. The sixth outlet 212 of the battery direct cooling plate 21 selectively communicates with or is blocked from the first inlet 11 of the compressor 1 through the battery direct cooling branch portion 601, and the sixth outlet 212 of the battery direct cooling plate 21 selectively communicates with or is blocked from the seventh inlet 91 of the first throttling device 9 through the first battery heat absorption branch portion 602.

[0043] As shown in FIGS. 13 and 21, when the thermal management system 100 is in the ninth heating mode, the sixth outlet 212 of the battery direct cooling plate 21 communicates with the first inlet 11 of the compressor 1 through the battery direct cooling branch portion 601, and the sixth outlet 212 of the battery direct cooling plate 21 communicates through the first battery heat absorption branch portion 602. A fifth solenoid valve 18 is connected in series on the battery direct cooling branch portion 601. A ninth solenoid valve 30 is connected in series on the first battery heat absorption branch portion 602. In this case, both the fifth solenoid valve 18 and the ninth solenoid valve 30 are in an open state. Specifically, when the thermal management system 100 is in the ninth heating mode, the refrigerant in the compressor 1 flows to the battery direct cooling plate 21 through the heat dissipation member 41 and the battery throttling device 23. The high-temperature refrigerant in the battery direct cooling plate 21 exchanges heat with the low-temperature battery pack, and the temperature of the battery pack can be increased. The refrigerant after heat exchange flows out of the battery direct cooling plate 21 and flows to the first throttling device 9 through the ninth solenoid valve 30. After the refrigerant is throttled by the first throttling device 9 and the temperature of the refrigerant decreases, the refrigerant flows to the indoor vaporizer 10 and is vaporized in the indoor vaporizer 10 to increase the temperature in the vehicle compartment. The vaporized refrigerant refluxes to the compressor 1.

[0044] According to some embodiments of the present disclosure, referring to FIGS. 21 and 22, the endothermic flow path 50 includes a second endothermic flow path 54. The second throttle device 19 and the outdoor heat exchanger 5 are sequentially connected in series on the second endothermic flow path 54. The eleventh inlet 191 of the second throttle device 19 is connected to the sixth outlet 212 of the battery direct cooling plate 21. The twelfth outlet 52 of the outdoor heat exchanger 5 is connected to the first inlet 11 of the compressor 1. Referring to FIGS. 14 and 22, when the heat management system 100 is in the tenth heating mode, the refrigerant in the compressor 1 flows to the battery direct cooling plate 21 through the heat dissipation member 41 and the battery throttle device 23. In this case, the heat dissipation member 41 does not perform heat exchange, and the high-temperature refrigerant in the battery direct cooling plate 21 exchanges heat with the battery pack, raising the temperature of the battery pack. The refrigerant after heat exchange flows to the outdoor heat exchanger 5 through the second throttle device 19. After the refrigerant vaporizes in the outdoor heat exchanger 5, it refluxes to the compressor 1.

[0045] Furthermore, referring to FIGS. 21 and 22, the battery thermal management flow path 60 includes a battery direct cooling branch portion 601 and a second battery endothermic branch portion 603. Both the inlet of the battery direct cooling branch portion 601 and the thirteenth inlet 6031 of the second battery endothermic branch portion 603 are connected to the sixth outlet 212 of the battery direct cooling plate 21. The ninth outlet 6012 of the battery direct cooling branch portion 601 is connected to the first inlet 11 of the compressor 1. The thirteenth outlet 6032 of the second battery endothermic branch portion 603 is connected to the eleventh inlet 191 of the second throttle device 19. The sixth outlet 212 of the battery direct cooling plate 21 is selectively communicated with or blocked from the first inlet 11 of the compressor 1 through the battery direct cooling branch portion 601, and the sixth outlet 212 of the battery direct cooling plate 21 is selectively communicated with or blocked from the eleventh inlet 191 of the second throttle device 19 through the second battery endothermic branch portion 603.

[0046] As shown in FIGS. 14 and 22, when the thermal management system 100 is in the tenth heating mode, the sixth outlet 212 of the battery direct cooling plate 21 is blocked from the first inlet 11 of the compressor 1, and the sixth outlet 212 of the battery direct cooling plate 21 communicates with the eleventh inlet 191 of the second throttle device 19 through the second battery heat absorption branch 603. The tenth solenoid valve 31 is connected in series on the second battery heat absorption branch 603. The refrigerant in the compressor 1 flows to the battery direct cooling plate 21 through the heat dissipation member 41 and the battery throttle device 23, and the high-temperature refrigerant in the battery direct cooling plate 21 exchanges heat with the battery pack, raising the temperature of the battery pack. The refrigerant after heat exchange flows to the outdoor heat exchanger 5 through the tenth solenoid valve 31 and the second throttle device 19. After the refrigerant vaporizes in the outdoor heat exchanger 5, the refrigerant refluxes to the compressor 1 through the first solenoid valve 3. By repeating this process, the battery pack is heated.

[0047] According to some embodiments of the present disclosure, referring to FIGS. 21 and 22, the endothermic flow path 50 includes a third endothermic flow path 55. A third throttle device 16 and a water path heat exchanger 17 are sequentially connected in series on the third endothermic flow path 55. A fourteenth inlet 161 of the third throttle device 16 is connected to a sixth outlet 212 of the battery direct cooling plate 21, and a fifteenth outlet 172 of the water path heat exchanger 17 is connected to a first inlet 11 of the compressor 1. As shown in FIGS. 11 and 12, a sixth solenoid valve 22, a third throttle device 16, and a water path heat exchanger 17 are sequentially connected in series on the third endothermic flow path 55. When the heat management system 100 is in the seventh heating mode or the eighth heating mode, the refrigerant in the compressor 1 can flow to the battery direct cooling plate 21 through the indoor condenser 2, the second solenoid valve 4, and the seventh solenoid valve 231 in the battery throttle device 23. The indoor condenser 2 does not operate, and the high-temperature refrigerant can exchange heat with the battery pack through the battery direct cooling plate 21 to increase the temperature of the battery pack. The battery throttle device 23 includes a seventh solenoid valve 231 and a fourth throttle device 232 connected in parallel. The refrigerant after heat exchange may flow to the water path heat exchanger 17 through the sixth solenoid valve 22 and the third throttle device 16. The refrigerant in the water path heat exchanger 17 exchanges heat with the water in the water path heat exchanger 17. The refrigerant after heat exchange refluxes to the compressor 1, and the water after heat exchange refluxes to the engine 11. The heat of the engine 11 flows to the water path heat exchanger 17 through the water on the engine water path 70.

[0048] Note that the battery pack and the passenger compartment may be heated simultaneously by using the heat of the engine 11. In this case, the refrigerant flow path is the same as the refrigerant flow path when the heat management system 100 operates in the seventh heating mode. The in-vehicle condenser 2 operates. That is, by performing heat exchange in the in-vehicle condenser 2, the temperature in the passenger compartment can be increased. The refrigerant after heat exchange flows to the battery direct cooling plate 21. Usually, since the temperature of the refrigerant after heat exchange is still higher than the temperature of the battery pack, heat exchange can be performed with the battery pack through the battery direct cooling plate 21 to increase the temperature of the battery pack. The heat of the engine 11 flows to the water channel heat exchanger 17 through the water in the engine water channel 70.

[0049] Furthermore, referring to FIGS. 11, 12, 21, and 22, the battery thermal management flow path 60 includes a battery direct cooling branch portion 601 and a third battery heat absorption branch portion 604. Both the inlet of the battery direct cooling branch portion 601 and the sixteenth inlet 6041 of the third battery heat absorption branch portion 604 are connected to the sixth outlet 212 of the battery direct cooling plate 21. The ninth outlet 6012 of the battery direct cooling branch portion 601 is connected to the first inlet 11 of the compressor 1. The sixteenth outlet 6042 of the third battery heat absorption branch portion 604 is connected to the fourteenth inlet 161 of the third throttling device 16. The sixth outlet 212 of the battery direct cooling plate 21 selectively communicates with or is blocked from the first inlet 11 of the compressor 1 through the battery direct cooling branch portion 601, and the sixth outlet 212 of the battery direct cooling plate 21 selectively communicates with or is blocked from the fourteenth inlet 161 of the third throttling device 16 through the third battery heat absorption branch portion 604.

[0050] As shown in FIGS. 11 and 12, when the thermal management system 100 is in the seventh heating mode or the eighth heating mode, the sixth outlet 212 of the battery direct cooling plate 21 is blocked from the first inlet 11 of the compressor 1 through the battery direct cooling branch 601, and the sixth outlet 212 of the battery direct cooling plate 21 communicates with the third throttle device 16 through the third battery heat absorption branch 604. The sixth solenoid valve 22 is connected to the third battery heat absorption branch 604.

