Thermal management system and vehicle having the thermal management system

Abstract

A thermal management system and a vehicle having the thermal management system. The thermal management system includes a compressor, a first heat exchanger, and a heat exchange assembly, wherein an air discharge port of the compressor is connected to the heat exchange assembly, a first port of the first heat exchanger is connected to an air inlet of the compressor, and a second port of the first heat exchanger is connected to the heat exchange assembly. The heat exchange assembly includes a first heat exchange plate and a second heat exchange plate arranged in parallel, and the first heat exchange plate and the second heat exchange plate are separately used to adjust the temperature of the battery module.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure is based on and claims priority to Chinese Patent Application No. 202211204946.0, filed on September 29, 2022, the entire contents of which are incorporated herein by reference.

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

[0003] In the existing heat pump system architecture of the whole vehicle thermal management, the heat exchange rate of the battery module is low, so the battery module cannot quickly reach an appropriate operating temperature, resulting in low operating stability of the battery module. Summary of the Invention [Means for solving the problem]

[0004] The present disclosure aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present disclosure is to propose a thermal management system having a high battery heat exchange rate, which allows the battery module to quickly reach an appropriate operating temperature and has high operational stability of the battery module. The thermal management system has high operational performance.

[0005] Another object of the present disclosure is to propose a vehicle.

[0006] A thermal management system according to one embodiment of the present disclosure includes a compressor, a first heat exchanger, and a heat exchange assembly. An exhaust port of the compressor is connected to the heat exchange assembly. A first port of the first heat exchanger is connected to an air inlet of the compressor, and a second port of the first heat exchanger is connected to the heat exchange assembly. The heat exchange assembly includes a first heat exchange plate and a second heat exchange plate arranged in parallel, and the first heat exchange plate and the second heat exchange plate are each configured to regulate the temperature of a battery module.

[0007] In the thermal management system according to the embodiment of the present disclosure, the first heat exchange plate and the second heat exchange plate are arranged to exchange heat with the battery module and can directly contact different end surfaces of the battery module for heat exchange, which not only reduces the difficulty of arrangement but also improves the heat exchange efficiency, allows the battery module to quickly reach an appropriate operating temperature, and improves the operating stability of the battery module and the operating efficiency of the thermal management system.

[0008] In some embodiments, the thermal management system further includes a second heat exchanger, a first port of the second heat exchanger connected to the exhaust port of the compressor, and a second port of the second heat exchanger connected to a heat exchange assembly, the heat exchange assembly connected to the air inlet of the compressor.

[0009] In some embodiments, the exhaust port of the compressor is connected to the first port of the first heat exchanger, the exhaust port of the compressor selectively communicates with the first port of the first heat exchanger or the heat exchange assembly, and the air inlet of the compressor selectively communicates with the heat exchange assembly or the first port of the first heat exchanger.

[0010] In some embodiments, the thermal management system further includes a reservoir, the reservoir connected between the compressor exhaust port and the compressor air inlet.

[0011] In certain embodiments, the thermal management system further includes a fourth heat exchanger, the fourth heat exchanger connected between the reservoir and the exhaust port of the compressor.

[0012] In one embodiment, a first port of the fourth heat exchanger is connected to the discharge port of the compressor, and a second port of the fourth heat exchanger is connected to the heat exchange assembly.

[0013] In certain embodiments, the thermal management system further includes a first throttling member, the first throttling member being disposed between the reservoir and the air inlet of the compressor.

[0014] In some embodiments, the first heat exchange plate and the second heat exchange plate are configured to be disposed on two opposite sides of the battery module.

[0015] In some embodiments, the thermal management system further includes a second valve group disposed at a first port of the heat exchange assembly, the first port of the heat exchange assembly being connected to a discharge port of the compressor.

[0016] In one embodiment, the second valve group includes a first throttling element and a second throttling element connected in parallel, and the first throttling element and the second throttling element are connected to the first heat exchange plate and the second heat exchange plate, respectively.

[0017] In some embodiments, the thermal management system further includes a first valve group disposed at a second port of the heat exchange assembly, the second port of the heat exchange assembly communicating with the second end of the second heat exchanger.

[0018] In one embodiment, the first valve group includes a first control valve and a second control valve connected in parallel, and the first control valve and the second control valve are connected to a first heat exchange plate and a second heat exchange plate, respectively.

[0019] In some embodiments, the thermal management system further includes an on-board condenser, wherein the compressor discharge port is connected to a first end of the on-board condenser and the on-board condenser second end is connected to a second port of the first heat exchanger, and the compressor discharge port is in selective communication with the first end of the on-board condenser and at least one of the heat exchange assembly.

[0020] In some embodiments, the thermal management system further includes a high-pressure thermal management subsystem. The high-pressure thermal management subsystem includes a third heat exchanger and a circulation loop, the third heat exchanger having a first flow path and a second flow path. A first port of the first flow path is connected to a second end of the heat exchange assembly and the on-board condenser, and a second port of the first flow path is connected to a second port of the first heat exchanger. The second flow path is disposed on the circulation loop, and the circulation loop is configured to exchange heat with the high-pressure thermal management subsystem.

[0021] In certain embodiments, the thermal management system further includes a first switching valve, the first switching valve being disposed between the heat exchange assembly and the second port of the first heat exchanger.

[0022] In certain embodiments, the thermal management system further includes a second switching valve, the second switching valve being disposed between the heat exchange assembly and the second port of the second heat exchanger.

[0023] In certain embodiments, the thermal management system further includes a third switching valve, the third switching valve being disposed between the heat exchange assembly and the air inlet of the compressor.

[0024] A thermal management system according to one embodiment of the present disclosure includes a compressor, a second heat exchanger, and a heat exchange assembly. A first port of the second heat exchanger is connected to an exhaust port of the compressor, and a second port of the second heat exchanger is connected to the heat exchange assembly. The heat exchange assembly is in communication with an air inlet of the compressor. The heat exchange assembly includes a first heat exchange plate and a second heat exchange plate arranged in parallel, and the first heat exchange plate and the second heat exchange plate are each configured to regulate the temperature of a battery module of a vehicle.

[0025] A vehicle according to an embodiment of the present disclosure includes a battery module and a thermal management system, the thermal management system being the thermal management system of any one of the above-described embodiments, wherein the first heat exchange plate and the second heat exchange plate are configured to regulate the temperature of the battery module.

[0026] In a vehicle according to an embodiment of the present disclosure, the above-described thermal management system arrangement can reduce the number of battery module maintenance and replacements, improve the charging efficiency and convenience of the vehicle, and facilitate appropriate layout of the vehicle.

[0027] In one embodiment, the first heat exchange plate and the second heat exchange plate are disposed on the battery module and exchange heat with the battery module.

[0028] Additional aspects and advantages of the disclosure will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the disclosure.

[0029] The above and / or additional aspects and advantages of the present disclosure will become apparent and readily understandable from the following description of examples with reference to the accompanying drawings. [Brief explanation of the drawings]

[0030] [Figure 1] 1 is a schematic diagram of a thermal management system according to an embodiment of the present disclosure; [Figure 2] FIG. 2 is a schematic diagram of the structure of a high-pressure thermal management subsystem according to one embodiment of the present disclosure. [Figure 3] FIG. 2 is a schematic diagram of a refrigerant operation in a thermal management system according to a first embodiment of the present disclosure. [Figure 4] FIG. 10 is a schematic diagram of a refrigerant operation in a thermal management system according to a second embodiment of the present disclosure. [Figure 5] FIG. 10 is a schematic diagram of refrigerant operation in a thermal management system according to a third embodiment of the present disclosure. [Figure 6] FIG. 10 is a schematic diagram of refrigerant operation in a thermal management system according to a fourth embodiment of the present disclosure. [Figure 7] FIG. 10 is a schematic diagram of refrigerant operation in a thermal management system according to a fifth embodiment of the present disclosure. [Figure 8] FIG. 10 is a schematic diagram of refrigerant operation in a thermal management system according to a sixth embodiment of the present disclosure. [Figure 9] FIG. 10 is a schematic diagram of refrigerant operation in a thermal management system according to a seventh embodiment of the present disclosure. [Figure 10] FIG. 10 is a schematic diagram of refrigerant operation in a thermal management system according to an eighth embodiment of the present disclosure. [Figure 11] FIG. 13 is a schematic diagram of refrigerant operation in a thermal management system according to a ninth embodiment of the present disclosure. [Figure 12] FIG. 16 is a schematic diagram of refrigerant operation in a thermal management system according to a tenth embodiment of the present disclosure. [Figure 13] FIG. 16 is a schematic diagram of refrigerant operation in a thermal management system according to an eleventh embodiment of the present disclosure. [Figure 14] FIG. 22 is a schematic diagram of refrigerant operation in a thermal management system according to a twelfth embodiment of the present disclosure. [Figure 15] FIG. 13 is a schematic diagram of refrigerant operation in a thermal management system according to a thirteenth embodiment of the present disclosure. [Figure 16] FIG. 14 is a schematic diagram of refrigerant operation in a thermal management system according to a fourteenth embodiment of the present disclosure. [Figure 17] FIG. 15 is a schematic diagram of refrigerant operation in a thermal management system according to a fifteenth embodiment of the present disclosure. [Figure 18]FIG. 20 is a schematic diagram of refrigerant operation in a thermal management system according to a sixteenth embodiment of the present disclosure. [Figure 19] FIG. 2 is a schematic diagram of coolant operation under a first operating condition of a high pressure thermal management subsystem according to one embodiment of the present disclosure. [Figure 20] FIG. 1 is a schematic diagram of coolant operation under mixed conditions of a high pressure thermal management subsystem according to one embodiment of the present disclosure. [Figure 21] FIG. 10 is a schematic diagram of coolant operation under a second operating condition of a high pressure thermal management subsystem according to one embodiment of the present disclosure. [Figure 22] FIG. 10 is a schematic diagram of coolant operation under a third operating condition of a high pressure thermal management subsystem according to one embodiment of the present disclosure. [Figure 23] 17 is a schematic diagram of refrigerant operation in a thermal management system according to a seventeenth embodiment of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 24] 18A and 18B are schematic diagrams of refrigerant operation in a thermal management system and a high-pressure thermal management subsystem, respectively, according to an eighteenth embodiment of the present disclosure. [Figure 25] 19 is a schematic diagram of refrigerant operation in a thermal management system and a schematic diagram of coolant operation in a high-pressure thermal management subsystem according to a nineteenth embodiment of the present disclosure. [Figure 26] A schematic diagram of refrigerant operation in a thermal management system according to Example 20 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 27] 21 is a schematic diagram of refrigerant operation in a thermal management system according to a twenty-first embodiment of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 28] 22A and 22B are schematic diagrams of refrigerant operation in a thermal management system and a high-pressure thermal management subsystem, respectively, according to a twenty-second embodiment of the present disclosure. [Figure 29] 23 is a schematic diagram of refrigerant operation in a thermal management system and a schematic diagram of coolant operation in a high-pressure thermal management subsystem according to a twenty-third embodiment of the present disclosure. [Figure 30]24 is a schematic diagram of refrigerant operation in a thermal management system according to a twenty-fourth embodiment of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 31] 25A and 25B are schematic diagrams of refrigerant operation in a thermal management system and a high-pressure thermal management subsystem, respectively, according to a twenty-fifth embodiment of the present disclosure. [Figure 32] 26 is a schematic diagram of refrigerant operation in a thermal management system and a schematic diagram of coolant operation in a high-pressure thermal management subsystem according to a twenty-sixth embodiment of the present disclosure. [Figure 33] 27 is a schematic diagram of refrigerant operation in a thermal management system and a schematic diagram of coolant operation in a high-pressure thermal management subsystem according to Example 27 of the present disclosure. [Figure 34] 28 is a schematic diagram of refrigerant operation in a thermal management system and a schematic diagram of coolant operation in a high-pressure thermal management subsystem according to Example 28 of the present disclosure. [Figure 35] 29 is a schematic diagram of refrigerant operation in a thermal management system and a schematic diagram of coolant operation in a high-pressure thermal management subsystem according to Example 29 of the present disclosure. [Figure 36] A schematic diagram of refrigerant operation in a thermal management system according to Example 30 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 37] A schematic diagram of refrigerant operation in a thermal management system according to Example 31 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 38] A schematic diagram of refrigerant operation in a thermal management system according to Example 32 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 39] A schematic diagram of refrigerant operation in a thermal management system according to Example 33 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 40] A schematic diagram of refrigerant operation in a thermal management system according to Example 34 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 41]A schematic diagram of refrigerant operation in a thermal management system and a schematic diagram of coolant operation in a high-pressure thermal management subsystem according to Example 35 of the present disclosure. [Figure 42] A schematic diagram of refrigerant operation in a thermal management system according to Example 36 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 43] 37 is a schematic diagram of refrigerant operation in a thermal management system and a schematic diagram of coolant operation in a high-pressure thermal management subsystem according to Example 37 of the present disclosure. [Figure 44] A schematic diagram of refrigerant operation in a thermal management system according to Example 38 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 45] A schematic diagram of refrigerant operation in a thermal management system according to Example 39 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 46] 40 is a schematic diagram of refrigerant operation in a thermal management system according to the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 47] 41 is a schematic diagram of refrigerant operation in a thermal management system according to Example 41 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 48] 42 is a schematic diagram of refrigerant operation in a thermal management system according to a forty-second embodiment of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 49] 43 is a schematic diagram of refrigerant operation in a thermal management system according to a forty-third embodiment of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 50] 44 is a schematic diagram of refrigerant operation in a thermal management system according to the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 51] 45 is a schematic diagram of refrigerant operation in a thermal management system and a schematic diagram of coolant operation in a high-pressure thermal management subsystem according to Example 45 of the present disclosure. [Figure 52]A schematic diagram of refrigerant operation in a thermal management system according to Example 46 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 53] A schematic diagram of refrigerant operation in a thermal management system according to Example 47 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 54] Schematic diagram of refrigerant operation in a thermal management system according to Example 48 of the present disclosure and schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 55] A schematic diagram of refrigerant operation in a thermal management system according to Example 49 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 56] 50 is a schematic diagram of refrigerant operation in a thermal management system according to an embodiment 50 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 57] A schematic diagram of refrigerant operation in a thermal management system according to Example 51 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 58] A schematic diagram of refrigerant operation in a thermal management system according to Example 52 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 59] A schematic diagram of refrigerant operation in a thermal management system according to Example 53 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 60] A schematic diagram of refrigerant operation in a thermal management system according to Example 54 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 61] A schematic diagram of refrigerant operation in a thermal management system according to Example 55 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 62] A schematic diagram of refrigerant operation in a thermal management system according to Example 56 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 63]A schematic diagram of refrigerant operation in a thermal management system according to Example 57 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 64] A schematic diagram of refrigerant operation in a thermal management system according to Example 58 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 65] A schematic diagram of refrigerant operation in a thermal management system according to Example 59 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 66] A schematic diagram of refrigerant operation in a thermal management system according to embodiment 60 of the present disclosure and a schematic diagram of coolant operation in a high-pressure thermal management subsystem. [Figure 67] FIG. 1 is a schematic diagram of a secondary circulation loop of a thermal management system according to the present disclosure. [Explanation of symbols]

[0031] Thermal management system 100, high pressure thermal management subsystem 1001, Refrigerant circulation loop 101, circulation loop 102, sub-circulation loop 103, a first exhaust passage 10a, a second exhaust passage 10b, a third exhaust passage 10c, a bypass passage 10d, a heat exchange passage 10e, a first heat exchange passage 10f, a second heat exchange passage 10g, Compressor 11, first heat exchanger 12, evaporator 120, second heat exchanger 13, external condenser 130, storage unit 14, on-board condenser 15, gas-liquid separator 16, Heat exchange assembly 2, first heat exchange plate 21, second heat exchange plate 22, First valve group 3, first electronic expansion valve 31, second electronic expansion valve 32, a second valve group 4, a first throttle element 41, a second throttle element 42, a third valve group 5; A first on-off valve 61, a second on-off valve 62, a third on-off valve 63, a fourth on-off valve 64, a third electronic expansion valve 65, a fourth electronic expansion valve 66, A first check valve 71, a second check valve 72, a third check valve 73, a fourth check valve 74, Third heat exchanger 81, first flow path 81a, second flow path 81b, first radiator 82, second radiator 83, switching valve group 84, first valve 841, second valve 842, third valve 843, fourth valve 844, water pump 85, water temperature sensor 86, kettle 87. DETAILED DESCRIPTION OF THE INVENTION

[0032]

[0023] Embodiments of the present disclosure are described in detail below, and examples of the embodiments are illustrated in the accompanying drawings, where throughout the description, the same or similar elements or elements having the same or similar functions are designated by the same or similar reference numerals. The embodiments described below with reference to the accompanying drawings are illustrative and are intended to illustrate the present disclosure only and should not be construed as limiting the present disclosure.

[0033] A thermal management system 100 according to one embodiment of the present disclosure will now be described with reference to FIGS.

[0034] A thermal management system 100 according to an embodiment of the present disclosure includes a compressor 11, a first heat exchanger 12, and a heat exchange assembly 2. An exhaust port of the compressor 11 is connected to the heat exchange assembly 2. A first port of the first heat exchanger 12 is connected to an air inlet of the compressor 11, and a second port of the first heat exchanger 12 is connected to the heat exchange assembly 2. The heat exchange assembly 2 includes a first heat exchange plate 21 and a second heat exchange plate 22 arranged in parallel, and the first heat exchange plate 21 and the second heat exchange plate 22 are each configured to adjust the temperature of a battery module.

[0035] The thermal management system 100 according to the present disclosure is used in a vehicle. The vehicle may be a fuel vehicle, a gas vehicle, a new energy vehicle, or a rail vehicle. The new energy vehicle may be a battery electric vehicle, a hybrid vehicle, a long-distance vehicle, etc. The vehicle may further include a battery module, which may be configured to supply power to the vehicle. For example, the battery module may be used as an operating power source for the vehicle, or the battery module may be used as a driving power source for the vehicle to replace or partially replace fuel oil, natural gas, etc. to provide driving power for the vehicle, or the battery module may be configured to supply power to several components of the vehicle, such as a motor, so that the battery module can be configured to meet at least one operating power demand, such as starting, navigation, driving, etc. of the vehicle.

[0036] During operation of the thermal management system 100, a refrigerant flows into the air inlet of the compressor 11, and the low-temperature, low-pressure gaseous refrigerant is compressed by the compressor 11 to become a high-temperature, high-pressure gaseous refrigerant, which flows out of the exhaust port of the compressor 11. A first port of the first heat exchanger 12 is connected to the air inlet of the compressor 11, and a second port of the first heat exchanger 12 is connected to the heat exchange assembly 2. Thus, after the refrigerant flows out of the compressor 11, it flows through the heat exchange assembly 2, then through the first heat exchanger 12, and finally returns to the compressor 11, thereby forming a refrigerant loop and completing one cycle.

[0037] The refrigerant loop is formed together by the compressor 11, the heat exchange assembly 2, and the first heat exchanger 12. It can be understood that the refrigerant loop further includes other elements such as a throttling member, but for simplicity of explanation and ease of understanding of the solution, only the compressor 11 and the heat exchange member are selected to define the refrigerant loop when describing the refrigerant loop.

[0038] In the refrigerant loop formed by the compressor 11, the heat exchange assembly 2, and the first heat exchanger 12, the high-temperature, high-pressure gaseous refrigerant flowing out from the exhaust port of the compressor 11 exchanges heat in the heat exchange assembly 2, causing the refrigerant to release heat and liquefy. The refrigerant then passes through the first heat exchanger 12, where it absorbs heat and is vaporized, and finally becomes a low-temperature, low-pressure gaseous refrigerant flowing in from the air inlet of the compressor 11.

[0039] The heat exchange assembly 2 includes a first heat exchange plate 21 and a second heat exchange plate 22 arranged in parallel. Therefore, in the refrigerant loop formed by the compressor 11, the heat exchange assembly 2, and the first heat exchanger 12, the refrigerant flows directly through the first heat exchange plate 21 and the second heat exchange plate 22, dissipating heat from the first heat exchange plate 21 and the second heat exchange plate 22 to exchange heat with the battery modules, thereby heating the battery modules and bringing them to an appropriate operating temperature, thereby ensuring stable and reliable operation of the battery modules. For example, in winter when the temperature is low, the battery modules may be heated to increase the starting speed of the battery modules.

[0040] In addition, the thermal management system 100 according to the present disclosure further includes another element. In the refrigerant loop formed by the compressor 11, the heat exchange assembly 2, and another element, the refrigerant is further controlled to absorb heat in the heat exchange assembly 2 and exchange heat with the battery modules, thereby cooling the battery modules to an appropriate operating temperature, thereby ensuring stable and reliable operation of the battery modules. For example, when the temperature is too high in summer or when the operating temperature of the battery modules is high, the battery modules may be cooled to improve the operating safety of the battery modules and extend the operating stability of the battery modules.

[0041] The heat exchange assembly 2 according to the present disclosure includes a first heat exchange plate 21 and a second heat exchange plate 22. The first heat exchange plate 21 and the second heat exchange plate 22 are in contact with different end surfaces of the battery module for heat exchange, thereby adjusting the temperature of the battery module, thereby improving heat exchange efficiency and allowing the battery module to quickly reach an appropriate operating temperature. Furthermore, the refrigerant directly flows into the first heat exchange plate 21 and the second heat exchange plate 22, and the first heat exchange plate 21 and the second heat exchange plate 22 are in direct contact with the battery module to exchange heat, which not only reduces the difficulty of placement but also improves heat exchange efficiency, allowing the battery module to quickly reach an appropriate operating temperature, and improves the operational stability of the battery module.

[0042] In the thermal management system 100 according to the embodiment of the present disclosure, the first heat exchange plate 21 and the second heat exchange plate 22 are arranged to exchange heat with the battery module and can be in direct contact with different end surfaces of the battery module for heat exchange, which not only reduces the difficulty of arrangement but also improves the heat exchange efficiency, allows the battery module to quickly reach an appropriate operating temperature, and improves the operating stability of the battery module and the operating efficiency of the thermal management system 100.

[0043] 1 , the thermal management system 100 further includes a second heat exchanger 13. A first port of the second heat exchanger 13 is connected to the exhaust port of the compressor 11, and a second port of the second heat exchanger 13 is connected to the heat exchange assembly 2. The heat exchange assembly 2 is in communication with the air inlet of the compressor 11.

[0044] In the refrigerant loop formed by the compressor 11, the second heat exchanger 13, and the heat exchange assembly 2, the high-temperature, high-pressure gaseous refrigerant flowing out of the exhaust port of the compressor 11 exchanges heat in the second heat exchanger 13, thereby causing the refrigerant to release heat and liquefy. The refrigerant is then throttled and reduced in pressure before passing through the heat exchange assembly 2, where it absorbs heat and is vaporized, finally becoming a low-temperature, low-pressure gaseous refrigerant flowing in from the air inlet of the compressor 11. The refrigerant absorbs heat as it flows through the heat exchange assembly 2, and the heat exchange assembly 2 exchanges heat with the battery modules, thereby cooling them and bringing them to an appropriate operating temperature, thereby ensuring stable and reliable operation of the battery modules.

[0045] In some embodiments of the present disclosure, the exhaust port of the compressor 11 is selectively in communication with the heat exchange assembly 2 or a first port of the second heat exchanger 13, and the air inlet of the compressor 11 is selectively in communication with the first port of the first heat exchanger 12 or the heat exchange assembly 2.

[0046] The compressor 11, the heat exchange assembly 2, and the first heat exchanger 12 can together form a refrigerant loop, and the compressor 11, the heat exchange assembly 2, and the second heat exchanger 13 can also together form a refrigerant loop. The flow of the refrigerant can be controlled by selectively connecting the exhaust port and the air inlet of the compressor 11, and elements can perform different functions in different refrigerant loops, thereby reducing the number of elements to be arranged, manufacturing costs, and arrangement difficulties.

[0047] When the exhaust port of the compressor 11 is connected to the heat exchange assembly 2 and the air inlet of the compressor 11 is connected to the first port of the first heat exchanger 12, the refrigerant can release heat in the heat exchange assembly 2 and absorb heat in the first heat exchanger 12, thereby heating the heat exchange assembly 2 and cooling the first heat exchanger 12.

[0048] When the exhaust port of the compressor 11 is connected to the first port of the second heat exchanger 13 and the air inlet of the compressor 11 is connected to the heat exchange assembly 2, the refrigerant can release heat in the second heat exchanger 13 and absorb heat in the heat exchange assembly 2, thereby cooling the heat exchange assembly 2 and heating the second heat exchanger 13.

[0049] In some embodiments of the present disclosure, the exhaust port of the compressor is connected to the second port of the first heat exchanger, the exhaust port of the compressor selectively communicates with the second port of the first heat exchanger or the heat exchange assembly, and the air inlet of the compressor selectively communicates with the heat exchange assembly or the first port of the first heat exchanger, so that the one first heat exchanger can heat and cool the battery module.

[0050] During operation of the air conditioning circulation loop, refrigerant flows into the compressor through an air inlet. The low-temperature, low-pressure gaseous refrigerant is compressed by the compressor to become a high-temperature, high-pressure gaseous refrigerant, which then flows out of the compressor's exhaust port. Therefore, a first heat exchanger is connected to the compressor's exhaust port, and the refrigerant can release heat in the first heat exchanger. The compressor's exhaust port may be connected to the first heat exchanger, and the compressor's exhaust port may also be connected to heat exchange assembly 2. The thermal management system 100 controls the flow of the refrigerant into the first heat exchanger or heat exchange assembly, allowing the refrigerant to release heat in the first heat exchanger or heat exchange assembly 2.

[0051] Similarly, the air inlet of the compressor is selectively connected to the first port of the heat exchange assembly or the first heat exchanger, and the refrigerant can be returned to the compressor through the heat exchange assembly, or the refrigerant can be returned to the compressor through the first heat exchanger. Alternatively, when the exhaust port of the compressor is connected to the heat exchange assembly, the battery module is heated, or when the exhaust port of the compressor is connected to the first heat exchanger, the battery module is cooled.

[0052] In some embodiments of the present disclosure, as shown in FIG. 1 , the thermal management system 100 further includes a reservoir 14, which is connected between the exhaust port of the compressor 11 and the air inlet of the compressor 11.

[0053] It can be understood that although the state of the refrigerant in the heat exchange assembly 2 when the heat exchange assembly 2 heats the battery module is different from that when the heat exchange assembly cools the battery module, the volume of gaseous refrigerant is greater than the volume of liquid refrigerant under the same mass, and as a result, the refrigerant demand when the battery module is heated is greater than the refrigerant demand when the battery module is cooled.

[0054] The storage unit 14 allows for the storage and discharge of refrigerant. When the heat exchange assembly 2 heats the battery modules, the storage unit 14 discharges the stored refrigerant and replenishes the refrigerant loop with refrigerant to meet the refrigerant demand when the battery modules are heated. When the heat exchange assembly 2 cools the battery modules, the storage unit 14 stores the refrigerant flowing through it, thereby reducing the amount of refrigerant in the refrigerant loop and meeting the refrigerant demand when the battery modules are cooled.

[0055] In one embodiment of the present disclosure, the storage unit 14 is configured as a liquid storage dryer. An inlet end of the liquid storage dryer is connected to the second end of the second heat exchanger 13, and an outlet end of the liquid storage dryer is connected to the heat exchange assembly 2. The liquid storage dryer is configured to store a liquid refrigerant and discharge the stored liquid refrigerant. The liquid storage dryer is connected between the second heat exchanger 13 and the heat exchange assembly 2. The refrigerant flowing out of the second heat exchanger 13 may be stored in the liquid storage dryer, and the refrigerant stored in the liquid storage dryer may further flow to the heat exchange assembly 2.

[0056] In addition, the liquid storage dryer can further remove moisture and impurities from the refrigerant, avoid damage and blockage of the refrigerant lines, extend the life of the refrigerant lines, and ensure smooth flow of the refrigerant.

[0057] In some other embodiments of the present disclosure, the storage unit 14 is configured so that the refrigerant can release heat and liquefy within the storage unit 14, and the storage unit 14 can store the liquid refrigerant. The storage unit 14 is connected between the exhaust port of the compressor 11 and the air inlet of the compressor 11, and the refrigerant flowing out of the exhaust port of the compressor 11 can be liquefied and then stored in the storage unit 14.

[0058] In some embodiments of the present disclosure, the thermal management system 100 further includes a fourth heat exchanger connected between the storage unit 14 and the exhaust port of the compressor 11. The fourth heat exchanger exchanges heat with the refrigerant, and the refrigerant can release heat in the fourth heat exchanger and be liquefied. The liquid refrigerant can continue to flow to the storage unit 14 and be stored therein.

[0059] In some embodiments of the present disclosure, a first port of the fourth heat exchanger is connected to the exhaust port of the compressor 11, and a second port of the fourth heat exchanger is connected to the heat exchange assembly 2. After flowing out of the exhaust port of the compressor 11, the refrigerant releases heat and liquefies in the fourth heat exchanger. Then, a portion of the liquid refrigerant is stored in the storage section 14, and the refrigerant continues to flow to the heat exchange assembly 2, suitable for cooling the battery modules. That is, the fourth heat exchanger is the second heat exchanger 13.

[0060] In some embodiments of the present disclosure, the thermal management system 100 further includes a first throttling member, which is disposed between the storage unit 14 and the air inlet of the compressor 11. The refrigerant flowing out of the storage unit 14 continues to flow in the refrigerant loop after being throttled and reduced in pressure by the first throttling member, thereby preventing the high-pressure refrigerant from damaging the components and ensuring the safe and normal operation of the components.

[0061] In some embodiments of the present disclosure, the thermal management system 100 further includes a third on-off valve 63 , which is disposed between the storage section 14 and the exhaust port of the compressor 11 .

[0062] The third on-off valve 63 can control the flow or interruption of the refrigerant in the third exhaust flow path 10c. When the third on-off valve 63 connects the third exhaust flow path 10c, the refrigerant flows from the exhaust port of the compressor 11 to the storage unit 14 and can be stored in the storage unit 14. When the third on-off valve 63 blocks the third exhaust flow path 10c, the refrigerant cannot flow to the storage unit 14, but the refrigerant can still flow out of the storage unit 14.