[0051] Furthermore, the water-cooled heat exchanger 17 includes a first interface E, a second interface F, a third interface G, and a fourth interface H. The first interface E is connected to the first inlet 11 of the compressor 1, and the second interface F communicates with the fourteenth outlet 162 of the third throttle device 16. The thermal management system 100 further includes an engine waterway 70. The engine waterway 70 includes an engine 11. The water inlet 111 of the engine 11 communicates with the third interface G, and the water outlet 112 of the engine 11 communicates with the fourth interface H. During the operation of the engine 11, the water on the engine waterway 70 flows through the engine 11 and exchanges heat with the engine 11, thereby increasing the temperature of the water on the engine waterway 70. The water with the increased temperature flows through the water-cooled heat exchanger 17 and exchanges heat with the refrigerant flowing through the water-cooled heat exchanger 17, so that the temperature of the refrigerant in the water-cooled heat exchanger 17 can be increased. Therefore, the heat in the engine 11 can be used for heating the passenger compartment, and the power consumption of the vehicle 200 can be effectively reduced.

[0052] According to some embodiments of the present disclosure, as shown in FIGS. 1 to 14 and FIG. 23, the engine water passage 70 includes a control valve 12, a pump 13, and a heater core 26. The control valve 12 includes a first valve port A, a second valve port B, a third valve port C, and a fourth valve port D. The first valve port A is connected to the water inlet 111, the second valve port B is connected to the water outlet 112, and the third valve port C is connected to the third interface G of the water heat exchanger 17. When one of the first valve port A and the third valve port C communicates with one of the second valve port B and the fourth valve port D, the other of the first valve port A and the third valve port C communicates with the other of the second valve port B and the fourth valve port D. When the first valve port A communicates with the second valve port B, the third valve port C communicates with the fourth valve port D. Alternatively, when the first valve port A communicates with the fourth valve port D, the third valve port C communicates with the second valve port B. The pump 13 is located between the water heat exchanger 17 and the engine 11. One end of the heater core 26 is connected to the other end of the pump 13, and the other end of the heater core 26 is connected to the fourth interface H of the water heat exchanger 17.

[0053] Referring to FIG. 9, the thermal management system 100 operates in the fifth heating mode. Specifically, only the engine water passage 70 in the thermal management system 100 operates. In this case, the heat generated during the operation of the engine 11 is transferred to the water on the engine water passage 70. The water with increased temperature can flow to the heater core 26 through the water outlet 112, the second valve port B and the fourth valve port D of the control valve 12, and the pump 13. In this case, the heater core 26 may transfer the heat in the water to the passenger compartment and increase the temperature in the passenger compartment. Then, the water in the heater core 26 can flow back to the engine 11 through the water heat exchanger 17, the third valve port C and the first valve port A of the control valve 12, and the water inlet 111.

[0054] Referring to FIG. 7, the thermal management system 100 operates in the third heating mode. Specifically, the outdoor heat exchanger 5 absorbs the heat of the outside air, and the waterway heat exchanger 17 absorbs the heat of the engine 11 to heat the passenger compartment. Specifically, the refrigerant in the compressor 1 flows to the indoor condenser 2, and the refrigerant liquefies and releases heat in the indoor condenser 2 to raise the temperature in the passenger compartment. The liquefied refrigerant flowing out through the second solenoid valve 4 is divided into two parts. One part of the refrigerant flows to the outdoor heat exchanger 5 through the second throttling device 19. The refrigerant may exchange heat with the outside air through the outdoor heat exchanger 5, and the refrigerant after heat exchange flows back to the compressor 1 through the first solenoid valve 3. The other part of the refrigerant flows to the waterway heat exchanger 17 through the fourth solenoid valve 15 and the third throttling device 16. In addition, the water in the engine 11 flows to the waterway heat exchanger 17 through the water outlet 112, the second valve port B, the fourth valve port D, the pump 13, and the warm air core 26 after exchanging heat with the engine 11. In this case, the warm air core 26 does not operate, and the refrigerant in the waterway heat exchanger 17 exchanges heat with the water. The refrigerant with the increased temperature flows back to the compressor 1, and the water with the decreased temperature flows back to the engine 11 through the third valve port C, the first valve port A, and the water inlet 111. By repeating this process, the heat of the outside air and the heat of the engine 11 can be effectively used to heat the passenger compartment, the temperature in the passenger compartment can be quickly adjusted, and thereby the power consumption of the vehicle 200 can be reduced.

[0055] In some optional embodiments, as shown in FIGS. 1 to 18 and FIG. 23, the engine water passage 70 further includes a heating element 14. One end of the heating element 14 is connected to the fourth interface H of the water passage heat exchanger 17, and the other end of the heating element 14 is connected to the pump 13. Referring to FIG. 10, the thermal management system 100 operates in the sixth heating mode. In this case, only the engine water passage 70 operates. The engine 11 does not operate. Specifically, the thermal management system 100 heats the passenger compartment by using only the heat of the heating element 14. For example, in an extremely low temperature environment, the heating element 14 may be directly turned on to heat the passenger compartment. In this case, the heating element 14 heats the water in the heating element 14, and the heated water can flow to the water passage heat exchanger 17 through the warm air core 26. At least one of the warm air core 26 and the water passage heat exchanger 17 exchanges heat with water to provide warm air to the passenger compartment and raise the temperature inside the passenger compartment. The water after heat exchange can flow back to the heating element 14 through the third valve port C and the fourth valve port D of the control valve 12 and the pump 13. By repeating this process, the passenger compartment can be heated by using the heat of the heating element 14, and the temperature inside the passenger compartment can be rapidly increased in an extremely low temperature environment. Optionally, the heating element 14 may be a PTC heating element. However, it is not so limited.

[0056] Referring to FIG. 12, the thermal management system 100 operates in the eighth heating mode. In this case, the heating element 14 is turned on and the engine 11 does not operate. The heat of the heating element 14 is used to heat the battery pack. For example, when charging in a low-temperature environment and inserting a gun into the vehicle 200, such as a hybrid vehicle 200, it is necessary to heat the battery pack. In this case, the second solenoid valve 4, the sixth solenoid valve 22, and the seventh solenoid valve 231 are opened, the third solenoid valve 8, the fourth solenoid valve 15, the fifth solenoid valve 18, and the eighth solenoid valve 25 are closed, and the second throttle device 19, the third throttle device 16, and the fourth throttle device 232 are turned off. The refrigerant in the compressor 1 flows through the indoor condenser 2, the second solenoid valve 4, and the seventh solenoid valve 231 to the battery direct cooling plate 21. The indoor condenser 2 does not operate, and the refrigerant exchanges heat with the battery pack through the battery direct cooling plate 21 to increase the temperature of the battery pack. The refrigerant after heat exchange flows through the sixth solenoid valve 22 to the waterway heat exchanger 17. In addition, the heating element 14 may heat the water in the heating element 14. The heated water can flow through the warm air core 26 to the waterway heat exchanger 17. The refrigerant in the waterway heat exchanger 17 exchanges heat with the water in the waterway heat exchanger 17. The refrigerant with increased temperature refluxes to the compressor 1, and the water with decreased temperature may reflux to the heating element 14 through the third valve port C and the fourth valve port D of the control valve 12 and the pump 13. By repeating this process, the battery pack can be heated by using the heat of the heating element 14 during charging in a low-temperature environment.

[0057] It should be noted that alternatively, the passenger compartment and the battery pack may be heated simultaneously by using the heat of the heating element 14. In this case, the flow paths of the refrigerant and the water are the same as those of the refrigerant and the water when the thermal management system 100 operates in the eighth heating mode. The indoor condenser 2 operates, specifically, performs heat exchange to increase the temperature in the passenger compartment. In addition, heat exchange is performed with the battery pack through the battery direct cooling plate 21 to increase the temperature of the battery pack.

[0058] According to some other embodiments of the present disclosure, as shown in FIG. 19, the engine water passage 70 further includes an exhaust gas and residual heat recovery device 28. The exhaust gas and residual heat recovery device 28 is disposed between the warm air core 26 and the pump 13. The exhaust gas and residual heat recovery device 28 can recover the heat in the exhaust gas of the vehicle 200. In this case, the exhaust gas and residual heat recovery device 28 can function as a heating element 14, and the heating function of the heating element 14 can be realized. Therefore, the heat management system 100 can use the heat in the exhaust gas as much as possible to realize the cooling or heating function, thereby reducing the power consumption of the entire vehicle.