[0063] In some embodiments of the present disclosure, the first heat exchange plate 21 and the second heat exchange plate 22 are arranged on two opposite sides of the battery module. Compared with a design using only one heat exchange plate, the first heat exchange plate 21 and the second heat exchange plate 22 can cool or heat two opposite sides of the battery, thereby improving the efficiency of cooling or heating the battery module, allowing the battery module to quickly reach an appropriate operating temperature, and improving the operating stability of the battery module.

[0064] 1 , the heat exchange assembly 2 further includes a first valve group 3. The first valve group 3 is disposed at a second port of the heat exchange assembly 2, and the second port of the heat exchange assembly 2 communicates with a second end of the second heat exchanger 13.

[0065] When refrigerant flows into the refrigerant loop formed by the compressor 11, the second heat exchanger 13, and the heat exchange assembly 2, it becomes a low-temperature, high-pressure refrigerant after releasing heat in the second heat exchanger 13. The refrigerant is then reduced in pressure by the first valve group 3 to become a low-temperature, low-pressure refrigerant, and then flows to the heat exchange assembly 2 to absorb heat. As it passes through the heat exchange assembly 2, it absorbs heat and evaporates, becoming a low-temperature, low-pressure gaseous refrigerant. The low-temperature, low-pressure gaseous refrigerant flows into the compressor 11 from the air inlet, completing one cycle.

[0066] Although the battery module has high operational safety, the first heat exchange plate 21 and the second heat exchange plate 22 have only limited flow paths. Therefore, if the high-pressure refrigerant directly reaches the first heat exchange plate 21 and the second heat exchange plate 22, the first heat exchange plate 21 and the second heat exchange plate 22 may be affected and damaged by the high-pressure refrigerant. If the refrigerant leaks from the first heat exchange plate 21 or the second heat exchange plate 22, the operational safety of the battery module may be compromised. Therefore, according to the present disclosure, the first valve group 3 is disposed between the exhaust port and the heat exchange assembly 2. When flowing through the heat exchange assembly 2, the refrigerant is first throttled and decompressed by the first valve group 3. Then, the decompressed refrigerant flows through the first heat exchange plate 21 and the second heat exchange plate 22, thereby improving the operational stability of the first heat exchange plate 21 and the second heat exchange plate 22 and ensuring the safety of the battery module.

[0067] When refrigerant flows into the refrigerant loop formed by the compressor 11, the first heat exchanger 12, and the heat exchange assembly 2, it becomes a low-temperature, high-pressure refrigerant after releasing heat in the heat exchange assembly 2. The refrigerant is then decompressed by the first valve group 3 to become a low-temperature, low-pressure refrigerant, and then flows to the first heat exchanger 12 to absorb heat. As it passes through the heat exchange assembly 2, it absorbs heat and evaporates, becoming a low-temperature, low-pressure gaseous refrigerant. The low-temperature, low-pressure gaseous refrigerant flows into the compressor 11 through the air inlet, completing one cycle. The first valve group 3 performs the throttling and decompression functions.

[0068] In some embodiments of the present disclosure, the first valve group 3 includes a first control valve and a second control valve connected in parallel. The first control valve is connected in series to the first heat exchange plate 21, and the second control valve is connected in series to the second heat exchange plate 22. The first control valve and the second control valve can operate independently of each other.

[0069] In one embodiment of the present disclosure, the first control valve is configured as a first electronic expansion valve 31, and the second control valve is configured as a second electronic expansion valve 32. The electronic expansion valves have a function of regulating flow rate. The electronic expansion valves can depressurize the refrigerant flowing through them, and then the depressurized refrigerant flows through the first heat exchange plate 21 and the second heat exchange plate 22, thereby improving the operational stability of the first heat exchange plate 21 and the second heat exchange plate 22. The electronic expansion valves also have an opening / closing function and can selectively seal the pipes in which the electronic expansion valves are located to control the flow or stagnation of the refrigerant in the pipes. The first electronic expansion valve 31 and the second electronic expansion valve 32 operate independently of each other. The first electronic expansion valve 31 can control the flow or interruption of the refrigerant in the pipes leading to the first heat exchange plate 21, and the second electronic expansion valve 32 can control the flow or interruption of the refrigerant in the pipes leading to the second heat exchange plate 22.

[0070] When both the first electronic expansion valve 31 and the second electronic expansion valve 32 are closed, the line leading to the heat exchange assembly 2 is sealed. The refrigerant flowing out of the exhaust port cannot return to the air inlet through the heat exchange assembly 2, and the refrigerant flowing out of the second heat exchanger 13 cannot return to the air inlet through the heat exchange assembly 2.

[0071] In some embodiments of the present disclosure, the heat exchange assembly 2 further includes a second valve group 4. The second valve group 4 is disposed at a first port of the heat exchange assembly 2, and the first port of the heat exchange assembly 2 is connected to the exhaust port of the compressor 11.

[0072] When the refrigerant flows into the refrigerant loop formed by the compressor 11, the first heat exchanger 12, and the heat exchange assembly 2, the high-temperature, high-pressure gaseous refrigerant is decompressed by the second valve group 4 to become a low-temperature, low-pressure refrigerant, which then flows to the first heat exchanger 12 to release heat. As the refrigerant flows through the heat exchange assembly 2, it is first throttled and decompressed by the second valve group 4, and then the decompressed refrigerant flows through the first heat exchange plate 21 and the second heat exchange plate 22, thereby improving the operational stability of the first heat exchange plate 21 and the second heat exchange plate 22 and ensuring the safety of the battery module.

[0073] 1 , the second valve group 4 includes a first throttle element 41 and a second throttle element 42 connected in parallel. The first throttle element 41 is connected in series to the first heat exchange plate 21, and the second throttle element 42 is connected in series to the second heat exchange plate 22. The first throttle element 41 and the second throttle element 42 can throttle and reduce the pressure of the refrigerant flowing through them. The reduced pressure refrigerant then flows through the first heat exchange plate 21 and the second heat exchange plate 22, thereby improving the operational stability of the first heat exchange plate 21 and the second heat exchange plate 22. In addition, both the first throttle element 41 and the second throttle element 42 are variable-diameter throttle valves, so that the refrigerant flow rate of the compressor 11 to the first heat exchange plate 21 and the second heat exchange plate 22 can be adjusted.

[0074] In one embodiment of the present disclosure, as shown in FIG. 1 , a refrigerant circulation loop 101 includes a heat exchange passage 10e. The heat exchange passage 10e includes a first heat exchange passage 10f and a second heat exchange passage 10g. A first heat exchange plate 21, a first throttling element 41, and a first electronic expansion valve 31 are arranged on the first heat exchange passage 10f. The first heat exchange plate 21 is connected between the first throttling element 41 and the first electronic expansion valve 31, and the first throttling element 41 is arranged closer to the exhaust port than the first electronic expansion valve 31. Similarly, a second heat exchange plate 22, a second throttling element 42, and a second electronic expansion valve 32 are arranged on the second heat exchange passage 10g. The second heat exchange plate 22 is connected between the second throttling element 42 and the second electronic expansion valve 32, and the second throttling element 42 is arranged closer to the exhaust port than the second electronic expansion valve 32.

[0075] The first heat exchange passage 10f and the second heat exchange passage 10g are connected in parallel to each other. One end of each of the first heat exchange passage 10f and the second heat exchange passage 10g connected in parallel is connected to the exhaust port, and the other end of each of the first heat exchange passage 10f and the second heat exchange passage 10g connected in parallel is connected to the second end of the second heat exchanger 13.

[0076] 1 , the thermal management system 100 further includes an on-board condenser 15. An exhaust port of the compressor 11 is connected to a first end of the on-board condenser 15, and a second end of the on-board condenser 15 is connected to a second port of the first heat exchanger 12. The exhaust port of the compressor 11 selectively communicates with the first end of the on-board condenser 15 and at least one of the heat exchange assembly 2. That is, the on-board condenser 15 is arranged in parallel with the heat exchange assembly 2.

[0077] The on-board condenser 15 is suitable for heating the interior of a vehicle. When a refrigerant flows into the refrigerant loop formed by the compressor 11, the on-board condenser 15, and the first heat exchanger 12, the high-temperature, high-pressure gaseous refrigerant flowing out of the exhaust port of the compressor 11 exchanges heat with the on-board condenser 15, thereby releasing heat and liquefying. The refrigerant then passes through the first heat exchanger 12, where it absorbs heat and is vaporized, and finally becomes a low-temperature, low-pressure gaseous refrigerant flowing in from the air inlet of the compressor 11, completing one cycle.

[0078] In some embodiments of the present disclosure, the first heat exchanger 12 is an evaporator 120 .

[0079] When the refrigerant flows into the refrigerant loop formed by the compressor 11, the heat exchange assembly 2, and the first heat exchanger 12, the refrigerant releases heat in the heat exchange assembly 2 and absorbs heat in the evaporator 120, thereby heating the battery module and cooling the interior of the vehicle.

[0080] In some embodiments of the present disclosure, the second heat exchanger 13 is an off-vehicle condenser 130. The refrigerant releases heat through the off-vehicle condenser 130, which can be used for heating. For example, in winter when the temperature is low, vehicle components need to be preheated for starting, and heating the components through the off-vehicle condenser 130 can increase the starting speed of the vehicle.

[0081] When the refrigerant flows into the refrigerant loop formed together by the compressor 11, the first heat exchanger 12, and the second heat exchanger 13, the refrigerant releases heat in the off-vehicle condenser 130 and absorbs heat in the evaporator 120, thereby heating off-vehicle elements and cooling the interior of the vehicle.

[0082] When refrigerant flows into the refrigerant loop formed together by the compressor 11, the heat exchange assembly 2, and the second heat exchanger 13, the refrigerant releases heat in the off-vehicle condenser 130 and absorbs heat in the heat exchange assembly 2, thereby cooling the battery module and heating off-vehicle elements.

[0083] In some embodiments of the present disclosure, the thermal management system 100 further includes a refrigerant circulation loop 101, and the refrigerant loop formed together by the compressor 11, the first heat exchanger 12, and the heat exchange assembly 2, etc., are all part of the refrigerant circulation loop 101.

[0084] In some embodiments of the present disclosure, as shown in FIG. 1 , the thermal management system 100 further includes a gas-liquid separator 16, which is connected to the air inlet of the compressor 11. After being throttled and evaporated, the refrigerant becomes a low-temperature, low-pressure gaseous refrigerant. Because evaporation and heat absorption cannot guarantee that all the refrigerant is completely converted into a gaseous refrigerant, the refrigerant must first flow into the gas-liquid separator 16 before returning to the compressor 11. The gas-liquid separator 16 separates the gaseous refrigerant from the liquid refrigerant and allows only the low-temperature, low-pressure gaseous refrigerant to flow to the compressor 11, thereby preventing liquid droplets from causing liquid shock to the functional components of the compressor 11 and ensuring the safe and normal operation of the compressor 11.

[0085] In some embodiments of the present disclosure, the thermal management system 100 further includes a group of control valves disposed on the refrigerant circulation loop 101. The control valves operate to direct the refrigerant at the exhaust port to the off-vehicle condenser 130 or the heat exchange assembly 2. The arrangement of the control valves can control the direction of the refrigerant flow to control the operation of the thermal management system 100.

[0086] The control valve group is connected to the off-vehicle condenser 130 and the second valve group 4. The control valve group operates to direct the refrigerant at the exhaust port to the off-vehicle condenser 130, or the control valve group operates to direct the refrigerant at the exhaust port to the heat exchange assembly 2, or the control valve group operates to direct the refrigerant at the exhaust port to the off-vehicle condenser 130 and the heat exchange assembly 2.

[0087] When the control valves operate to allow the refrigerant at the exhaust port to flow to the off-vehicle condenser 130 and the heat exchange assembly 2, the refrigerant flows into the refrigerant loop formed together by the compressor 11, the evaporator 120, and the off-vehicle condenser 130, and in addition, the refrigerant flows into the refrigerant loop formed together by the compressor 11, the heat exchange assembly 2, and the evaporator 120. The refrigerant releases heat at the heat exchange assembly 2 and absorbs heat at the evaporator 120, thereby heating the battery module and off-vehicle elements and cooling the interior of the vehicle.

[0088] In some embodiments of the present disclosure, as shown in Figure 6, the thermal management system 100 includes a first exhaust flow path 10a. The second throttle valve group is connected to the air inlet through the first exhaust flow path 10a, and the refrigerant flowing through the heat exchange assembly 2 can return to the air inlet through the first exhaust flow path 10a. For example, when the battery module is cooled, the refrigerant flows out of the exhaust port, releases heat through the off-vehicle condenser 130, enters the heat exchange flow path 10e, absorbs heat in the heat exchange assembly 2, and then returns to the air inlet through the first exhaust flow path 10a.

[0089] The thermal management system 100 further includes a second exhaust passage 10b connected to the exhaust port. Since the second exhaust passage 10b is connected to the first exhaust passage 10a, the second throttle valve group is also connected to the exhaust port through the second exhaust passage 10b, and the refrigerant can flow through the second exhaust passage 10b to the heat exchange assembly 2. For example, when the battery module is heated, the refrigerant flows out of the exhaust port, through the second heat exchange passage 10g, to the heat exchange assembly 2, and releases heat in the heat exchange assembly 2.

[0090] The thermal management system 100 further includes a third exhaust flow path 10c that communicates the exhaust port with the off-vehicle condenser 130. The refrigerant can flow through the third exhaust flow path 10c to the off-vehicle condenser 130 and release heat in the off-vehicle condenser 130.

[0091] In some embodiments of the present disclosure, the control valve group includes a first on-off valve 61, a second on-off valve 62, and a third on-off valve 63. The first on-off valve 61 is connected in series to the second exhaust flow path 10b, and the third on-off valve 63 is connected between the external condenser 130 and the exhaust port. That is, the third on-off valve 63 is connected in series to the third exhaust flow path 10c. The second on-off valve 62 is connected in series to the first exhaust flow path 10a. When the second on-off valve 62 is closed, the refrigerant in the second exhaust flow path 10b is prevented from flowing toward the air return port.

[0092] The first on-off valve 61 controls the connection and blocking of the second exhaust flow path 10b, and can control whether the refrigerant flows from the exhaust port to the heat exchange assembly 2. When the first on-off valve 61 is closed, the refrigerant is prevented from flowing toward the heat exchange assembly 2. The third on-off valve 63 controls the connection and blocking of the third exhaust flow path 10c, and can control whether the refrigerant flows from the exhaust port to the off-vehicle condenser 130. When the third on-off valve 63 is closed, the refrigerant is prevented from flowing toward the off-vehicle condenser 130.

[0093] As shown in FIG. 1, the first exhaust flow path 10a is connected to the air return port, and the second exhaust flow path 10b is connected to the exhaust port. The second exhaust flow path 10b is connected to the first exhaust flow path 10a. When the second exhaust flow path 10b is controlled so that the first on-off valve 61 is connected, the refrigerant flowing out from the exhaust port flows from the second exhaust flow path 10b to the first exhaust flow path 10a and then directly returns to the air return port. Therefore, by disposing the second on-off valve 62 in the first exhaust flow path 10a, the second on-off valve 62 can control the connection and disconnection of the first exhaust flow path 10a. When the second on-off valve 62 is closed, the refrigerant in the second exhaust flow path 10b is prevented from flowing toward the air inlet.

[0094] In some embodiments of the present disclosure, a third control valve is connected to a second end of the evaporator 120, and a second end of the off-vehicle condenser 130 is selectively in communication with at least one of the first valve group 3 and the third control valve.

[0095] When the external environment is too high, the evaporator 120 is suitable for cooling the interior of the vehicle cabin to lower the temperature therein and improve user comfort. Optionally, the refrigerant absorbs heat in the evaporator 120, and the cooled airflow is provided to the interior of the vehicle cabin through an air duct system, thereby blowing cool air into the interior of the vehicle cabin to cool it. Note that the specific structure of the air duct system is not limited. For example, the air duct system may include an air duct, a fan configured to circulate the airflow in the air duct, and cold air and hot air dampers for controlling the connection and blocking of the air duct. The air duct is suitable for supplying air into the vehicle cabin through an air port. In addition, the air duct system may supply the airflow to an unlimited number of positions within the vehicle cabin, and the position can be determined based on the position of the air port. For example, the airflow may be supplied to the vehicle windows, the upper body or face of a front (or rear) passenger, the lower body or legs of a front (or rear) passenger, etc. This is not limited herein.

[0096] The evaporator 120 can further evaporate and vaporize the refrigerant. The refrigerant absorbs heat and liquefies in the evaporator 120, and the liquid refrigerant is converted into gaseous refrigerant. The gaseous refrigerant is then transported to the air return port, which prevents liquid droplets from causing liquid impact on the functional components of the compressor 11 and ensures the safe and normal operation of the compressor 11.

[0097] A second end of the off-vehicle condenser 130 selectively communicates with at least one of the heat exchange assembly 2 and the evaporator 120, and the refrigerant releases heat through the off-vehicle condenser 130 to become a low-temperature, low-pressure liquid refrigerant. When the second end of the off-vehicle condenser 130 communicates with the heat exchange assembly 2, the refrigerant may flow to the first valve group 3, where the refrigerant is depressurized by the first valve group 3 and the second valve group 4 and vaporized by the heat exchange assembly 2 to become a low-temperature, low-pressure gaseous refrigerant, which then flows through the first exhaust flow path 10a to the air return port. When the second end of the off-vehicle condenser 130 communicates with the evaporator 120, the refrigerant may flow to the third control valve, where the refrigerant is depressurized by the third control valve and vaporized by the evaporator 120 to become a low-temperature, low-pressure gaseous refrigerant, which then flows to the air return port.

[0098] The second end of the off-vehicle condenser 130 may be separately connected to the first valve group 3, or the second end of the off-vehicle condenser 130 may be separately connected to only the third control valve, or the second end of the off-vehicle condenser 130 may be simultaneously connected to the first valve group 3 and the third control valve, which can be selected based on actual use.

[0099] In one embodiment of the present disclosure, the third control valve is a third electronic expansion valve 65. The electronic expansion valve has opening / closing and flow rate adjustment functions. The third electronic expansion valve 65 can throttle and depressurize the refrigerant flowing through it, and the depressurized refrigerant is delivered to the evaporator 120 to ensure the normal operation of the evaporator 120. The electronic expansion valve can selectively seal the pipe in which the electronic expansion valve is located to control the flow or retention of refrigerant in the pipe. The third electronic expansion valve 65 can control the connection or disconnection between the second end of the off-vehicle condenser 130 and the evaporator 120.

[0100] In some embodiments of the present disclosure, as shown in FIGS. 1 and 4 , the thermal management system 100 further includes a bypass flow path 10d. A fourth on-off valve 64 is connected in series to the bypass flow path 10d, and the bypass flow path 10d is connected in parallel to the evaporator 120 and the third throttling element, which are connected in series. The fourth on-off valve 64 can control the connection and disconnection of the bypass flow path 10d. When the fourth on-off valve 64 connects the bypass flow path 10d, the refrigerant returns to the air inlet through the bypass flow path 10d. When the fourth on-off valve 64 blocks the bypass flow path 10d, the refrigerant returns to the air inlet through the flow path in which the evaporator 120 is located.

[0101] In some embodiments of the present disclosure, the thermal management system 100 further includes an on-board condenser 15. An exhaust port of the compressor 11 is connected to a first end of the on-board condenser 15, and a second end of the on-board condenser 15 is connected to a second port of the first heat exchanger 12.

[0102] In the refrigerant loop formed by the compressor 11, the on-board condenser 15, and the first heat exchanger 12, the high-temperature, high-pressure gaseous refrigerant flowing out from the exhaust port of the compressor 11 exchanges heat in the on-board condenser 15, whereby the refrigerant releases heat and liquefies. The refrigerant then absorbs heat and is vaporized in the first heat exchanger 12, where it is throttled and reduced in pressure, and finally becomes a low-temperature, low-pressure gaseous refrigerant flowing in from the air inlet of the compressor 11.

[0103] It can be appreciated that the on-board condenser 15, the heat exchange assembly 2, and the off-board condenser 130 are all connected to the exhaust port of the compressor 11. In accordance with the present disclosure, a control valve arrangement can be used to control the direction of refrigerant flow and thereby control the operation of the thermal management system 100. A first end of the on-board condenser 15 is connected to the control valve arrangement, which operates to direct the refrigerant at the exhaust port to at least one of the on-board condenser 15, the second throttle valve arrangement, and the off-board condenser 130.

[0104] The second end of the on-board condenser 15 is connected to the first heat exchanger 12 through a fourth control valve. In one embodiment of the present disclosure, the fourth control valve is a fourth electronic expansion valve 66, which has opening / closing and flow rate adjustment functions. The fourth electronic expansion valve 66 can throttle and reduce the pressure of the refrigerant flowing through it. The electronic expansion valve can further selectively seal the pipe in which the electronic expansion valve is located to control the flow or stagnation of the refrigerant in the pipe in which the electronic expansion valve is located. The fourth electronic expansion valve 66 can control the flow or interruption of the refrigerant in the pipe in which the on-board condenser 15 is located.

[0105] It can be appreciated that refrigerant can flow into multiple refrigerant loops simultaneously, and that the multiple refrigerant loops may be in communication with one another or may have overlapping portions. Accordingly, the thermal management system 100 according to the present disclosure further includes multiple valves to prevent the refrigerants flowing through the different refrigerant loops from interfering with each other, which would otherwise reduce the operating efficiency of the thermal management system 100.

[0106] In some embodiments of the present disclosure, the thermal management system 100 further includes a first switching valve, which is disposed between the heat exchange assembly 2 and the third heat exchanger 81. The first switching valve can control the flow of refrigerant from the heat exchange assembly 2 to the third heat exchanger 81 to improve the fluidity of the refrigerant and the operational stability of the thermal management system 100.

[0107] In one embodiment of the present disclosure, the first switching valve is configured as a first check valve 71. One end of the first check valve 71 is connected to the end of the second valve group 4 remote from the heat exchange assembly 2, and the other end of the first check valve 71 is connected to the third heat exchanger 81. The first check valve 71 is configured to allow the refrigerant to flow from the heat exchange assembly 2 to the third heat exchanger 81.

[0108] When the refrigerant flows into the refrigerant loop formed by the compressor 11, the evaporator 120, and the off-vehicle condenser 130, and simultaneously flows into the refrigerant loop formed by the compressor 11, the evaporator 120, and the heat exchange assembly 2, the refrigerant flowing out of the off-vehicle condenser 130 and the refrigerant flowing out of the heat exchange assembly 2 after the battery module is heated are collected, and then subjected to processes such as throttling and evaporation before returning to the compressor 11. The first check valve 71 can prevent the refrigerant flowing out of the off-vehicle condenser 130 from flowing into the heat exchange assembly 2, improving the stability of the refrigerant flow.

[0109] Similarly, a fourth check valve 74 is further disposed at the second end of the off-vehicle condenser 130. The fourth check valve 74 is configured to allow refrigerant to flow out of the second end of the off-vehicle condenser 130 but prevent refrigerant from flowing in through the second end of the off-vehicle condenser 130. When refrigerant flows into the refrigerant loop formed by the compressor 11, the off-vehicle condenser 130, and the evaporator 120, and simultaneously flows into the refrigerant loop formed by the compressor 11, the evaporator 120, and the heat exchange assembly 2, the refrigerant flowing out of the off-vehicle condenser 130 and the refrigerant flowing out of the heat exchange assembly 2 after heating the battery module are recovered, then subjected to processes such as throttling and evaporation, and returned to the compressor 11. The provision of the first check valve 71 prevents refrigerant flowing out of the heat exchange assembly 2 from flowing into the off-vehicle condenser 130, improving the fluidity of the refrigerant.

[0110] In some embodiments of the present disclosure, the thermal management system 100 further includes a second switching valve, which is disposed between the heat exchange assembly 2 and the second port of the second heat exchanger 13. The second switching valve can control the flow of refrigerant from the second heat exchanger 13 to the heat exchange assembly 2 to improve the fluidity of the refrigerant and the operational stability of the thermal management system 100.

[0111] In one embodiment of the present disclosure, the second switching valve is configured as a second check valve 72. One end of the second check valve 72 is connected to the end of the second valve group 4 remote from the heat exchange assembly 2, and the other end of the second check valve 72 is connected to the connection end of the first heat exchanger 12 and the second heat exchanger 13. The second check valve 72 is configured to allow the refrigerant to flow from the second heat exchanger 13 to the heat exchange assembly 2.

[0112] When refrigerant flows into the refrigerant loop formed jointly by the compressor 11, the heat exchange assembly 2, and the off-vehicle condenser 130, the second check valve 72 can control the flow of refrigerant from the second heat exchanger 13 to the heat exchange assembly 2.

[0113] It can be understood that the functions of the first check valve 71 and the second check valve 72 are complementary. If only the first check valve 71 is provided, the refrigerant cannot flow through the off-vehicle condenser 130 to the heat exchange assembly 2. If only the second check valve 72 is provided, the refrigerant loop formed by the compressor 11, the evaporator 120, and the heat exchange assembly 2 cannot be closed. Therefore, by providing both the first check valve 71 and the second check valve 72, the refrigerant can flow in an orderly manner, improving the operational stability of the thermal management system 100.

[0114] In some other embodiments of the present disclosure, a two-way valve is disposed between the heat exchange assembly 2 and the connecting ends of the second heat exchanger 13 and the first heat exchanger 12, thereby controlling the flow of refrigerant from the first heat exchanger 12 to the heat exchange assembly 2 and also controlling the flow of refrigerant from the heat exchange assembly 2 to the first heat exchanger 12.

[0115] In some embodiments of the present disclosure, the thermal management system 100 further includes a third switching valve, which is disposed between the heat exchange assembly 2 and the air inlet of the compressor 11 .

[0116] It can be seen that the heat exchange assembly 2, the evaporator 120, and the off-vehicle condenser 130 are all in communication with the air inlet of the compressor 11. The third switching valve is disposed between the heat exchange assembly 2 and the air inlet of the compressor 11, so that the refrigerant flowing into the air inlet can be prevented from flowing into the heat exchange assembly 2, which would otherwise be damaged.

[0117] In one embodiment of the present disclosure, the third switching valve is configured as a third check valve 73, and the third check valve 73 is disposed between the heat exchange assembly 2 and the air inlet of the compressor 11. The third check valve 73 is configured to allow the refrigerant to flow from the heat exchange assembly 2 to the air inlet of the compressor 11, thereby preventing the refrigerant flowing into the air inlet from flowing into the heat exchange assembly 2, and improving the safety of use of the heat exchange assembly 2.

[0118] In some embodiments of the present disclosure, as shown in Fig. 67, the thermal management system 100 further includes a secondary circulation loop 103, both ends of which are connected to the air inlet and the exhaust port, respectively. The thermal management system 100 includes a third valve group 5, which is configured to open and close the secondary circulation loop 103 and throttle and reduce the pressure of the refrigerant.

[0119] It can be understood that the compressor pressurizes the refrigerant to operate and increase the temperature of the refrigerant, and the refrigerant can release heat in the refrigerant loop. When the thermal management system 100 has a large demand for heat released by the refrigerant, the refrigerant can circulate in the secondary circulation loop, and the compressor 11 pressurizes the refrigerant to operate and increase the temperature of the refrigerant, so that the refrigerant can release a large amount of heat and improve the heating capacity of the thermal management system 100.

[0120] In some embodiments of the present disclosure, as shown in FIG. 2 , the thermal management system 100 further includes a high-pressure thermal management subsystem 1001. The high-pressure thermal management subsystem 1001 includes a third heat exchanger 81 and a circulation loop 102. The third heat exchanger 81 has a first flow path 81 a and a second flow path 81 b. A first port of the first flow path 81 a is connected to the heat exchange assembly 2 and a second end of the on-board condenser 15, and a second port of the first flow path 81 a is connected to a second port of the first heat exchanger 12. The second flow path 81 b is disposed on the circulation loop 102, and the circulation loop 102 is configured to exchange heat with the high-pressure thermal management subsystem 1001.

[0121] The first flow path 81a is connected in series to the refrigerant circulation loop 101, and the second flow path 81b is connected in series to the circulation loop 102. The first flow path 81a and the second flow path 81b are located together in the third heat exchanger 81, and the first flow path 81a and the second flow path 81b can exchange heat with each other.

[0122] If the temperature of the coolant flowing into the second flow path 81b is higher than the temperature of the refrigerant flowing into the first flow path 81a, the refrigerant flows through the third heat exchanger 81 to absorb heat, or if the temperature of the coolant flowing into the second flow path 81b is lower than the temperature of the refrigerant flowing into the first flow path 81a, the refrigerant flows through the third heat exchanger 81 to release heat.

[0123] In some embodiments of the present disclosure, the high-pressure thermal management subsystem 1001 further includes a first radiator 82 and a second radiator 83. The first radiator 82 exchanges heat with the vehicle's electronic motor controls, and the first radiator 82 is connected between the circulation loop 102 and the second radiator 83. The second radiator 83 is adapted to exchange heat with the environment outside the vehicle.

[0124] The coolant can enter the circulation loop 102, exchange heat with the first radiator 82, and then enter the second flow path 81b to exchange heat with the refrigerant, whereby the refrigerant is heated by heat generated by the vehicle's electronic motor control, or the refrigerant is cooled and the electronic motor control is heated by the heat of the refrigerant.

[0125] A first port of the first flow path 81a is selectively connected to at least one of the heat exchange assembly 2 and the second end of the on-board condenser 15, and a second port of the first flow path 81a is selectively connected to at least one of the second end of the off-vehicle condenser 130 and the second end of the evaporator 120. The refrigerant can also exchange heat as it flows through the third heat exchanger 81, so that the third heat exchanger 81 can also form a refrigerant loop with other elements.

[0126] With reference to Figures 3-18, several embodiments of the thermal management system 100 operating under different operating conditions are briefly described below.

[0127] Example 1 is only under operating conditions for heating the interior of the vehicle.