[0059] According to some embodiments of the present disclosure, referring to FIGS. 21 to 23, the engine water passage 70 further includes a shut-off valve 27 and an engine radiator 20 connected in parallel. The shut-off valve 27 and the engine radiator 20 are disposed between the control valve 12 and the engine 11. When the heat management system 100 uses the heat of the engine 11, the shut-off valve 27 is opened, so that the water on the engine water passage 70 can flow through the engine 11 and the water heat exchanger 17, and the heat of the engine 11 can be transmitted to the water heat exchanger 17. When the heat management system 100 does not use the heat of the engine 11, the shut-off valve 27 is closed, and the engine 11 can transmit the generated heat to the water on the engine water passage 70. The water with an increased temperature may flow to the engine radiator 20 through the second valve port B and the first valve port A of the control valve 12. The engine radiator 20 exchanges heat with the outside air and reduces the temperature of the water flowing through the engine radiator 20. The water with a decreased temperature flows back to the engine 11. By repeating this process, heat can be dissipated from the engine 11.

[0060] According to some embodiments of the present disclosure, referring to FIGS. 21 and 22, the heat dissipation flow path 40 includes a first heat dissipation flow path 42. The first heat dissipation flow path 42 includes an indoor condenser 2, and the indoor condenser 2 is connected between the compressor 1 and the battery throttling device 23. Referring to FIG. 8, the heat management system 100 operates in a fourth heating mode. That is, the battery direct cooling plate 21 functions as an evaporator and radiates heat from the battery pack when heating the passenger compartment. Specifically, the refrigerant in the compressor 1 flows to the indoor condenser 2. The indoor condenser 2 can liquefy the refrigerant and release a large amount of heat, thereby raising the temperature inside the passenger compartment. The liquefied refrigerant may flow to the battery direct cooling plate 21 via the second solenoid valve 4 and the battery throttling device 23. The refrigerant in the battery direct cooling plate 21 may exchange heat with the battery pack. When the temperature of the battery pack decreases, the refrigerant in the battery direct cooling plate 21 vaporizes, and the vaporized refrigerant refluxes to the compressor 1 via the fifth solenoid valve 18. By repeating this process, when the temperature of the battery pack decreases, the passenger compartment can also be heated.

[0061] According to some embodiments of the present disclosure, referring to FIGS. 21 and 22, the heat dissipation flow path 40 includes a second heat dissipation flow path 43. The second heat dissipation flow path 43 includes an outdoor heat exchanger 5. The outdoor heat exchanger 5 is connected between the compressor 1 and the battery throttling device 23. Referring to FIG. 3, the heat management system 100 operates in a second cooling mode. That is, the heat management system 100 radiates heat only from the battery pack. Specifically, the refrigerant in the compressor 1 may flow to the outdoor heat exchanger 5 via the indoor condenser 2 and the eighth solenoid valve 25. In this case, the indoor condenser 2 does not operate, specifically, the indoor condenser 2 does not perform heat exchange. The refrigerant liquefies in the outdoor heat exchanger 5 to become a liquid refrigerant, and the liquid refrigerant flows to the battery direct cooling plate 21 via the one-way valve 6 and the battery throttling device 23. The liquid refrigerant exchanges heat with the battery pack through the battery direct cooling plate 21, thereby lowering the temperature of the battery pack. The refrigerant after heat exchange refluxes to the compressor 1 via the fifth solenoid valve 18. By repeating this process, heat can be dissipated from the battery pack.

[0062] According to some embodiments of the present disclosure, the second heat dissipation flow path 43 communicates with the first heat absorption flow path 53. Referring to FIG. 2, the thermal management system 100 operates in the first cooling mode. That is, the thermal management system 100 absorbs the heat in the vehicle compartment through the in-vehicle vaporizer 10 and reduces the temperature of the vehicle compartment. Specifically, the refrigerant in the compressor 1 flows to the outdoor heat exchanger 5 through the in-vehicle condenser 2 and the eighth solenoid valve 25. In this case, the in-vehicle condenser 2 does not operate, specifically, the in-vehicle condenser 2 does not perform heat exchange. The outdoor heat exchanger 5 may liquefy the refrigerant and dissipate heat. The liquefied refrigerant can flow to the in-vehicle vaporizer 10 through the one-way valve 6, the third solenoid valve 8, and the first throttling device 9. The liquid refrigerant is vaporized in the in-vehicle vaporizer 10 to absorb the heat in the vehicle compartment, thereby reducing the temperature of the vehicle compartment. The vaporized refrigerant refluxes to the compressor 1. By repeating this process, the vehicle compartment can be cooled.

[0063] Referring to FIG. 4, the thermal management system 100 can cool the vehicle compartment and the battery pack simultaneously. In this case, the thermal management system 100 operates in the third cooling mode. The refrigerant in the compressor 1 may flow to the outdoor heat exchanger 5 through the in-vehicle condenser 2 and the eighth solenoid valve 25. The in-vehicle condenser 2 does not operate, and the outdoor heat exchanger 5 may liquefy the refrigerant. The liquefied refrigerant can flow out through the one-way valve 6. The outflowing refrigerant can be divided into two parts. One part of the refrigerant flows to the in-vehicle vaporizer 10 through the third solenoid valve 8 and the first throttling device 9. In this case, the refrigerant is vaporized in the in-vehicle vaporizer 10 to absorb the heat in the vehicle compartment and cool the vehicle compartment. The vaporized refrigerant refluxes to the compressor 1. The other part of the refrigerant may flow to the battery direct cooling plate 21 through the fourth throttling device 232. The refrigerant exchanges heat with the battery pack through the battery direct cooling plate 21 to reduce the temperature of the battery pack and can ensure the normal operation of the battery pack. The refrigerant after heat exchange refluxes to the compressor 1 through the fifth solenoid valve 18. By repeating this process, the battery pack and the vehicle compartment can be cooled simultaneously, and the requirements of the user can be better met.

[0064] According to some embodiments of the present disclosure, the first heat dissipation channel 42 communicates with the second heat absorption channel 54. Referring to FIG. 5, the thermal management system 100 operates in the first heating mode. That is, the thermal management system 100 absorbs the heat of the outside air through the outdoor heat exchanger 5 and heats the passenger compartment. Specifically, the refrigerant in the compressor 1 may flow to the indoor condenser 2. The refrigerant liquefies in the indoor condenser 2 and dissipates heat in the passenger compartment, raising the temperature in the passenger compartment. The refrigerant after heat exchange flows to the outdoor heat exchanger 5 through the second solenoid valve 4 and the second throttling device 19. The outdoor heat exchanger 5 can vaporize the refrigerant and absorb the heat of the outside air, and the vaporized refrigerant flows to the compressor 1. By repeating this process, the passenger compartment can be heated, ensuring the comfort of the user during driving.

[0065] According to some embodiments of the present disclosure, the first heat dissipation channel 42 communicates with the third heat absorption channel 55. Referring to FIG. 6, the fourth solenoid valve 15 is connected in series between the third throttling device 16 and the compressor 1. The thermal management system 100 operates in the second heating mode. Specifically, the water heat exchanger 17 uses the heat of the engine 11 to heat the passenger compartment. Specifically, the refrigerant in the compressor 1 flows to the indoor condenser 2. The indoor condenser 2 liquefies the refrigerant and releases a large amount of heat, raising the temperature in the passenger compartment. The refrigerant after heat exchange may flow to the water heat exchanger 17 through the second solenoid valve 4, the fourth solenoid valve 15, and the third throttling device 16. In addition, the water in the engine 11 flows to the water heat exchanger 17 through the second valve port B, the fourth valve port D, the pump 13, and the warm air core 26 after exchanging heat with the engine 11. In this case, the warm air core 26 does not operate, and the refrigerant in the water heat exchanger 17 exchanges heat with the water. The refrigerant with increased temperature refluxes to the compressor 1, and the water with decreased temperature refluxes to the engine 11 through the third valve port C, the first valve port A, and the water inlet 111. By repeating this process, the heat of the engine 11 can be effectively used to heat the passenger compartment, thereby reducing the power consumption of the vehicle 200.

[0066] According to some embodiments of the present disclosure, referring to FIGS. 21 and 22, the battery thermal management flow path 60, the first heat dissipation flow path 42, and the second heat dissipation flow path 43 share a first common segment 605. The indoor condenser 2 is connected to the first common segment 605, and the 17th inlet 6051 of the first common segment 605 is connected to the first outlet 12 of the compressor 1. The battery thermal management flow path 60 and the first heat dissipation flow path 42 share a first branch segment 606. The second solenoid valve 4 is connected to the first branch segment 606. The second heat dissipation flow path 43 has a second branch segment 431, and the outdoor heat exchanger 5 and the eighth solenoid valve 25 are connected to the second branch segment 431. Both the 18th inlet 6061 of the first branch segment 606 and the 19th inlet 4311 of the second branch segment 431 are connected to the 17th outlet 6052 of the first common segment 605.