[0128] 3, refrigerant flows into the first refrigerant loop formed by the compressor 11, the on-board condenser 15, and the third heat exchanger 81 only under operating conditions for heating the vehicle cabin. In this case, the first on-off valve 61 blocks the second exhaust flow path 10b, the second on-off valve 62 blocks the first exhaust flow path 10a, the third on-off valve 63 blocks the third exhaust flow path 10c, and the fourth on-off valve 64 connects the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 block the lines, the third electronic expansion valve 65 blocks the lines, and the fourth electronic expansion valve 66 connects the lines, thereby achieving a throttling function.

[0129] The high-temperature, high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11 and flows through the second exhaust flow path 10b to the on-board condenser 15, where the refrigerant liquefies and releases heat. The refrigerant is then throttled and reduced in pressure by the fourth electronic expansion valve 66, and then flows to the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81, and finally becomes low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11 along the bypass flow path 10d, whereby the on-board condenser 15 heats the vehicle interior.

[0130] Example 2 is only under operating conditions that heat the battery module.

[0131] As shown in FIG. 4, the refrigerant flows into the second refrigerant loop formed by the compressor 11, the heat exchange assembly 2, and the third heat exchanger 81 only under operating conditions for heating the battery modules. In this case, the first on-off valve 61 connects the second exhaust flow path 10b, the second on-off valve 62 blocks the first exhaust flow path 10a, the third on-off valve 63 blocks the third exhaust flow path 10c, and the fourth on-off valve 64 connects the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 connect the lines to achieve a throttling function. The third electronic expansion valve 65 blocks the lines, and the fourth electronic expansion valve 66 also blocks the lines.

[0132] The high-temperature, high-pressure gaseous refrigerant flows out of the exhaust port of the compressor 11 and through the second exhaust flow path 10b to the heat exchange assembly 2. After first being decompressed by the first and second throttling elements 41 and 42, the refrigerant liquefies and releases heat at the first and second heat exchange plates 21 and 22. The refrigerant is then throttled and decompressed by the third electronic expansion valve 65 and the fourth expansion valve before flowing to the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81. Finally, the refrigerant becomes low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11 along the bypass flow path 10d, whereby the first and second heat exchange plates 21 and 22 heat the battery modules.

[0133] The third embodiment is under operating conditions for heating the vehicle interior and the battery module. The third embodiment is actually implemented by simultaneously operating the first and second embodiments.

[0134] As shown in FIG. 5, under operating conditions for heating the vehicle cabin and battery module, refrigerant flows into a first refrigerant loop formed by the compressor 11, the on-board condenser 15, and the third heat exchanger 81, and flows into a second refrigerant loop formed by the compressor 11, the heat exchange assembly 2, and the third heat exchanger 81. In this case, the first on-off valve 61 connects the second exhaust flow path 10b, the second on-off valve 62 blocks the first exhaust flow path 10a, the third on-off valve 63 blocks the third exhaust flow path 10c, and the fourth on-off valve 64 connects the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 connect the lines to perform a throttling function. The third electronic expansion valve 65 blocks the lines, and the fourth electronic expansion valve 66 connects the lines to perform a throttling function.

[0135] The high-temperature, high-pressure gaseous refrigerant flows out of the exhaust port of the compressor 11 and through the second exhaust flow path 10b to the on-board condenser 15 and the heat exchange assembly 2. The refrigerant flowing to the on-board condenser 15 liquefies and releases heat in the on-board condenser 15. The refrigerant is then throttled and reduced in pressure by the fourth electronic expansion valve 66 before flowing to the third heat exchanger 81. The refrigerant flowing to the heat exchange assembly 2 is first depressurized by the first throttling element 41 and the second throttling element 42, and then liquefied and releases heat at the first heat exchange plate 21 and the second heat exchange plate 22. The refrigerant is then throttled and reduced in pressure by the third electronic expansion valve 65 and the fourth expansion valve before flowing to the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81, and finally becomes a low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11 along the bypass flow path 10d, thereby causing the on-board condenser 15 to heat the interior of the vehicle cabin and the first heat exchange plate 21 and the second heat exchange plate 22 to heat the battery module.

[0136] Example 4 is only under operating conditions for cooling the interior of the vehicle.

[0137] As shown in Figure 6, refrigerant flows into the third refrigerant loop formed by the compressor 11, the external condenser 130, and the evaporator 120 only under operating conditions for cooling the vehicle cabin. In this case, the first on-off valve 61 blocks the second exhaust flow path 10b, the second on-off valve 62 blocks the first exhaust flow path 10a, the third on-off valve 63 connects the third exhaust flow path 10c, and the fourth on-off valve 64 blocks the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 block the lines, and the third electronic expansion valve 65 connects the lines, achieving a throttling function. The fourth electronic expansion valve 66 blocks the lines.

[0138] The high-temperature, high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11 and flows through the third exhaust flow path 10c to the external condenser 130, where the refrigerant is liquefied and releases heat. The refrigerant is then throttled and reduced in pressure by the third electronic expansion valve 65, and then flows to the evaporator 120. The refrigerant absorbs heat and is vaporized in the evaporator 120, eventually becoming a low-temperature, low-pressure gaseous refrigerant that flows in from the air inlet of the compressor 11, whereby the evaporator 120 cools the interior of the vehicle.

[0139] Example 5 is under operating conditions that only cool the battery module.

[0140] As shown in Figure 7, the refrigerant flows into the fourth refrigerant loop formed by the compressor 11, the external condenser 130, and the heat exchange assembly 2 only under operating conditions for cooling the battery modules. In this case, the first on-off valve 61 blocks the second exhaust flow path 10b, the second on-off valve 62 connects the first exhaust flow path 10a, the third on-off valve 63 connects the third exhaust flow path 10c, and the fourth on-off valve 64 blocks the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 connect their lines to achieve a throttling function. The third electronic expansion valve 65 blocks their lines, and the fourth electronic expansion valve 66 also blocks their lines.

[0141] The high-temperature, high-pressure gaseous refrigerant flows out of the exhaust port of the compressor 11 and through the third exhaust flow path 10c to the off-vehicle condenser 130. The refrigerant liquefies and releases heat in the off-vehicle condenser 130. The refrigerant is then throttled and reduced in pressure by the first electronic expansion valve 31 and the second electronic expansion valve 32, before flowing to the first heat exchange plate 21 and the second heat exchange plate 22. The refrigerant absorbs heat and is vaporized by the first heat exchange plate 21 and the second heat exchange plate 22. The refrigerant is then throttled and reduced in pressure by the first throttle element 41 and the second throttle element 42, and finally becomes low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11. The first heat exchange plate 21 and the second heat exchange plate 22 then cool the battery modules.

[0142] The sixth embodiment is under the operating conditions of cooling the interior of the vehicle and cooling the battery module. The sixth embodiment is actually implemented by simultaneously operating the fourth and fifth embodiments.

[0143] As shown in FIG. 8 , under operating conditions for cooling the vehicle cabin and the battery module, refrigerant flows into a third refrigerant loop formed by the compressor 11, the off-vehicle condenser 130, and the evaporator 120, and then flows into a fourth refrigerant loop formed by the compressor 11, the off-vehicle condenser 130, and the heat exchange assembly 2. In this case, the first on-off valve 61 blocks the second exhaust flow path 10b, the second on-off valve 62 connects the first exhaust flow path 10a, the third on-off valve 63 connects the third exhaust flow path 10c, and the fourth on-off valve 64 blocks the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 connect the lines to perform a throttling function. The third electronic expansion valve 65 connects the lines to perform a throttling function, and the fourth electronic expansion valve 66 blocks the lines.

[0144] The high-temperature, high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11 and flows through the third exhaust flow path 10c to the off-vehicle condenser 130. The refrigerant liquefies and releases heat in the off-vehicle condenser 130. The refrigerant is then throttled and reduced in pressure by the third electronic expansion valve 65, after which a portion of the refrigerant flows to the evaporator 120 and a portion of the refrigerant flows to the heat exchange assembly 2. The refrigerant flowing to the evaporator 120 absorbs heat and is vaporized there, finally becoming a low-temperature, low-pressure gaseous refrigerant. The refrigerant flowing to the heat exchange assembly 2 is first throttled and reduced in pressure by the first electronic expansion valve 31 and the second electronic expansion valve 32, then absorbs heat and is vaporized by the first heat exchange plate 21 and the second heat exchange plate 22, and then throttled and reduced in pressure by the first throttling element 41 and the second throttling element 42, finally becoming a low-temperature, low-pressure gaseous refrigerant. The refrigerant flowing out of the evaporator 120 and the refrigerant flowing out of the first and second throttling elements 41 and 42 are mixed together and then both flow into the air inlet of the compressor 11. Therefore, the evaporator 120 cools the interior of the vehicle, and the first and second heat exchange plates 21 and 22 cool the battery module.

[0145] The seventh embodiment is under the operating conditions of cooling the interior of the vehicle and heating the battery module. The seventh embodiment is actually implemented by simultaneously operating the fourth and second embodiments.

[0146] As shown in FIG. 9 , under operating conditions for cooling the vehicle cabin and heating the battery module, refrigerant flows into the third refrigerant loop formed by the compressor 11, the external condenser 130, and the evaporator 120, and then flows into the second refrigerant loop formed by the compressor 11, the heat exchange assembly 2, and the third heat exchanger 81. In this case, the first on-off valve 61 connects the second exhaust flow path 10b, the second on-off valve 62 blocks the first exhaust flow path 10a, the third on-off valve 63 connects the third exhaust flow path 10c, and the fourth on-off valve 64 connects the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 connect the lines to perform a throttling function. The third electronic expansion valve 65 connects the lines to perform a throttling function, and the fourth electronic expansion valve 66 blocks the lines.

[0147] The high-temperature, high-pressure gaseous refrigerant flows out of the exhaust port of the compressor 11. A portion of the refrigerant flows through the third exhaust flow path 10c to the off-vehicle condenser 130. The refrigerant liquefies and releases heat in the off-vehicle condenser 130. The refrigerant then flows to the evaporator 120. Another portion of the refrigerant flows through the second exhaust flow path 10b to the heat exchange assembly 2. After first being decompressed by the first throttling element 41 and the second throttling element 42, the refrigerant liquefies and releases heat in the first heat exchange plate 21 and the second heat exchange plate 22. The refrigerant is then throttled and decompressed by the third electronic expansion valve 65 and the fourth expansion valve, and then flows to the third heat exchanger 81. The refrigerant that flows out of the off-vehicle condenser 130 and the refrigerant that flows out of the third heat exchanger 81 are mixed to form a gas-liquid mixture. A low-temperature, low-pressure gaseous refrigerant flows into the air inlet of the compressor 11 along the bypass flow path 10d, and the liquid refrigerant is throttled and decompressed by the third electronic expansion valve 65 before flowing into the evaporator 120. The refrigerant absorbs heat and is vaporized in the evaporator 120, eventually becoming a low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11. Therefore, the evaporator 120 cools the vehicle interior, and the first heat exchange plate 21 and the second heat exchange plate 22 heat the battery module.

[0148] In Example 8, the vehicle interior is cooled and the battery module is heated. In Example 8, the ratio of the demand for cooling the vehicle interior to the demand for heating the battery module is different from that in Example 7, so the refrigerant may not pass through the bypass flow path 10d. Example 8 differs from Example 7 in that the fourth on-off valve 64 blocks the bypass flow path 10d.

[0149] As shown in FIG. 10 , under operating conditions for cooling the vehicle cabin and heating the battery module, refrigerant flows into a third refrigerant loop formed by the compressor 11, the external condenser 130, and the evaporator 120. The refrigerant then flows into a fifth refrigerant loop formed by the compressor 11, the heat exchange assembly 2, the third heat exchanger 81, and the evaporator 120. In this case, the first on-off valve 61 connects the second exhaust flow path 10b, the second on-off valve 62 blocks the first exhaust flow path 10a, the third on-off valve 63 connects the third exhaust flow path 10c, and the fourth on-off valve 64 blocks the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 connect the lines to perform a throttling function. The third electronic expansion valve 65 connects the lines to perform a throttling function, and the fourth electronic expansion valve 66 blocks the lines.

[0150] The high-temperature, high-pressure gaseous refrigerant flows out of the exhaust port of the compressor 11. A portion of the refrigerant flows through the third exhaust flow path 10c to the off-vehicle condenser 130. The refrigerant liquefies and releases heat in the off-vehicle condenser 130. The refrigerant then flows to the evaporator 120. Another portion of the refrigerant flows through the second exhaust flow path 10b to the heat exchange assembly 2. After first being decompressed by the first throttling element 41 and the second throttling element 42, the refrigerant liquefies and releases heat in the first heat exchange plate 21 and the second heat exchange plate 22. The refrigerant is then throttled and decompressed by the third electronic expansion valve 65 and the fourth expansion valve, and then flows to the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81. The refrigerant also flows to the evaporator 120. The refrigerant flowing out of the off-vehicle condenser 130 and the third heat exchanger 81 are mixed to form a gas-liquid mixture. The gas-liquid mixed refrigerant absorbs heat and is vaporized in the evaporator 120, eventually becoming a low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11. Therefore, the evaporator 120 cools the interior of the vehicle, and the first heat exchange plate 21 and the second heat exchange plate 22 heat the battery module.

[0151] Example 9 is under the operating conditions of heating the vehicle interior and cooling the battery module. Example 9 is actually implemented by simultaneously operating Example 1 and Example 5.

[0152] As shown in FIG. 11 , under operating conditions for heating the vehicle cabin and cooling the battery module, refrigerant flows into a first refrigerant loop formed by the compressor 11, the on-board condenser 15, and the third heat exchanger 81, and into a fourth refrigerant loop formed by the compressor 11, the off-board condenser 130, and the heat exchange assembly 2. In this case, the first on-off valve 61 blocks the second exhaust flow path 10b, the second on-off valve 62 connects the first exhaust flow path 10a, the third on-off valve 63 connects the third exhaust flow path 10c, and the fourth on-off valve 64 connects the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 connect the lines to perform a throttling function. The third electronic expansion valve 65 blocks the lines, and the fourth electronic expansion valve 66 connects the lines to perform a throttling function.

[0153] The high-temperature, high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and a portion of the refrigerant flows through the second exhaust flow path 10b to the on-board condenser 15. The refrigerant liquefies and releases heat in the on-board condenser 15. The refrigerant is then throttled and reduced in pressure by the fourth electronic expansion valve 66, and then flows to the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81 before flowing out. Another portion of the refrigerant flows through the third exhaust flow path 10c to the off-vehicle condenser 130. The refrigerant liquefies and releases heat in the off-vehicle condenser 130 before flowing out. The refrigerant flowing out of the third heat exchanger 81 and the refrigerant flowing out of the off-vehicle condenser 130 are mixed together to form a gas-liquid mixture. The gaseous refrigerant flows into the air inlet of the compressor 11 along the bypass flow path 10d, and the liquid refrigerant is throttled and decompressed by the first electronic expansion valve 31 and the second electronic expansion valve 32, and then flows to the first heat exchange plate 21 and the second heat exchange plate 22. The refrigerant absorbs heat and is vaporized by the first heat exchange plate 21 and the second heat exchange plate 22, and is throttled and decompressed by the first throttle element 41 and the second throttle element 42, finally becoming a low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11. Therefore, the on-board condenser 15 heats the interior of the vehicle cabin, and the first heat exchange plate 21 and the second heat exchange plate 22 cool the battery module.