[0067] The battery thermal management flow path 60, the first heat dissipation flow path 42, and the second heat dissipation flow path 43 share a second common segment 607. The liquid storage tank 7 is arranged in the second common segment 607. Both the 18th outlet 6062 of the first branch segment 606 and the 19th outlet 4312 of the second branch segment 431 are connected to the 20th inlet 6071 of the second common segment 607. The 17th outlet 6052 of the first common segment 605 and the 20th inlet 6071 of the second common segment 607 communicate selectively through the first branch segment 606 or the second branch segment 431. In this way, it is ensured that the arrangement of the flow paths in the thermal management system 100 becomes more compact.

[0068] Note that the liquid storage tank 7 in the thermal management system 100 mainly has three functions. First, the liquid storage tank 7 stores a coolant such as a refrigerant. During the operation of the thermal management system 100, the liquid storage tank 7 can move the coolant in a timely manner to perform an auxiliary operation. Second, the liquid storage tank 7 filters impurities. The liquid storage tank 7 can filter the impurities generated in the thermal management system 100, so that the impurities do not affect the normal operation of the thermal management system 100 due to blockage. Third, the liquid storage tank 7 has a drying function. The liquid storage tank 7 absorbs the moisture in the thermal management system 100, thereby ensuring that the thermal management system 100 is in a dry environment and avoiding problems of water blockage or ice blockage caused in the thermal management system 100.

[0069] Furthermore, referring to FIGS. 21 and 22, the second endothermic flow path 54 and the second branch segment 431 share a third common segment 608. The outdoor heat exchanger 5 is connected to the third common segment 608. The second endothermic flow path 54 further includes a front segment 541 of the second endothermic flow path and a rear segment 542 of the second endothermic flow path. The second throttle device 19 is connected to the front segment 541 of the second endothermic flow path, and the first electromagnetic valve 3 is connected to the rear segment 542 of the second endothermic flow path. The 21st inlet 5411 of the front segment 541 of the second endothermic flow path is connected to the 20th outlet 6072 of the second common segment 607. The 22nd outlet 5422 of the rear segment of the second endothermic flow path is connected to the first inlet 11 of the compressor 1. The second branch segment 431 further includes a front segment 4313 of the second branch segment and a rear segment 4314 of the second branch segment. The eighth electromagnetic valve 25 is connected to the front segment of the second branch segment 431. The one-way valve 6 is connected to the rear segment 4314 of the second branch segment. The 23rd inlet 4315 of the front segment 4313 of the second branch segment is connected to the 17th outlet 6052 of the first common segment 605, and the 24th outlet 4318 of the rear segment 4314 of the second branch segment is connected to the 20th inlet 6071 of the second common segment 607. The 21st outlet 5412 of the front segment 541 of the second endothermic flow path is separately connected to the 24th inlet 4317 of the rear segment 4314 of the second branch segment and one end of the third common segment 608. The 22nd inlet 5421 of the rear segment of the second endothermic flow path is separately connected to the 23rd outlet 4316 of the front segment 4313 of the second branch segment and the other end of the third common segment 608. In this way, it is further ensured that the arrangement of the flow paths in the heat management system 100 becomes more compact.

[0070] In some other alternative embodiments, referring to FIGS. 21 and 22, the 21st outlet 5412 of the front segment 541 of the second endothermic flow path is separately connected to the 23rd outlet 4316 of the front segment 4313 of the second branch segment and the end of the third common segment 608, and the 22nd inlet 5421 of the rear segment of the second endothermic flow path is separately connected to the 24th inlet 4317 of the rear segment 4314 of the second branch segment and the other end of the third common segment 608.

[0071] According to some other embodiments of the present disclosure, as shown in FIGS. 15 to 18, the thermal management system further includes a coaxial tube heat exchanger 29. The coaxial tube heat exchanger 29 includes a first port I, a second port J, a third port K, and a fourth port L. The coaxial tube heat exchanger 29 is connected in series on the system thermal management flow path through the first port I and the fourth port L. The coaxial tube heat exchanger 29 is selectively connected in series to the air-conditioning thermal management flow path and the battery thermal management flow path 60 through the second port J and the fourth port L.

[0072] Referring to FIG. 14, when the ambient temperature is 15°C to 20°C, the thermal management system 100 may operate in the first dehumidification mode. In this case, the coaxial tube heat exchanger 29 is connected in series to the air-conditioning thermal management flow path. The refrigerant in the compressor 1 flows to the indoor condenser 2. The indoor condenser 2 liquefies the refrigerant and releases a large amount of heat to raise the temperature inside the vehicle compartment, thereby dehumidifying the vehicle compartment. The liquefied refrigerant flows to the coaxial tube heat exchanger 29 through the second solenoid valve 4, the liquid storage tank 7, and the first port I. The coaxial tube heat exchanger 29 can vaporize the refrigerant, and the vaporized refrigerant flows out through the second port J and flows to the indoor vaporizer 10 through the third solenoid valve 8 and the first throttling device 9. The refrigerant continues to vaporize in the indoor vaporizer 10, and the vaporized refrigerant can reflux to the compressor 1 through the third port K and the fourth port L of the coaxial tube heat exchanger 29. By repeating this process, the vehicle compartment is dehumidified.

[0073] Referring to FIG. 15, when the ambient temperature is between 5°C and 15°C, the thermal management system 100 may operate in the second dehumidification mode. In this case, the coaxial tube heat exchanger 29 may be simultaneously connected in series with the air-conditioning thermal management flow path and the battery thermal management flow path 60. The refrigerant in the compressor 1 flows into the indoor condenser 2. The indoor condenser 2 liquefies the refrigerant and releases a large amount of heat to raise the temperature inside the vehicle compartment, thereby dehumidifying the vehicle compartment. The liquefied refrigerant flows into the coaxial tube heat exchanger 29 through the second solenoid valve 4, the liquid storage tank 7, and the first port I. The coaxial tube heat exchanger 29 can vaporize the refrigerant, and the vaporized refrigerant flows out through the second port J and then is divided into two parts. One part of the refrigerant flows into the water heat exchanger 17 through the fourth solenoid valve 15 and the third throttling device 16. The water heat exchanger 17 continues to vaporize the refrigerant, and the vaporized refrigerant refluxes to the compressor 1 through the third port K and the fourth port L of the coaxial tube heat exchanger 29. The other part of the refrigerant may flow into the outdoor heat exchanger 5 through the second throttling device 19. The outdoor heat exchanger 5 continues to vaporize the refrigerant, and the refrigerant in the outdoor heat exchanger 5 refluxes to the compressor 1 through the first solenoid valve 3 and the third port K and the fourth port L of the coaxial tube heat exchanger 29. By repeating this process, the vehicle compartment is dehumidified.

[0074] Referring to FIG. 16, when frosting occurs on the outdoor heat exchanger 5, the heat management system 100 operates in the defrost mode. The refrigerant in the compressor 1 flows to the indoor condenser 2. The indoor condenser 2 liquefies the refrigerant and dissipates heat, raising the temperature inside the vehicle compartment. The liquefied refrigerant flows to the outdoor heat exchanger 5 via the eighth solenoid valve 25. The outdoor heat exchanger 5 vaporizes the refrigerant. Since the temperature of the vaporized refrigerant is high, it can melt the frost on the surface of the outdoor heat exchanger 5. The vaporized refrigerant may flow to the coaxial tube heat exchanger 29 via the one-way valve 6, the liquid storage tank 7, and the first port I of the coaxial tube heat exchanger 29. The refrigerant in the coaxial tube heat exchanger 29 may flow to the waterway heat exchanger 17 via the second port J, the fourth solenoid valve 15, and the third throttling device 16. In addition, the heating element 14 can heat the water in the heating element 14, and the heated water can flow to the waterway heat exchanger 17 via the warm air core 26. The refrigerant in the waterway heat exchanger 17 exchanges heat with the water in the waterway heat exchanger 17. The refrigerant with an increased temperature refluxes to the compressor 1 via the third port K and the fourth port L of the coaxial tube heat exchanger 29. The water with a decreased temperature may reflux to the heating element 14 via the third valve port C and the fourth valve port D of the control valve 12 and the pump 13. By repeating this process, the outdoor heat exchanger 5 can be defrosted by effectively using the heat of the heating element 14.