[0154] In Example 10, the vehicle interior is heated and the battery module is cooled. In Example 10, the ratio of vehicle interior cooling demand to battery module heating demand is different from Example 9, so the refrigerant may not pass through the bypass flow path 10d. Example 10 differs from Example 9 in that the fourth on-off valve 64 blocks the bypass flow path 10d.

[0155] As shown in FIG. 12 , under operating conditions for heating the vehicle cabin and cooling the battery module, the refrigerant flows into a sixth refrigerant loop formed by the compressor 11, the on-board condenser 15, the third heat exchanger 81, and the heat exchange assembly 2, and into a fourth refrigerant loop formed by the compressor 11, the off-board condenser 130, and the heat exchange assembly 2. In this case, the first on-off valve 61 blocks the second exhaust flow path 10b, the second on-off valve 62 connects the first exhaust flow path 10a, the third on-off valve 63 connects the third exhaust flow path 10c, and the fourth on-off valve 64 blocks the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 connect the lines to perform a throttling function. The third electronic expansion valve 65 blocks the lines, and the fourth electronic expansion valve 66 connects the lines to perform a throttling function.

[0156] The high-temperature, high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and a portion of it flows through the second exhaust flow path 10b to the on-board condenser 15. The refrigerant liquefies and releases heat in the on-board condenser 15. The refrigerant is then throttled and reduced in pressure by the fourth electronic expansion valve 66 before flowing to the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81 before flowing out. Another portion of the refrigerant flows through the third exhaust flow path 10c to the off-vehicle condenser 130. The refrigerant liquefies and releases heat in the off-vehicle condenser 130 before flowing out. The refrigerant flowing out of the third heat exchanger 81 and the off-vehicle condenser 130 are mixed together to form a gas-liquid mixture. The gas-liquid mixed refrigerant is throttled and reduced in pressure by the first electronic expansion valve 31 and the second electronic expansion valve 32, and then flows to the first heat exchanger plate 21 and the second heat exchanger plate 22. The refrigerant absorbs heat and is vaporized by the first heat exchange plate 21 and the second heat exchange plate 22, then is throttled and reduced in pressure by the first throttling element 41 and the second throttling element 42, and finally becomes a low-temperature, low-pressure gaseous refrigerant that flows in from the air inlet of the compressor 11. Therefore, the on-board condenser 15 heats the interior of the vehicle, and the first heat exchange plate 21 and the second heat exchange plate 22 cool the battery module.

[0157] Example 11 is under operating conditions for heating and dehumidifying the interior of the vehicle.

[0158] As shown in FIG. 13, under operating conditions for heating and dehumidifying the vehicle cabin, refrigerant flows into a first refrigerant loop formed by the compressor 11, the on-board condenser 15, and the third heat exchanger 81, and into a third refrigerant loop formed by the compressor 11, the off-board condenser 130, and the evaporator 120. In this case, the first on-off valve 61 blocks the second exhaust flow path 10b, the second on-off valve 62 blocks the first exhaust flow path 10a, the third on-off valve 63 connects the third exhaust flow path 10c, and the fourth on-off valve 64 connects the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 block the lines, while the third electronic expansion valve 65 connects the lines, achieving a throttling function. The fourth electronic expansion valve 66 connects the lines, achieving a throttling function.

[0159] The high-temperature, high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and a portion of the refrigerant flows through the second exhaust flow path 10b to the on-board condenser 15. The refrigerant liquefies and releases heat in the on-board condenser 15. The refrigerant is then throttled and reduced in pressure by the fourth electronic expansion valve 66, and then flows to the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81, and then flows out of the third heat exchanger 81. Another portion of the refrigerant flows through the third exhaust flow path 10c to the off-vehicle condenser 130. The refrigerant that flows out of the third heat exchanger 81 and the refrigerant that flows out of the condenser 130 are mixed together and become a gas-liquid mixture. The gaseous refrigerant flows into the air inlet of the compressor 11 along the bypass flow path 10d, and the liquid refrigerant is throttled and decompressed by the third electronic expansion valve 65 before flowing to the evaporator 120. The refrigerant absorbs heat and is vaporized in the evaporator 120, eventually becoming a low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11. Therefore, the on-board condenser 15 heats the vehicle cabin, and the evaporator 120 cools the vehicle cabin, so that in cold weather the moisture in the vehicle cabin is liquefied to dehumidify the vehicle cabin.

[0160] In the twelfth embodiment, the vehicle interior is heated and dehumidified. In the twelfth embodiment, the ratio of the demand for heating the vehicle interior to the demand for dehumidification is different from that in the eleventh embodiment, so the refrigerant may not pass through the bypass passage 10d. In the twelfth embodiment, the fourth on-off valve 64 blocks the bypass passage 10d.

[0161] As shown in FIG. 14, under operating conditions for heating and dehumidifying the vehicle cabin, refrigerant flows into a seventh refrigerant loop formed by the compressor 11, the on-board condenser 15, the third heat exchanger 81, and the evaporator 120, and refrigerant flows into a third refrigerant loop formed by the compressor 11, the off-board condenser 130, and the evaporator 120. In this case, the first on-off valve 61 blocks the second exhaust flow path 10b, the second on-off valve 62 blocks the first exhaust flow path 10a, the third on-off valve 63 blocks the third exhaust flow path 10c, and the fourth on-off valve 64 connects the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 block the lines, while the third electronic expansion valve 65 connects the lines to realize a throttling function. The fourth electronic expansion valve 66 connects the lines to realize a throttling function.

[0162] The high-temperature, high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and a portion of the refrigerant flows through the second exhaust flow path 10b to the on-board condenser 15. The refrigerant liquefies and releases heat in the on-board condenser 15. The refrigerant is then throttled and reduced in pressure by the fourth electronic expansion valve 66 before flowing to the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81 and flows out from the third heat exchanger 81. Another portion of the refrigerant flows through the third exhaust flow path 10c to the external condenser 130. The refrigerant that flows out from the third heat exchanger 81 and the refrigerant that flows out from the external heat exchanger 130 are mixed together to form a gas-liquid mixture. The gas-liquid mixed refrigerant is then throttled and reduced in pressure by the third electronic expansion valve 65 and flows to the evaporator 120. The refrigerant absorbs heat and is vaporized in the evaporator 120, eventually becoming a low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11. Therefore, the on-board condenser 15 heats the interior of the vehicle, and the evaporator 120 cools the interior of the vehicle, so that in cold weather the moisture in the interior of the vehicle is liquefied to dehumidify the interior of the vehicle.

[0163] Example 13 is under the operating conditions of heating and dehumidifying the interior of the vehicle and cooling the battery module. Example 13 is actually implemented by simultaneously operating Example 11 and Example 5.

[0164] As shown in FIG. 15 , under operating conditions for heating and dehumidifying the vehicle cabin and cooling the battery module, the refrigerant flows into a first refrigerant loop formed by the compressor 11, the on-board condenser 15, and the third heat exchanger 81, a third refrigerant loop formed by the compressor 11, the off-board condenser 130, and the evaporator 120, and a fourth refrigerant loop formed by the compressor 11, the off-board condenser 130, and the heat exchange assembly 2. In this case, the first on-off valve 61 blocks the second exhaust flow path 10b, the second on-off valve 62 connects the first exhaust flow path 10a, the third on-off valve 63 connects the third exhaust flow path 10c, and the fourth on-off valve 64 connects the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 connect pipes to realize a throttling function, and the third electronic expansion valve 65 also connects pipes to realize a throttling function. The fourth electronic expansion valve 66 connects the pipes to realize a throttling function.

[0165] The high-temperature, high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and a portion of the refrigerant flows through the second exhaust flow path 10b to the on-board condenser 15. The refrigerant liquefies and releases heat in the on-board condenser 15. The refrigerant is then throttled and reduced in pressure by the fourth electronic expansion valve 66, and then flows to the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81, and then flows out of the third heat exchanger 81. Another portion of the refrigerant flows through the third exhaust flow path 10c to the external condenser 130. The refrigerant that flows out of the third heat exchanger 81 and the refrigerant that flows out of the external condenser 130 are mixed together and become a gas-liquid mixture. The gaseous refrigerant flows into the air inlet of the compressor 11 along the bypass flow path 10d, and the liquid refrigerant is partially throttled and reduced in pressure by the third electronic expansion valve 65 before flowing to the evaporator 120. The refrigerant absorbs heat and is vaporized in the evaporator 120, finally becoming a low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11. Another portion of the refrigerant is throttled and reduced in pressure by the first electronic expansion valve 31 and the second electronic expansion valve 32, and then flows to the first heat exchange plate 21 and the second heat exchange plate 22. The refrigerant absorbs heat and is vaporized in the first heat exchange plate 21 and the second heat exchange plate 22, and is throttled and reduced in pressure by the first throttling element 41 and the second throttling element 42, finally becoming a low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11. Therefore, the on-board condenser 15 heats the interior of the vehicle, and the evaporator 120 cools the interior of the vehicle, so that in cold weather the moisture in the interior of the vehicle is liquefied to dehumidify the interior, and the first heat exchange plate 21 and the second heat exchange plate 22 cool the battery module.

[0166] Example 14 is under the operating conditions of heating and dehumidifying the interior of the vehicle and cooling the battery module. Example 14 is actually implemented by simultaneously operating Example 12 and Example 5.

[0167] 16, under the operating conditions of heating and dehumidifying the vehicle interior and cooling the battery module, the refrigerant flows into a seventh refrigerant loop formed by the compressor 11, the on-board condenser 15, the third heat exchanger 81, and the evaporator 120, and also flows into a third refrigerant loop formed by the compressor 11, the off-board condenser 130, and the evaporator 120, and further flows into a fourth refrigerant loop formed by the compressor 11, the off-board condenser 130, and the heat exchange assembly 2. In this case, the first on-off valve 61 blocks the second exhaust flow path 10b, the second on-off valve 62 connects the first exhaust flow path 10a, the third on-off valve 63 connects the third exhaust flow path 10c, and the fourth on-off valve 64 blocks the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 are connected to a pipe to realize a throttling function, the third electronic expansion valve 65 is also connected to a pipe to realize a throttling function, and the fourth electronic expansion valve 66 is also connected to a pipe to realize a throttling function.

[0168] The high-temperature, high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and a portion of the refrigerant flows through the second exhaust flow path 10b to the on-board condenser 15. The refrigerant liquefies and releases heat in the on-board condenser 15. The refrigerant is then throttled and reduced in pressure by the fourth electronic expansion valve 66 before flowing to the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81 and flows out from the third heat exchanger 81. Another portion of the refrigerant flows through the third exhaust flow path 10c to the external condenser 130. The refrigerant that flows out from the third heat exchanger 81 and the external heat exchanger 130 are mixed together to form a gas-liquid mixture. The gas-liquid mixed refrigerant is then partially throttled and reduced in pressure by the third electronic expansion valve 65 before flowing to the evaporator 120. The refrigerant absorbs heat and is vaporized in the evaporator 120, finally becoming a low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11. Another portion of the gas-liquid mixed refrigerant is throttled and decompressed by the first electronic expansion valve 31 and the second electronic expansion valve 32, and then flows to the first heat exchange plate 21 and the second heat exchange plate 22. The refrigerant absorbs heat and is vaporized in the first heat exchange plate 21 and the second heat exchange plate 22, and is throttled and decompressed by the first throttling element 41 and the second throttling element 42, finally becoming a low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11. Therefore, the on-board condenser 15 heats the vehicle cabin, and the evaporator 120 cools the vehicle cabin. Therefore, in cold weather, the vehicle cabin is dehumidified by liquefying moisture in the vehicle cabin, and the first heat exchange plate 21 and the second heat exchange plate 22 cool the battery module.

[0169] Example 15 is under the operating conditions of heating and dehumidifying the interior of the vehicle and heating the battery module. Example 15 is actually implemented by the simultaneous operation of Example 11 and Example 2.

[0170] As shown in FIG. 17 , under operating conditions for heating and dehumidifying the vehicle cabin and heating the battery module, the refrigerant flows into a first refrigerant loop formed by the compressor 11, the on-board condenser 15, and the third heat exchanger 81, then flows into a third refrigerant loop formed by the compressor 11, the off-board condenser 130, and the evaporator 120, and then flows into a second refrigerant loop formed by the compressor 11, the off-board condenser 130, and the heat exchange assembly 2. In this case, the first on-off valve 61 connects the second exhaust flow path 10b, the second on-off valve 62 blocks the first exhaust flow path 10a, the third on-off valve 63 connects the third exhaust flow path 10c, and the fourth on-off valve 64 connects the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 connect pipes to perform a throttling function, and the third electronic expansion valve 65 also connects pipes to perform a throttling function. The fourth electronic expansion valve 66 connects the pipes to realize a throttling function.

[0171] The high-temperature, high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and a portion of the refrigerant flows through the second exhaust flow path 10b to the on-board condenser 15. The refrigerant liquefies and releases heat in the on-board condenser 15. The refrigerant is then throttled and reduced in pressure by the fourth electronic expansion valve 66 before flowing to the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81. The refrigerant then flows out of the third heat exchanger 81. A portion of the refrigerant flows through the second exhaust flow path 10b to the heat exchange assembly 2. The refrigerant is first decompressed by the first throttling element 41 and the second throttling element 42, and then liquefies and releases heat at the first heat exchange plate 21 and the second heat exchange plate 22. The refrigerant is then throttled and decompressed by the third electronic expansion valve 65 and the fourth expansion valve, and then mixed with the refrigerant flowing out of the fourth expansion valve and flows into the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81, and flows out of the third heat exchanger 81. The remaining refrigerant flows through the third exhaust flow path 10c to the external condenser 130, where it liquefies and releases heat.

[0172] The refrigerant flowing out from the third heat exchanger 81 and the refrigerant flowing out from the exterior heat exchanger are mixed to form a gas-liquid mixture. The gaseous refrigerant flows into the air inlet of the compressor 11 along the bypass flow path 10d, and the liquid refrigerant is throttled and reduced in pressure by the third electronic expansion valve 65 before flowing to the evaporator 120. The refrigerant absorbs heat and is vaporized in the evaporator 120, eventually becoming a low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11. Therefore, the on-board condenser 15 heats the vehicle cabin, and the evaporator 120 cools the vehicle cabin. In cold weather, the moisture in the vehicle cabin is liquefied to dehumidify the vehicle cabin, and the first heat exchange plate 21 and the second heat exchange plate 22 heat the battery module.

[0173] Example 16 is under the operating conditions of heating and dehumidifying the interior of the vehicle and heating the battery module. Example 15 is actually implemented by the simultaneous operation of Example 12 and Example 2.

[0174] 18, under operating conditions for heating and dehumidifying the vehicle cabin and heating the battery module, the refrigerant flows into a seventh refrigerant loop formed by the compressor 11, the on-board condenser 15, the third heat exchanger 81, and the evaporator 120, and also flows into a third refrigerant loop formed by the compressor 11, the off-vehicle condenser 130, and the evaporator 120, and the refrigerant further flows into a second refrigerant loop formed by the compressor 11, the off-vehicle condenser 130, and the heat exchange assembly 2. In this case, the first on-off valve 61 connects the second exhaust flow path 10b, the second on-off valve 62 blocks the first exhaust flow path 10a, the third on-off valve 63 connects the third exhaust flow path 10c, and the fourth on-off valve 64 blocks the bypass flow path 10d. The first electronic expansion valve 31 and the second electronic expansion valve 32 are connected to a pipe to realize a throttling function, the third electronic expansion valve 65 is also connected to a pipe to realize a throttling function, and the fourth electronic expansion valve 66 is also connected to a pipe to realize a throttling function.

[0175] The high-temperature, high-pressure gaseous refrigerant flows out from the exhaust port of the compressor 11, and a portion of the refrigerant flows through the second exhaust flow path 10b to the on-board condenser 15. The refrigerant liquefies and releases heat in the on-board condenser 15. The refrigerant is then throttled and reduced in pressure by the fourth electronic expansion valve 66 before flowing to the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81. The refrigerant then flows out of the third heat exchanger 81. A portion of the refrigerant flows through the second exhaust flow path 10b to the heat exchange assembly 2. The refrigerant is first decompressed by the first throttling element 41 and the second throttling element 42, and then liquefies and releases heat at the first heat exchange plate 21 and the second heat exchange plate 22. The refrigerant is then throttled and decompressed by the third electronic expansion valve 65 and the fourth expansion valve, and then mixed with the refrigerant flowing out of the fourth expansion valve and flows into the third heat exchanger 81. The refrigerant absorbs heat and is vaporized in the third heat exchanger 81, and flows out of the third heat exchanger 81. The remaining refrigerant flows through the third exhaust flow path 10c to the external condenser 130, where it liquefies and releases heat.

[0176] The refrigerant flowing out from the third heat exchanger 81 and the refrigerant flowing out from the exterior heat exchanger are mixed to form a gas-liquid mixture, and the gas-liquid mixture refrigerant is throttled and reduced in pressure by the third electronic expansion valve 65 before flowing to the evaporator 120. The refrigerant absorbs heat and is vaporized in the evaporator 120, eventually becoming a low-temperature, low-pressure gaseous refrigerant that flows in from the air inlet of the compressor 11. Therefore, the on-board condenser 15 heats the vehicle cabin, and the evaporator 120 cools the vehicle cabin, so that in cold weather the moisture in the vehicle cabin is liquefied to dehumidify the vehicle cabin, and the first heat exchange plate 21 and the second heat exchange plate 22 heat the battery module.

[0177] The several examples described above are intended only to facilitate and simplify the explanation of the present disclosure, but are not intended to indicate or imply that the thermal management system 100 can only operate as shown in the examples under operating conditions, and therefore the examples cannot be understood as limitations on the present disclosure.

[0178] 2, the high-pressure thermal management subsystem 1001 further includes a switching valve group 84. The switching valve group 84 is connected to both ends of the circulation loop 102, the first radiator 82, and the second radiator 83. The switching valve group 84 operates to switch the high-pressure thermal management subsystem 1001 between a first operating condition and a second operating condition.

[0179] The switching valve group 84 can control the flow direction of the coolant, and may heat the coolant with heat generated by the vehicle's electronic motor control, or may dissipate the heat generated by the vehicle's electronic motor control outside the vehicle through the second radiator 83.

[0180] 2 , the switching valve group 84 is a four-way water valve. The four-way water valve includes a first valve 841, a second valve 842, a third valve 843, and a fourth valve 844 that are in communication with each other. The first valve 841 is connected to the third heat exchanger 81, and the second valve 842 is connected to the first radiator 82. The third valve 843 is connected to the second radiator 83, and the fourth valve 844 is connected between the first radiator 82 and the second radiator 83.

[0181] In some embodiments of the present disclosure, the high-pressure thermal management system 100 further includes a water pump 85, which is disposed between the first radiator 82 and the third heat exchanger 81. The water pump 85 is configured to pump coolant from the first radiator 82 to the third heat exchanger 81.

[0182] 19, the high-pressure thermal management subsystem 1001 has a first operating condition. Under the first operating condition, the first radiator 82 and the second flow path 81b form a first loop. In this case, the first valve 841 and the fourth valve 844 of the four-way water valve are opened, and the second valve 842 and the third valve 843 are closed.

[0183] The coolant flowing out of the first radiator 82 flows to the third heat exchanger 81 under the action of the water pump 85, and after exchanging heat with the refrigerant in the first flow path 81a in the second flow path 81b of the third heat exchanger 81, the coolant returns to the first radiator 82 and exchanges heat with the vehicle's electronic motor control unit.

[0184] When the refrigerant circulation loop 101 has a heat absorption demand and the high-pressure thermal management subsystem 1001 has no heat dissipation demand, the high-pressure thermal management subsystem 1001 may operate under a first operating condition. The high-temperature coolant flowing out of the first radiator 82 flows into the second flow path 81b and exchanges heat with the low-temperature refrigerant flowing through the first flow path 81a, so that the heat generated by the vehicle's electronic motor control is transferred to the refrigerant circulation loop 101, and the heat generated by the vehicle's electronic motor control is effectively utilized, thereby improving the heating capacity of the thermal management system 100 while reducing the energy consumption of the thermal management system 100.

[0185] 21, the high-pressure thermal management subsystem 1001 further has a second operating condition. Under the second operating condition, the first radiator 82, the second radiator 83, and the second flow path 81b form a second loop. In this case, the first valve 841 and the third valve 843 of the four-way water valve are opened, and the second valve 842 and the fourth valve 844 are closed.

[0186] The coolant flowing out of the first radiator 82 flows to the third heat exchanger 81 under the action of the water pump 85, and after exchanging heat with the refrigerant in the first flow path 81a in the second flow path 81b of the third heat exchanger 81, the coolant flows to the second radiator 83. After exchanging heat in the second radiator 83, the coolant returns to the first radiator 82 and exchanges heat with the vehicle's electronic motor control unit.

[0187] When the refrigerant circulation loop 101 has a heat absorption demand and the high-pressure thermal management subsystem 1001 has a heat dissipation demand, and the heat dissipation demand of the high-pressure thermal management subsystem 1001 is greater than the heat absorption demand of the refrigerant circulation loop 101, the high-pressure thermal management subsystem 1001 may operate under a second operating condition. The high-temperature refrigerant flowing out of the first radiator 82 flows into the second flow path 81b and exchanges heat with the low-temperature refrigerant flowing through the first flow path 81a, transferring heat generated by the vehicle's electronic motor control unit to the refrigerant circulation loop 101. However, the temperature of the refrigerant after the first heat exchange is still high. Therefore, the refrigerant flows into the second radiator 83 and exchanges heat with the outside environment for a second time to dissipate heat. The heat generated by the vehicle's electronic motor control unit is effectively utilized, thereby improving the heating capacity of the thermal management system 100 and reducing the energy consumption of the thermal management system 100.

[0188] Additionally, when the refrigerant circulation loop 101 has a heat absorption demand but the heat generated by the high-pressure thermal management subsystem 1001 is insufficient and the coolant temperature is lower than the temperature of the outside-vehicle environment, the high-pressure thermal management subsystem 1001 may instead operate under a second operating condition. The coolant exchanges heat with the outside-vehicle environment in the second radiator 83 to raise the coolant temperature. The coolant then flows through the circulation loop 102 to the first radiator 82 and the third heat exchanger 81, exchanging heat with the low-temperature refrigerant flowing through the first flow path 81a and transferring heat from the outside-vehicle environment to the refrigerant circulation loop 101 and the high-pressure thermal management subsystem 1001. The heat can be effectively utilized, thereby improving the heating capacity of the thermal management system 100 while reducing the energy consumption of the thermal management system 100.

[0189] 22, the high-pressure thermal management subsystem 1001 further has a third operating condition. Under the third operating condition, the first radiator 82 and the second radiator 83 form a third loop. In this case, the second valve 842 and the third valve 843 of the four-way water valve are opened, and the first valve 841 and the fourth valve 844 are closed.

[0190] The coolant leaving the first radiator 82 flows to the second radiator 83 under the action of the water pump 85. After exchanging heat with the external environment in the second radiator 83, the coolant returns to the first radiator 82 and exchanges heat with the vehicle's electronic motor controls.

[0191] When the refrigerant circulation loop 101 does not need to absorb heat from the coolant, the high-pressure thermal management subsystem 1001 operates under a third operating condition, regardless of whether the high-pressure thermal management subsystem 1001 has a heat dissipation demand. The hot coolant exiting the first radiator 82 flows directly to the second radiator 83 to exchange heat with the environment outside the vehicle, and the heat generated by the vehicle's electronic motor controls is dissipated to the environment outside the vehicle, so that the high-pressure thermal management subsystem 1001 quickly dissipates heat.

[0192] 20, the high-pressure thermal management subsystem 1001 further has a mixed operating condition. Under the mixed operating condition, the first loop and the second loop circulate simultaneously. In this case, the first valve 841, the third valve 843, and the fourth valve 844 of the four-way water valve are opened, and the second valve 842 is closed.

[0193] The coolant flowing out of the first radiator 82 flows into the third heat exchanger 81 under the action of the water pump 85, and after exchanging heat with the refrigerant in the first flow path 81a in the second flow path 81b of the third heat exchanger 81, a portion of the coolant flows directly back to the first radiator 82 to exchange heat with the vehicle's electronic motor control unit, and another portion flows to the second radiator 83. After exchanging heat in the second radiator 83, the coolant flows back to the first radiator 82 to exchange heat with the vehicle's electronic motor control unit.

[0194] The high-pressure thermal management subsystem 1001 may operate under mixed operating conditions when the refrigerant circulation loop 101 has a heat absorption demand and the high-pressure thermal management subsystem 1001 has a heat dissipation demand, and the heat absorption demand of the refrigerant circulation loop 101 is greater than the heat dissipation demand of the high-pressure thermal management subsystem 1001.

[0195] The hot coolant flowing out of the first radiator 82 flows into the second flow path 81b, where it exchanges heat with the cold coolant flowing through the first flow path 81a, and transfers the heat generated by the vehicle's electronic motor control unit to the coolant circulation loop 101. After the heat exchange, part of the coolant flows back to the first radiator 82, and another part of the coolant flows to the second radiator 83, where it exchanges heat with the outside environment for a second time to dissipate the heat. The heat generated by the vehicle's electronic motor control unit is effectively utilized, thereby improving the heating capacity of the thermal management system 100 while reducing the energy consumption of the thermal management system 100.

[0196] The high-pressure thermal management subsystem 1001 has a first operating condition, a second operating condition, a third operating condition, and a mixed operating condition. The refrigerant in the circulation loop under the third operating condition does not exchange heat with the refrigerant in the refrigerant circulation loop 101, and the refrigerant in the circulation loop under each of the first operating condition, the second operating condition, and the mixed operating condition heats the refrigerant in the refrigerant circulation loop 101. Thus, the operation of the thermal management system 100 under different operating conditions can further be coordinated with the operation of the high-pressure thermal management subsystem 1001 under different operating conditions.

[0197] For example, if only an operating condition for heating the vehicle cabin exists, the operating condition may cooperate with the first operating condition, the second operating condition, and the mixed operating condition of the high-pressure thermal management subsystem 1001 .

[0198] Example 17 is only under the operating condition of heating the passenger compartment. As shown in Figure 23, in this case, the refrigerant operates according to the operating condition of Example 1, and the coolant operates according to the first operating condition.

[0199] The refrigerant circulation path in the seventeenth embodiment will be briefly described below. A high-temperature, high-pressure gaseous refrigerant flows out of the exhaust port of the compressor 11 and through the second exhaust flow path 10b to the on-board condenser 15. The refrigerant liquefies and releases heat in the on-board condenser 15. The refrigerant is then throttled and reduced in pressure by the fourth electronic expansion valve 66 before flowing to the third heat exchanger 81. In the first flow path 81a of the third heat exchanger 81, the refrigerant exchanges heat with the coolant in the second flow path 81b. The refrigerant absorbs heat and is vaporized. Finally, the refrigerant becomes a low-temperature, low-pressure gaseous refrigerant that flows through the air inlet of the compressor 11 along the bypass flow path 10d, causing the on-board condenser 15 to heat the vehicle interior.

[0200] Example 18 is only under the operating condition of heating the passenger compartment. As shown in Figure 24, in this case, the refrigerant operates according to the operating condition of Example 1, and the coolant operates according to the mixed operating condition.

[0201] Example 19 is only under the operating condition of heating the passenger compartment. As shown in Figure 25, in this case, the refrigerant operates according to the operating condition of Example 1, and the coolant operates according to the second operating condition.

[0202] Similarly, operation of the thermal management system 100 under different operating conditions can be coordinated with a first operating condition, a second operating condition, and a mixed operating condition of the high-pressure thermal management subsystem 1001 .

[0203] Example 20 is only under the operating condition of heating the battery module. As shown in Figure 26, in this case, the refrigerant operates according to the operating condition of Example 2, and the coolant operates according to the first operating condition.

[0204] Example 21 is only under the operating condition of heating the battery module. As shown in Figure 27, in this case, the refrigerant operates according to the operating condition of Example 2, and the coolant operates according to the mixed operating condition.

[0205] Example 22 is only under the operating condition of heating the battery module. As shown in Figure 28, in this case, the refrigerant operates according to the operating condition of Example 2, and the coolant operates according to the second operating condition.

[0206] Example 23 is under the operating conditions of heating the vehicle interior and the battery module. As shown in Figure 29, in this case, the refrigerant operates according to the operating conditions of Example 3, and the coolant operates according to the first operating condition.

[0207] Example 24 is under the operating conditions of heating the vehicle interior and the battery module. As shown in Figure 30, in this case, the refrigerant operates according to the operating conditions of Example 3, and the coolant operates according to the mixed operating conditions.

[0208] Example 25 is under the operating condition of heating the vehicle interior and the battery module. As shown in Figure 31, in this case, the refrigerant operates according to the operating condition of Example 3, and the coolant operates according to the second operating condition.

[0209] Example 26 is only under the operating condition of cooling the passenger compartment. As shown in Figure 32, in this case, the refrigerant operates according to the operating condition of Example 4, and the coolant operates according to the first operating condition.

[0210] Example 27 is only under the operating condition of cooling the passenger compartment. As shown in Figure 33, in this case, the refrigerant operates according to the operating condition of Example 4, and the coolant operates according to the mixed operating condition.

[0211] Example 28 is only under the operating condition of cooling the passenger compartment. As shown in Figure 34, in this case, the refrigerant operates based on the operating condition of Example 4, and the coolant operates based on the second operating condition.

[0212] Example 29 is only under the operating condition for cooling the battery module. As shown in Figure 35, in this case, the refrigerant operates under the operating condition of Example 5, and the coolant operates under the third operating condition. Because the refrigerant does not pass through the third heat exchanger 81, the coolant does not exchange heat with the refrigerant, and the refrigerant operates under the third operating condition.