[0075] By arranging the coaxial tube heat exchanger 29, the compressor 1 can use low-temperature refrigerant when returning air. Specifically, when the compressor 1 returns air, the low-temperature refrigerant exchanges heat with the high-temperature refrigerant at the outlet of the liquid storage tank 7, thereby improving the degree of subcooling of the high-temperature refrigerant, and thereby improving the coefficient of performance of the heat management system 100. Also, when the compressor 1 returns air, the degree of superheat of the low-temperature refrigerant is improved, thereby avoiding liquid hammer on the compressor 1 and improving the reliability of the compressor 1.

[0076] According to the heat management system 100 in the embodiments of the present disclosure, all heat exchangers (specifically, the indoor condenser 2, the outdoor heat exchanger 5, the indoor vaporizer 10, the waterway heat exchanger 17, or the coaxial tube heat exchanger 29) and all heat sources (specifically, the heat source of the engine 11, the heat source of the heating element 14, or the heat source of the exhaust gas of the vehicle 200) are appropriately used. As a result, the heat management system 100 has a plurality of operating modes, and the heating and cooling requirements for the heat management system 100 under different operating conditions are satisfied in the most economical and energy-efficient manner.

[0077] The details of the operating modes of the heat management system 100 in the embodiments of the present disclosure are as follows.

[0078] (1) Cooling cycle As shown in FIG. 2, the heat management system 100 operates in the first cooling mode. Specifically, the heat management system 100 cools only the passenger compartment. In this case, the second solenoid valve 4, the fourth solenoid valve 15, and the seventh solenoid valve 231 are closed, and the second throttle device 19 and the fourth throttle device 232 are turned off. The third solenoid valve 8 and the eighth solenoid valve 25 are opened, and the first throttle device 9 is turned on. The refrigerant in the compressor 1 flows to the outdoor heat exchanger 5 through the indoor condenser 2 and the eighth solenoid valve 25. The indoor condenser 2 does not operate, and the outdoor heat exchanger 5 releases the heat of the refrigerant to lower the temperature of the refrigerant. The liquefied refrigerant flows to the indoor vaporizer 10 through the one-way valve 6, the liquid storage tank 7, the third solenoid valve 8, and the first throttle device 9. The indoor vaporizer 10 can absorb heat from the refrigerant to vaporize the refrigerant, and the vaporized refrigerant refluxes to the compressor 1.

[0079] As shown in FIG. 3, the thermal management system 100 operates in the second cooling mode. Specifically, the thermal management system 100 cools only the battery pack. In this case, the second solenoid valve 4, the third solenoid valve 8, the fourth solenoid valve 15, the sixth solenoid valve 22, and the seventh solenoid valve 231 are closed, and the second throttle device 19 is turned off. The fifth solenoid valve 18 and the eighth solenoid valve 25 are opened, and the fourth throttle device 232 is turned on. The refrigerant in the compressor 1 flows to the outdoor heat exchanger 5 through the indoor condenser 2 and the eighth solenoid valve 25. The indoor condenser 2 does not operate, and the outdoor heat exchanger 5 releases the heat of the refrigerant to lower the temperature of the refrigerant. The liquefied refrigerant flows to the battery direct cooling plate 21 through the one-way valve 6, the liquid storage tank 7, and the fourth throttle device 232. The liquid refrigerant exchanges heat with the battery pack through the battery direct cooling plate 21, and the refrigerant after heat exchange flows back to the compressor 1 through the fifth solenoid valve 18.

[0080] As shown in FIG. 4, the thermal management system 100 operates in the third cooling mode. Specifically, the thermal management system 100 cools the battery pack and the passenger compartment simultaneously. In this case, the second solenoid valve 4, the fourth solenoid valve 15, the sixth solenoid valve 22, and the seventh solenoid valve 231 are closed, and the second throttle device 19 is turned off. The third solenoid valve 8, the fifth solenoid valve 18, and the eighth solenoid valve 25 are opened, and the first throttle device 9 and the fourth throttle device 232 are turned on. In this case, the refrigerant in the compressor 1 flows to the outdoor heat exchanger 5 through the indoor condenser 2 and the eighth solenoid valve 25. The indoor condenser 2 does not operate, and the outdoor heat exchanger 5 releases the heat of the refrigerant to lower the temperature of the refrigerant. The liquefied refrigerant flows to the liquid storage tank 7 through the one-way valve 6. The refrigerant flowing out of the liquid storage tank 7 is divided into two parts. One part of the refrigerant flows to the indoor vaporizer 10 through the third solenoid valve 8 and the first throttle device 9. The indoor vaporizer 10 can absorb heat from the refrigerant to vaporize the refrigerant, and the vaporized refrigerant flows back to the compressor 1. The other part of the refrigerant flows to the battery direct cooling plate 21 through the fourth throttle device 232. The liquid refrigerant exchanges heat with the battery pack through the battery direct cooling plate 21, and the refrigerant after heat exchange flows back to the compressor 1 through the fifth solenoid valve 18.

[0081] When the thermal management system 100 operates for cooling, the engine 11 can radiate heat through the engine radiator 20 to ensure the normal operation of the engine 11.

[0082] (2) Heating cycle As shown in FIG. 5, the thermal management system 100 operates in the first heating mode. Specifically, the thermal management system 100 heats only the passenger compartment. In this case, the third solenoid valve 8, the fourth solenoid valve 15, the seventh solenoid valve 231, and the eighth solenoid valve 25 are closed, and the fourth throttle device 232 is turned off. The first solenoid valve 3 and the second solenoid valve 4 are opened, and the second throttle device 19 is turned on. The refrigerant in the compressor 1 flows to the indoor condenser 2, and the indoor condenser 2 liquefies the refrigerant. The liquefied refrigerant flows to the outdoor heat exchanger 5 through the second solenoid valve 4, the liquid storage tank 7, and the second throttle device 19. The outdoor heat exchanger 5 vaporizes the refrigerant, and the vaporized refrigerant refluxes to the compressor 1 through the first solenoid valve 3.

[0083] As shown in FIG. 6, the thermal management system 100 operates in the second heating mode. Specifically, the thermal management system 100 uses the heat of the engine 11 to heat the passenger compartment. In this case, the third solenoid valve 8, the seventh solenoid valve 231, and the eighth solenoid valve 25 are closed, and the second throttle device 19 and the fourth throttle device 232 are turned off. The second solenoid valve 4 and the fourth solenoid valve 15 are opened, and the third throttle device 16 is turned on. The refrigerant in the compressor 1 flows to the indoor condenser 2, and the indoor condenser 2 liquefies the refrigerant. The liquefied refrigerant flows to the water heat exchanger 17 through the second solenoid valve 4, the liquid storage tank 7, the fourth solenoid valve 15, and the third throttle device 16. The refrigerant in the water heat exchanger 17 exchanges heat with water, and the refrigerant after heat exchange refluxes to the compressor 1. In addition, the water in the engine 11 flows to the water heat exchanger 17 through the water outlet 112, the second valve port B, the fourth valve port D, the pump 13, and the warm air core 26. The water after heat exchange refluxes to the engine 11 through the third valve port C, the first valve port A, and the water inlet 111.

[0084] As shown in FIG. 7, the thermal management system 100 operates in the third heating mode. Specifically, the thermal management system 100 heats the passenger compartment using the heat of the outside air and the heat of the engine 11. In this case, the third solenoid valve 8, the seventh solenoid valve 231, and the eighth solenoid valve 25 are closed, and the fourth throttle device 232 is turned off. The first solenoid valve 3, the second solenoid valve 4, and the fourth solenoid valve 15 are opened, and the second throttle device 19 and the third throttle device 16 are turned on. The refrigerant in the compressor 1 flows into the indoor condenser 2, and the indoor condenser 2 liquefies the refrigerant. The liquefied refrigerant flows into the liquid storage tank 7 through the second solenoid valve 4. The refrigerant flowing out of the dryer is divided into two parts. One part of the refrigerant flows into the outdoor heat exchanger 5 through the second throttle device 19. The outdoor heat exchanger 5 vaporizes the refrigerant, and the vaporized refrigerant refluxes to the compressor 1 through the first battery valve. The other part of the refrigerant flows into the water heat exchanger 17 through the fourth solenoid valve 15 and the third throttle device 16. The refrigerant in the water heat exchanger 17 exchanges heat with water, and the refrigerant after heat exchange refluxes to the compressor 1. In addition, the water in the engine 11 flows into the water heat exchanger 17 through the water outlet 112, the second valve port B, the fourth valve port D, the pump 13, and the warm air core 26. The water after heat exchange refluxes to the engine 11 through the third valve port C, the first valve port A, and the water inlet 111.

[0085] As shown in FIG. 8, the thermal management system 100 operates in the fourth heating mode. Specifically, the thermal management system 100 cools the battery pack to heat the passenger compartment. In this case, the third solenoid valve 8, the fourth solenoid valve 15, the sixth solenoid valve 22, the seventh solenoid valve 231, and the eighth solenoid valve 25 are closed, and the second throttle device 19 is turned off. The second solenoid valve 4 and the fifth solenoid valve 18 are opened, and the fourth throttle device 232 is turned on. The refrigerant in the compressor 1 flows into the indoor condenser 2, and the indoor condenser 2 liquefies the refrigerant. The liquefied refrigerant flows into the battery direct cooling plate 21 through the liquid storage tank 7 and the fourth throttle device 232. The liquid refrigerant radiates heat from the battery pack through the battery direct cooling plate 21. Then, the refrigerant flows into the compressor 1 through the fifth solenoid valve 18.

[0086] As shown in FIG. 9, the thermal management system 100 operates in a fifth heating mode. Specifically, the thermal management system 100 heats the passenger compartment using only the heat of the engine 11. In this case, after the water in the engine 11 is heated, the water flows through the second valve port B and the fourth valve port D of the control valve 12, the pump 13, the heating element 14, and the warm air core 26 to the waterway heat exchanger 17, and heat exchange occurs when flowing through the waterway heat exchanger 17. The heating element 14 does not operate, and the water after heat exchange flows back to the engine 11 through the third valve port C and the first valve port A of the control valve 12 and the shut-off valve 27.

[0087] As shown in FIG. 10, the thermal management system 100 operates in a sixth heating mode. Specifically, the thermal management system 100 heats the passenger compartment by using only the heat of the heating element 14. In this case, only a part of the engine waterway 70 operates. The heating element 14 can heat the water in the heating element 14, and the heated water can flow to the waterway heat exchanger 17 through the warm air core 26. At least one of the warm air core 26 and the waterway heat exchanger 17 performs heat exchange with the heated water. The water after heat exchange can flow back to the heating element 14 through the third valve port C and the fourth valve port D of the control valve 12 and the pump 13.

[0088] As shown in FIG. 11, the thermal management system 100 operates in the seventh heating mode. In this case, the third solenoid valve 8, the fourth solenoid valve 15, the fifth solenoid valve 18, and the eighth solenoid valve 25 are closed, and the second throttle device 19 and the fourth throttle device 232 are turned off. The second solenoid valve 4, the sixth solenoid valve 22, and the seventh solenoid valve 231 are opened, and the third throttle device 16 is turned on. The refrigerant in the compressor 1 flows to the battery direct cooling plate 21 through the indoor condenser 2, the second solenoid valve 4, the liquid storage tank 7, and the seventh solenoid valve 231. When the indoor condenser 2 does not operate, the thermal management system 100 uses the heat of the engine 11 to heat the battery pack. When the indoor condenser 2 operates, the thermal management system 100 uses the heat of the engine 11 to heat the passenger compartment and the battery pack simultaneously. Then, the refrigerant flows to the water heat exchanger 17 through the sixth solenoid valve 22 and the third throttle device 16. The refrigerant in the water heat exchanger 17 exchanges heat with water, and the refrigerant after heat exchange refluxes to the compressor 1. In addition, the water in the engine 11 flows to the water heat exchanger 17 through the water outlet 112, the second valve port B, the fourth valve port D, the pump 13, and the warm air core 26. The water after heat exchange refluxes to the engine 11 through the third valve port C, the first valve port A, and the water inlet 111.

[0089] As shown in FIG. 12, the thermal management system 100 operates in the eighth heating mode. In this case, the third solenoid valve 8, the fourth solenoid valve 15, the fifth solenoid valve 18, and the eighth solenoid valve 25 are closed, and the second throttle device 19 and the fourth throttle device 232 are turned off. The second solenoid valve 4, the sixth solenoid valve 22, and the seventh solenoid valve 231 are opened, and the third throttle device 16 is turned on. The refrigerant in the compressor 1 flows to the battery direct cooling plate 21 through the indoor condenser 2, the second solenoid valve 4, the liquid storage tank 7, and the seventh solenoid valve 231. When the indoor condenser 2 does not operate, the thermal management system 100 uses the heat of the heating element 14 to heat the battery pack. When the indoor condenser 2 operates, the thermal management system 100 uses the heat of the heating element 14 to heat the passenger compartment and the battery pack simultaneously. Then, the refrigerant flows to the water path heat exchanger 17 through the sixth solenoid valve 22 and the third throttle device 16. The heating element 14 can heat the water in the heating element 14, and the heated water can flow to the water path heat exchanger 17 through the warm air core 26. At least one of the warm air core 26 and the water path heat exchanger 17 exchanges heat with the heated water. The water after heat exchange can flow back to the heating element 14 through the third valve port C and the fourth valve port D of the control valve 12 and the pump 13.

[0090] As shown in FIGS. 13 and 21, the thermal management system 100 operates in the ninth heating mode. In this case, the second solenoid valve 4, the fifth solenoid valve 18, the seventh solenoid valve 231, and the ninth solenoid valve 30 are opened, and the first throttle device 9 is turned on. The first solenoid valve 3, the third solenoid valve 8, the fourth solenoid valve 15, the sixth solenoid valve 22, and the eighth solenoid valve 25 are closed, and the second throttle device 19, the third throttle device 16, and the fourth throttle device 232 are turned off. The refrigerant in the compressor 1 flows through the indoor condenser 2, the second solenoid valve 4, the liquid storage tank 7, and the seventh solenoid valve 231 to the battery direct cooling plate 21. In this case, the indoor condenser 2 does not operate. The high-temperature refrigerant in the battery direct cooling plate 21 exchanges heat with the low-temperature battery pack, and the temperature of the battery pack can be increased. After heat exchange, the refrigerant flows out of the battery direct cooling plate 21 and flows through the ninth solenoid valve 30 to the first throttle device 9. After the refrigerant is throttled by the first throttle device 9 and the temperature of the refrigerant decreases, the refrigerant flows into the indoor vaporizer 10 and is vaporized in the indoor vaporizer 10 to increase the temperature in the vehicle compartment. The vaporized refrigerant refluxes to the compressor 1.

[0091] As shown in FIGS. 14 and 22, the thermal management system 100 operates in the tenth heating mode. The first solenoid valve 3, the second solenoid valve 4, the seventh solenoid valve 231, and the tenth solenoid valve 31 are opened, and the second throttle device 19 is turned on. The third solenoid valve 8, the fourth solenoid valve 15, the fifth solenoid valve 18, the sixth solenoid valve 22, the eighth solenoid valve 25, and the eleventh solenoid valve 32 are closed, and the first throttle device 9, the third throttle device 16, and the fourth throttle device 232 are turned off. The refrigerant in the compressor 1 flows through the indoor condenser 2, the second solenoid valve 4, the liquid storage tank 7, and the seventh solenoid valve 231 to the battery direct cooling plate 21. The high-temperature refrigerant in the battery direct cooling plate 21 exchanges heat with the battery pack to increase the temperature of the battery pack. After heat exchange, the refrigerant flows through the tenth solenoid valve 31 and the second throttle device 19 to the outdoor heat exchanger 5. After the refrigerant is vaporized in the outdoor heat exchanger 5, the refrigerant refluxes to the compressor 1 through the first solenoid valve 3.

[0092] Referring to FIG. 21A, a vehicle 200 (not shown) according to an embodiment of the second aspect of the present disclosure includes the thermal management system 100 in the embodiment of the first aspect of the present disclosure.

[0093] According to the vehicle 200 in the embodiment of the present disclosure, the operating mode of the vehicle 200 is increased by using the thermal management system 100, whereby the vehicle 200 can meet heating and cooling requirements under different operating conditions and can reduce the overall power consumption of the vehicle.

[0094] Other configurations and operations of the vehicle 200 according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail herein.

[0095] In the description of the present disclosure, the directions or positional relationships indicated by terms such as "center", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "upper part", "bottom", "inside", and "outside" are the directions or positional relationships based on the illustration of the drawings, and are merely intended to facilitate or simplify the description of the present disclosure. It should be understood that it does not necessarily mean or imply that the indicated device or component is provided or constructed or operated in the specified direction. Therefore, such terms should not be understood as limitations to the present disclosure.

[0096] In the description of the present disclosure, unless specifically specified and defined otherwise, terms such as "attachment", "interconnection", and "connection" are to be understood in a broad sense. For example, it may be a fixed connection, a removable connection, an integral connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection by using an intermediate medium, and a communication between the interiors of two components. It should be noted that those skilled in the art can understand the specific meaning of the terms in the present disclosure according to specific situations.

[0097] In the description of this specification, references such as "one embodiment", "some embodiments", "exemplary embodiments", "examples", "specific examples", or "some examples" mean that the specific 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 this specification, the general description of the foregoing terms does not necessarily refer to the same embodiment or example.

[0098] Although the embodiments of the present disclosure have been shown and described, those skilled in the art may make various changes, modifications, substitutions, and variations to the embodiments without departing from the principles and spirit of the present disclosure, and it should be understood that the scope of the present disclosure is defined by the appended claims and their equivalents.

Claims

1. A thermal management system (100), comprising a compressor (1), at least one heat dissipation flow path (40), each of the heat dissipation flow paths (40) comprising a heat dissipation member (41), a second inlet (411) of the heat dissipation member (41) being connected to a first outlet (12) of the compressor (1); at least one heat absorption flow path (50), each of the heat absorption flow paths (50) comprising a throttle device (51) and a heat absorption member (52), a third inlet (511) of the throttle device (51) being selectively in communication with or blocked from a second outlet (412) of the heat dissipation member (41), a third outlet (512) of the throttle device (51) being connected to a fourth inlet (521) of the heat absorption member (52), and a fourth outlet (522) of the heat absorption member (52) being connected to a first inlet (11) of the compressor (1), a battery thermal management flow path (60), the battery thermal management flow path (60) comprising a battery throttle device (23) and a battery direct cooling plate (21), a fifth inlet (233) of the battery throttle device (23) being selectively in communication with the first outlet (12) of the compressor (1) or the second outlet (412) of the heat dissipation member (41), a fifth outlet (234) of the battery throttle device (23) being connected to a sixth inlet (211) of the battery direct cooling plate (21), a sixth outlet (212) of the battery direct cooling plate (21) being selectively in communication with the third inlet (511) of the throttle device (51) or the first inlet (11) of the compressor (1), the battery throttle device (23) being switchable between a fully open state and a throttled state, the thermal management system (100).

2. The heat absorption flow path (50) comprises a first heat absorption flow path (53), a first throttle device (9) and an indoor vaporizer (10) being sequentially connected in series on the first heat absorption flow path (53), a seventh inlet (91) of the first throttle device (9) being connected to the second outlet (412) of the heat dissipation member (41), and an eighth outlet (102) of the indoor vaporizer (10) being connected to the first inlet (11) of the compressor (1). The thermal management system (100) according to claim 1, comprising the first heat absorption flow path (53).

3. The battery thermal management flow path (60) includes a battery direct cooling branch portion (601) and a first battery heat absorption branch portion (602). Both the ninth inlet (6011) of the battery direct cooling branch portion (601) and the tenth inlet (6021) of the first battery heat absorption branch portion (602) are connected to the sixth outlet (212) of the battery direct cooling plate (21). The ninth outlet (6012) of the battery direct cooling branch portion (601) is connected to the first inlet (11) of the compressor (1). The tenth outlet (6022) of the first battery heat absorption branch portion (602) is connected to the seventh inlet (91) of the first throttling device (9). The sixth outlet (212) of the battery direct cooling plate (21) selectively communicates with or is blocked from the first inlet (11) of the compressor (1) through the battery direct cooling branch portion (601). The sixth outlet (212) of the battery direct cooling plate (21) selectively communicates with or is blocked from the seventh inlet (91) of the first throttling device (9) through the first battery heat absorption branch portion (602). The thermal management system (100) according to claim 2.

4. The heat absorption flow path (50) is a second heat absorption flow path (54), in which a second throttling device (19) and an outdoor heat exchanger (5) are sequentially connected in series on the second heat absorption flow path (54). The eleventh inlet (191) of the second throttling device (19) is connected to the sixth outlet (212) of the battery direct cooling plate (21). The twelfth outlet (52) of the outdoor heat exchanger (5) is connected to the first inlet (11) of the compressor (1). The thermal management system (100) according to any one of claims 1 to 3, comprising

5. The battery thermal management flow path (60) includes a battery direct cooling branch portion (601) and a second battery heat absorption branch portion (603). Both the ninth inlet (6011) of the battery direct cooling branch portion (601) and the thirteenth inlet (6031) of the second battery heat absorption branch portion (603) are connected to the sixth outlet (212) of the battery direct cooling plate (21). The ninth outlet (6012) of the battery direct cooling branch portion (601) is connected to the first inlet (11) of the compressor (1). The thirteenth outlet (6032) of the second battery heat absorption branch portion (603) is connected to the eleventh inlet (191) of the second throttling device (19). The sixth outlet (212) of the battery direct cooling plate (21) selectively communicates with or is blocked from the first inlet (11) of the compressor (1) through the battery direct cooling branch portion (601). The sixth outlet (212) of the battery direct cooling plate (21) selectively communicates with or is blocked from the eleventh inlet (191) of the second throttling device (19) through the second battery heat absorption branch portion (603). The thermal management system (100) according to claim 4.

6. The heat absorption flow path (50) is a third heat absorption flow path (55), in which a third throttling device (16) and a water path heat exchanger (17) are sequentially connected in series on the third heat absorption flow path (55). The fourteenth inlet (161) of the third throttling device (16) is connected to the sixth outlet (212) of the battery direct cooling plate (21). The fifteenth outlet (172) of the water path heat exchanger (17) is connected to the first inlet (11) of the compressor (1). The thermal management system (100) according to any one of claims 1 to 5, comprising the third heat absorption flow path (55).

7. The battery thermal management flow path (60) includes a battery direct cooling branch portion (601) and a third battery heat absorption branch portion (604). Both the ninth inlet (6011) of the battery direct cooling branch portion (601) and the sixteenth inlet (6041) of the third battery heat absorption branch portion (604) are connected to the sixth outlet (212) of the battery direct cooling plate (21). The ninth outlet (6012) of the battery direct cooling branch portion (601) is connected to the first inlet (11) of the compressor (1). The sixteenth outlet (6042) of the third battery heat absorption branch portion (604) is connected to the fourteenth inlet (161) of the third throttling device (16). The sixth outlet (212) of the battery direct cooling plate (21) selectively communicates with or is blocked from the first inlet (11) of the compressor (1) through the battery direct cooling branch portion (601). The sixth outlet (212) of the battery direct cooling plate (21) selectively communicates with or is blocked from the fourteenth inlet (161) of the third throttling device (16) through the third battery heat absorption branch portion (604). The thermal management system (100) according to claim 6.

8. The water path heat exchanger (17) includes a first interface (E), a second interface (F), a third interface (G), and a fourth interface (H). The first interface (E) is connected to the first inlet (11) of the compressor (1). The second interface (F) communicates with the fourteenth outlet (162) of the third throttling device (16). The thermal management system (100) is an engine water path (70). The engine water path (70) includes an engine (11). The water inlet (111) of the engine (11) communicates with the third interface (G). The water outlet (112) of the engine (11) communicates with the fourth interface (H). The thermal management system (100) according to claim 6 or 7, further comprising the above.

9. The engine water path (70) A control valve (12), wherein the control valve (12) includes a first valve port (A), a second valve port (B), a third valve port (C), and a fourth valve port (D); the first valve port (A) is connected to the water inlet (111); the second valve port (B) is connected to the water outlet (112); the third valve port (C) is connected to the third interface (G) of the water path heat exchanger (17); when one of the first valve port (A) and the third valve port (C) communicates with one of the second valve port (B) and the fourth valve port (D), the other of the first valve port (A) and the third valve port (C) communicates with the other of the second valve port (B) and the fourth valve port (D). The control valve (12) A pump (13), wherein the pump (13) is located between the water path heat exchanger (17) and the engine (11). A warm air core (26), wherein one end of the warm air core (26) is connected to the water outlet (112), and the other end of the warm air core (26) is connected to the fourth interface (H) of the water path heat exchanger (17). The heat management system (100) according to claim 8, further comprising

10. The engine water path (70) A heating element (14), wherein one end of the heating element (14) is connected to the fourth interface (H) of the water path heat exchanger (17), and the other end of the heating element (14) is connected to the pump (13). The heat management system (100) according to claim 8 or 9, further comprising

11. The engine water path An exhaust gas and residual heat recovery device (28), wherein the exhaust gas and residual heat recovery device (28) is disposed between the warm air core (26) and the engine (11). The heat management system (100) according to any one of claims 8 to 10, further comprising

12. The engine water path (70) A shut-off valve (27) and an engine radiator (20) are connected in parallel, and the shut-off valve (27) and the engine radiator (20) are disposed between the control valve (12) and the engine (11). The heat management system (100) according to any one of claims 8 to 11, further comprising

13. The heat dissipation flow path (40) The first heat dissipation flow path (42), wherein the first heat dissipation flow path (42) includes an indoor condenser (2), and the indoor condenser (2) is connected between the compressor (1) and the battery throttle device (23) by the first heat dissipation flow path (42). The heat management system (100) according to any one of claims 1 to 12, comprising the above.

14. The heat dissipation flow path (40) is The second heat dissipation flow path (43), wherein the second heat dissipation flow path (43) includes an outdoor heat exchanger (5), and the outdoor heat exchanger (5) is connected between the compressor (1) and the battery throttle device (23) by the second heat dissipation flow path (43). The heat management system (100) according to any one of claims 1 to 13, comprising the above.

15. The heat absorption flow path (50) is The first heat absorption flow path (53), wherein a first throttle device (9) and an indoor vaporizer (10) are sequentially connected in series on the first heat absorption flow path (53). The seventh inlet (91) of the first throttle device (9) is connected to the second outlet (412) of the heat dissipation member, and the eighth outlet (102) of the indoor vaporizer (10) is connected to the first inlet (11) of the compressor (1) by the first heat absorption flow path (53). Comprising The heat dissipation flow path (40) is The second heat dissipation flow path (43), wherein the second heat dissipation flow path (43) includes an outdoor heat exchanger (5), and the outdoor heat exchanger (5) is connected between the compressor (1) and the battery throttle device (23) by the second heat dissipation flow path (43). Comprising The second heat dissipation flow path (43) communicates with the first heat absorption flow path (53). The heat management system (100) according to any one of claims 1 to 14.

16. The heat absorption flow path (50) is The first heat absorption flow path (53), wherein a first throttle device (9) and an indoor vaporizer (10) are sequentially connected in series on the first heat absorption flow path (53). The seventh inlet (91) of the first throttle device (9) is connected to the second outlet (412) of the heat dissipation member (41), and the eighth outlet (102) of the indoor vaporizer (10) is connected to the first inlet (11) of the compressor (1) by the first heat absorption flow path (53). Comprising The heat dissipation flow path (40) is The first heat dissipation flow path (42), wherein the first heat dissipation flow path (42) includes an indoor condenser (2), and the indoor condenser (2) is connected between the compressor (1) and the battery throttle device (23) by the first heat dissipation flow path (42). Comprising The first heat dissipation flow path (42) communicates with the first heat absorption flow path (53). The heat management system (100) according to any one of claims 1 to 14.

17. The heat dissipation flow path (40) is a first heat dissipation flow path (42), and the first heat dissipation flow path (42) includes an indoor condenser (2), and the indoor condenser (2) is connected between the compressor (1) and the battery throttle device (23). The first heat dissipation flow path (42) comprises The heat absorption flow path (50) is a second heat absorption flow path (54), and a second throttle device (19) and an outdoor heat exchanger (5) are sequentially connected in series on the second heat absorption flow path (54). The eleventh inlet (191) of the second throttle device (19) is connected to the sixth outlet (212) of the battery direct cooling plate (21), and the twelfth outlet (52) of the outdoor heat exchanger (5) is connected to the first inlet (11) of the compressor (1). The second heat absorption flow path (54) comprises The first heat dissipation flow path (42) communicates with the second heat absorption flow path (54). The heat management system (100) according to any one of claims 1 to 14.

18. The heat dissipation flow path (40) is a first heat dissipation flow path (42), and the first heat dissipation flow path (42) includes an indoor condenser (2), and the indoor condenser (2) is connected between the compressor (1) and the battery throttle device (23). The first heat dissipation flow path (42) comprises The heat absorption flow path (50) is a third heat absorption flow path (55), and a third throttle device (16) and a water heat exchanger (17) are sequentially connected in series on the third heat absorption flow path (55). The fourteenth inlet (161) of the third throttle device (16) is connected to the sixth outlet (212) of the battery direct cooling plate (21), and the fifteenth outlet (172) of the water heat exchanger (17) is connected to the first inlet (11) of the compressor (1). The third heat absorption flow path (55) comprises The first heat dissipation flow path (42) communicates with the third heat absorption flow path (55). The heat management system (100) according to any one of claims 1 to 14.

19. The heat dissipation flow path (40) is a first heat dissipation flow path (42), and the first heat dissipation flow path (42) includes an indoor condenser (2), and the indoor condenser (2) is the first heat dissipation flow path (42) connected between the compressor (1) and the battery throttle device (23), and The second heat dissipation channel (43), wherein the second heat dissipation channel (43) includes an outdoor heat exchanger (5), and the outdoor heat exchanger (5) is connected between the compressor (1) and the battery throttling device (23) via the second heat dissipation channel (43) and comprises the battery thermal management channel (60), the first heat dissipation channel (42), and the second heat dissipation channel (43) share a first common segment (605), and a seventeenth inlet (6051) of the first common segment (605) is connected to the first outlet (12) of the compressor (1), the battery thermal management channel (60) and the first heat dissipation channel (42) share a first branch segment (606), the second heat dissipation channel (43) has a second branch segment (431), and both an eighteenth inlet (6061) of the first branch segment (606) and a nineteenth inlet (4311) of the second branch segment (431) are connected to a seventeenth outlet (6052) of the first common segment (605) the battery thermal management channel (60), the first heat dissipation channel (42), and the second heat dissipation channel (43) share a second common segment (607), and both an eighteenth outlet (6062) of the first branch segment (606) and a nineteenth outlet (4312) of the second branch segment (431) are connected to a twentieth inlet (6071) of the second common segment (607), the seventeenth outlet (6052) of the first common segment (605) selectively communicates with the twentieth inlet (6071) of the second common segment (607) through the first branch segment (606) or the second branch segment (431). The thermal management system (100) according to any one of claims 1 to 14.

20. The heat absorption channel (50) is a second heat absorption channel (54), wherein a second throttling device (19) and an outdoor heat exchanger (5) are sequentially connected in series on the second heat absorption channel (54), an eleventh inlet (191) of the second throttling device (19) is connected to a sixth outlet (212) of the battery direct cooling plate (21), and a twelfth outlet (52) of the outdoor heat exchanger (5) is connected to a first inlet (11) of the compressor (1) via the second heat absorption channel (54) comprises The second endothermic flow path (54) and the second branch segment (431) share a third common segment (608), The second endothermic flow path (54) further includes a front segment (541) of the second endothermic flow path and a rear segment (542) of the second endothermic flow path. A 21st inlet (5411) of the front segment (541) of the second endothermic flow path is connected to a 20th outlet (6072) of the second common segment (607). A 22nd outlet (5422) of the rear segment (542) of the second endothermic flow path is connected to the 1st inlet (11) of the compressor (1). The second branch segment (431) further includes a front segment (4313) of the second branch segment and a rear segment (4314) of the second branch segment. A 23rd inlet (4315) of the front segment of the second branch segment is connected to a 17th outlet (6052) of the first common segment (605). A 24th outlet (4318) of the rear segment (4314) of the second branch segment is connected to a 20th inlet (6071) of the second common segment (607). A 21st outlet (5412) of the front segment (541) of the second endothermic flow path is separately connected to a 24th inlet (4317) of the rear segment (4314) of the second branch segment and one end of the third common segment (608). A 22nd inlet (5421) of the rear segment (542) of the second endothermic flow path is separately connected to a 23rd outlet (4316) of the front segment (4313) of the second branch segment and the other end of the third common segment (608), or The 21st outlet (5412) of the front segment (541) of the second endothermic flow path is separately connected to the 23rd outlet (4316) of the front segment (4313) of the second branch segment and the one end of the third common segment (608). The 22nd inlet (5421) of the rear segment (542) of the second endothermic flow path is separately connected to the 24th inlet (4317) of the rear segment (4314) of the second branch segment and the other end of the third common segment (608). The thermal management system (100) according to claim 19.

21. The thermal management system (100) according to claim 19 or 20, wherein the liquid storage tank (7) is arranged in the second common segment (607).

22. A coaxial tube heat exchanger (29), the coaxial tube heat exchanger (29) comprising a first channel (291) and a second channel (292), the first channel (291) having a sleeve attached to the outside of the second channel (292), the first channel (291) comprising a first port (I) and a second port (J), the second channel (292) comprising a third port (K) and a fourth port (L), the first port (I) communicating with the twentieth outlet (6072) of the second common segment (607), the second port (J) communicating separately with the fifth inlet (233) of the battery throttling device (23) and the seventh inlet (91) of the first throttling device (9), the third port (K) communicating with the sixth outlet (212) of the battery direct cooling plate (21), the fourth port (L) communicating with the first inlet (11) of the compressor (1). A coaxial tube heat exchanger (29) The thermal management system (100) according to claim 20 or 21, further comprising.

23. A vehicle (200) comprising the thermal management system (100) according to any one of claims 1 to 22.

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