[0213] The refrigerant circulation path in Example 29 will be briefly described below. High-temperature, high-pressure gaseous refrigerant flows from the exhaust port of the compressor 11 and through the third exhaust flow path 10c to the off-vehicle condenser 130. The refrigerant liquefies and releases heat in the off-vehicle condenser 130. The refrigerant is then throttled and reduced in pressure by the first electronic expansion valve 31 and the second electronic expansion valve 32, before flowing to the first heat exchange plate 21 and the second heat exchange plate 22. The refrigerant absorbs heat and is vaporized by the first heat exchange plate 21 and the second heat exchange plate 22. The refrigerant is then throttled and reduced in pressure by the first throttle element 41 and the second throttle element 42, and finally becomes low-temperature, low-pressure gaseous refrigerant that flows into the air inlet of the compressor 11. The first heat exchange plate 21 and the second heat exchange plate 22 then cool the battery modules.

[0214] Example 30 is under the operating conditions of cooling the vehicle interior and the battery module. As shown in Figure 36, in this case, the refrigerant operates under the operating conditions of Example 6, and the coolant operates under the third operating condition.

[0215] Example 31 is under the operating conditions of cooling the vehicle interior and heating the battery module. As shown in Figure 37, in this case, the refrigerant operates according to the operating conditions of Example 7, and the coolant operates according to the first operating condition.

[0216] Example 32 is under the operating conditions of cooling the vehicle interior and heating the battery module. As shown in Figure 38, in this case, the refrigerant operates according to the operating conditions of Example 7, and the coolant operates according to the mixed operating conditions.

[0217] Example 33 is under the operating conditions of cooling the vehicle interior and heating the battery module. As shown in Figure 39, in this case, the refrigerant operates under the operating conditions of Example 7, and the coolant operates under the second operating condition.

[0218] Example 34 is under the operating conditions for cooling the vehicle interior and the battery module. As shown in Figure 40, in this case, the refrigerant operates under the operating conditions of Example 8, and the coolant operates under the first operating condition.

[0219] Example 35 is under the operating conditions of cooling the vehicle interior and heating the battery module. As shown in Figure 41, in this case, the refrigerant operates according to the operating conditions of Example 8, and the coolant operates according to the mixed operating conditions.

[0220] Example 36 is under the operating conditions of cooling the vehicle interior and heating the battery module. As shown in Figure 42, in this case, the refrigerant operates under the operating conditions of Example 8, and the coolant operates under the second operating condition.

[0221] Example 37 is under the operating conditions of heating the vehicle interior and cooling the battery module. As shown in Figure 43, in this case, the refrigerant operates according to the operating conditions of Example 9, and the coolant operates according to the first operating condition.

[0222] Example 38 is under the operating conditions of heating the vehicle interior and cooling the battery module. In this case, the refrigerant operates under the operating conditions of Example 9, and the coolant operates under the mixed operating conditions, as shown in Figure 44.

[0223] Example 39 is under operating conditions for heating the vehicle interior and cooling the battery module. In this case, the refrigerant operates under the operating conditions of Example 9, and the coolant operates under the second operating condition, as shown in Figure 45.

[0224] Example 40 is under the operating conditions of heating the vehicle interior and cooling the battery module. As shown in Figure 46, in this case, the refrigerant operates according to the operating conditions of Example 10, and the coolant operates according to the first operating condition.

[0225] Example 41 is under the operating conditions of heating the vehicle interior and cooling the battery module. In this case, the refrigerant operates under the operating conditions of Example 10, and the coolant operates under the mixed operating conditions, as shown in Figure 47.

[0226] Example 42 is under operating conditions for heating the vehicle interior and cooling the battery module. As shown in Figure 48, in this case, the refrigerant operates under the operating conditions of Example 10, and the coolant operates under the second operating condition.

[0227] Example 43 is under the operating conditions of heating and dehumidifying the passenger compartment. As shown in Figure 49, in this case, the refrigerant operates according to the operating conditions of Example 11, and the coolant operates according to the first operating condition.

[0228] Example 44 is under operating conditions for heating and dehumidifying the passenger compartment. As shown in Figure 50, in this case, the refrigerant operates under the operating conditions of Example 11, and the refrigerant operates under the mixed operating conditions.

[0229] Example 45 is under the operating conditions of heating and dehumidifying the passenger compartment. As shown in Figure 51, in this case, the refrigerant operates under the operating conditions of Example 11, and the coolant operates under the second operating condition.

[0230] Example 46 is under the operating conditions of heating and dehumidifying the passenger compartment. As shown in Figure 52, in this case, the refrigerant operates according to the operating conditions of Example 12, and the coolant operates according to the first operating condition.

[0231] Example 47 is under the operating conditions of heating and dehumidifying the passenger compartment. As shown in Figure 53, in this case, the refrigerant operates under the operating conditions of Example 12, and the refrigerant operates under the mixed operating conditions.

[0232] Example 48 is under operating conditions for heating and dehumidifying the passenger compartment. As shown in Figure 54, in this case, the refrigerant operates under the operating conditions of Example 12, and the coolant operates under the second operating condition.

[0233] Example 49 is under the operating conditions of heating and dehumidifying the vehicle interior and cooling the battery module. As shown in Figure 55, in this case, the refrigerant operates according to the operating conditions of Example 13, and the coolant operates according to the first operating condition.

[0234] Example 50 is under operating conditions for heating and dehumidifying the vehicle interior and cooling the battery module. As shown in Figure 56, in this case, the refrigerant operates under the operating conditions of Example 13, and the coolant operates under the mixed operating conditions.

[0235] Example 51 is under operating conditions for heating and dehumidifying the vehicle interior and cooling the battery module. As shown in Figure 57, in this case, the refrigerant operates under the operating conditions of Example 13, and the coolant operates under the second operating condition.

[0236] Example 52 is under operating conditions for heating and dehumidifying the vehicle interior and cooling the battery module. As shown in Figure 58, in this case, the refrigerant operates under the operating conditions of Example 14, and the coolant operates under the first operating condition.

[0237] Example 53 is under the operating conditions of heating and dehumidifying the vehicle interior and cooling the battery module. As shown in Figure 59, in this case, the refrigerant operates under the operating conditions of Example 14, and the coolant operates under the mixed operating conditions.

[0238] Example 54 is under operating conditions for heating and dehumidifying the vehicle interior and cooling the battery module. As shown in Figure 60, in this case, the refrigerant operates under the operating conditions of Example 14, and the coolant operates under the second operating condition.

[0239] Example 55 is under the operating conditions of heating and dehumidifying the vehicle interior and heating the battery module. As shown in Figure 61, in this case, the refrigerant operates according to the operating conditions of Example 15, and the coolant operates according to the first operating condition.

[0240] Example 56 is under the operating conditions of heating and dehumidifying the vehicle interior and heating the battery module. As shown in Figure 62, in this case, the refrigerant operates according to the operating conditions of Example 15, and the coolant operates according to the mixed operating conditions.

[0241] Example 57 is under the operating conditions of heating and dehumidifying the vehicle interior and heating the battery module. As shown in Figure 63, in this case, the refrigerant operates according to the operating conditions of Example 15, and the coolant operates according to the second operating condition.

[0242] Example 58 is under the operating conditions of heating and dehumidifying the vehicle interior and heating the battery module. As shown in Figure 64, in this case, the refrigerant operates according to the operating conditions of Example 16, and the coolant operates according to the first operating condition.

[0243] Example 59 is under the operating conditions of heating and dehumidifying the vehicle interior and heating the battery module. As shown in Figure 65, in this case, the refrigerant operates according to the operating conditions of Example 16, and the coolant operates according to the mixed operating conditions.

[0244] Example 60 is under operating conditions for heating and dehumidifying the vehicle interior and heating the battery module. As shown in Figure 66, in this case, the refrigerant operates under the operating conditions of Example 16, and the coolant operates under the second operating condition.

[0245] A thermal management system 100 according to one embodiment of the present disclosure includes a compressor 11, a second heat exchanger 13, and a heat exchange assembly 2. A first port of the second heat exchanger 13 is connected to an exhaust port of the compressor 11, and a second port of the second heat exchanger 13 is connected to the heat exchange assembly 2. The heat exchange assembly 2 is in communication with an air inlet of the compressor 11. The heat exchange assembly 2 includes a first heat exchange plate 21 and a second heat exchange plate 22 arranged in parallel, and the first heat exchange plate 21 and the second heat exchange plate 22 are each configured to regulate the temperature of a battery module of a vehicle.

[0246] During operation of the thermal management system 100, a refrigerant flows into the air inlet of the compressor 11, and the low-temperature, low-pressure gaseous refrigerant is compressed by the compressor 11 to become a high-temperature, high-pressure gaseous refrigerant, which flows out of the exhaust port of the compressor 11. A first port of the second heat exchanger 13 is connected to the exhaust port of the compressor 11, and a second port of the second heat exchanger 13 is connected to the heat exchange assembly 2. Thus, after the refrigerant flows out of the compressor 11, it flows through the second heat exchanger 13, then through the heat exchange assembly 2, and finally returns to the compressor 11, thereby forming a refrigerant loop and completing one cycle.

[0247] In the refrigerant loop formed by the compressor 11, the heat exchange assembly 2, and the second heat exchanger 13, the high-temperature, high-pressure gaseous refrigerant flowing out of the exhaust port of the compressor 11 exchanges heat in the second heat exchanger 13, thereby releasing heat and liquefying. The refrigerant then passes through the heat exchange assembly 2, where it absorbs heat and is vaporized, finally becoming a low-temperature, low-pressure gaseous refrigerant flowing in through the air inlet of the compressor 11. The refrigerant absorbs heat in the heat exchange assembly 2 and exchanges heat with the battery modules, thereby cooling them to an appropriate operating temperature and ensuring stable and reliable operation of the battery modules. For example, when the temperature is too high in summer or when the operating temperature of the battery modules is high, the battery modules may be cooled to improve the operating safety of the battery modules and extend their operating stability.

[0248] In the thermal management system 100 according to the embodiment of the present disclosure, the first heat exchange plate and the second heat exchange plate 22 are arranged to exchange heat with the battery module and can be in direct contact with different end surfaces of the battery module for heat exchange, which not only reduces the difficulty of arrangement but also improves the heat exchange efficiency, allows the battery module to quickly reach an appropriate operating temperature, and improves the operating stability of the battery module and the operating efficiency of the thermal management system 100.

[0249] A vehicle according to an embodiment of the present disclosure includes a battery module and a thermal management system 100. The thermal management system 100 is the thermal management system 100 according to any one of the above embodiments, and the first heat exchange plate 21 and the second heat exchange plate 22 are configured to regulate the temperature of the battery module.

[0250] In a vehicle according to an embodiment of the present disclosure, the arrangement of the thermal management system 100 described above can reduce the number of maintenance and replacement of battery modules, improve the charging efficiency and convenience of use of the vehicle, and facilitate appropriate layout of the vehicle.

[0251] In some embodiments, the first heat exchange plate 21 and the second heat exchange plate 22 are disposed on the battery module and exchange heat with the battery module.

[0252] In some embodiments of the present disclosure, the first heat exchange plate 21 and the second heat exchange plate 22 are disposed on opposite side walls of the battery module, thereby reducing the temperature difference of the battery module and extending the cycle life of the battery module.

[0253] For example, the battery module may include at least one row of battery packs, each battery pack including at least one battery cell. When the battery pack includes multiple battery cells, the multiple battery cells may be arranged sequentially in the length direction of the first heat exchange plate 213. Optionally, the battery cell has multiple side walls, including opposing heat exchange side walls, the area of ​​the heat exchange side walls being larger than the area of ​​the remaining side walls, and the first heat exchange plate 21 and the second heat exchange plate 22 each being in thermal conductive engagement with the heat exchange side walls, although the present disclosure is not limited thereto.

[0254] In the description herein, references to terms such as "one embodiment," "some embodiments," "exemplary embodiments," "example," "specific example," or "some examples" mean that the particular feature, structure, material, or characteristic described with reference to an embodiment or example is included in at least one embodiment or example of the present disclosure. As used herein, exemplary references to such terms do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0255] While embodiments of the present disclosure have been shown and described, it will be understood by those skilled in the art that many changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and scope of the present disclosure, and that the scope of the present disclosure is defined by the claims and their equivalents.

Claims

1. 1. A thermal management system comprising: a compressor; a first heat exchanger; and a heat exchange assembly, wherein an exhaust port of the compressor is connected to the heat exchange assembly, a first port of the first heat exchanger is connected to an air inlet of the compressor, and a second port of the first heat exchanger is connected to the heat exchange assembly; the heat exchange assembly includes a first heat exchange plate and a second heat exchange plate arranged in parallel, the first heat exchange plate and the second heat exchange plate being configured to adjust the temperature of the battery module, respectively; Thermal management system.

2. 10. The thermal management system of claim 1, further comprising a second heat exchanger, a first port of the second heat exchanger connected to the exhaust port of the compressor, a second port of the second heat exchanger connected to the heat exchange assembly, and the heat exchange assembly connected to the air inlet of the compressor.

3. the air inlet of the compressor is connected to the first port of the first heat exchanger; the exhaust port of the compressor selectively communicates with the second port of the first heat exchanger or the heat exchange assembly, and the air inlet of the compressor selectively communicates with the heat exchange assembly or the first port of the first heat exchanger; The thermal management system of claim 1 or 2.

4. The thermal management system of any one of claims 1 to 3, further comprising a reservoir, said reservoir connected between the exhaust port of the compressor and the air inlet of the compressor.

5. The thermal management system of claim 4 , further comprising a fourth heat exchanger, said fourth heat exchanger connected between said reservoir and said exhaust port of said compressor.

6. The thermal management system of claim 5 , wherein a first port of the fourth heat exchanger is connected to the exhaust port of the compressor and a second port of the fourth heat exchanger is connected to the heat exchange assembly.

7. The thermal management system of claim 4 , further comprising a first throttling member, said first throttling member being disposed between said reservoir and said air inlet of said compressor.

8. The thermal management system according to any one of claims 1 to 7, wherein the first heat exchange plate and the second heat exchange plate are configured to be arranged on two opposite sides of the battery module.

9. 9. The thermal management system of claim 1, wherein the heat exchange assembly further comprises a second group of valves, the second group of valves being disposed at a first port of the heat exchange assembly, and the first port of the heat exchange assembly being connected to the exhaust port of the compressor.

10. 10. The thermal management system of claim 9, wherein the second valve group comprises a first throttling element and a second throttling element connected in parallel, the first throttling element and the second throttling element being connected to the first heat exchange plate and the second heat exchange plate, respectively.

11. 3. The thermal management system of claim 2, wherein the heat exchange assembly further comprises a first group of valves, the first group of valves being disposed at a second port of the heat exchange assembly, the second port of the heat exchange assembly being in communication with a second end of the second heat exchanger.

12. 12. The thermal management system of claim 11, wherein the first group of valves comprises a first control valve and a second control valve connected in parallel, the first control valve and the second control valve connected to the first heat exchange plate and the second heat exchange plate, respectively.

13. further comprising an on-board condenser, the exhaust port of the compressor being connected to a first end of the on-board condenser, and the second end of the on-board condenser being connected to the second port of the first heat exchanger; the exhaust port of the compressor selectively communicates with at least one of the first end of the on-board condenser and the heat exchange assembly; A thermal management system according to any one of claims 2 to 12.

14. a high-pressure thermal management subsystem, the high-pressure thermal management subsystem comprising a third heat exchanger and a circulation loop, the third heat exchanger having a first flow path and a second flow path, a first port of the first flow path connected to the heat exchange assembly and the second end of the on-board condenser, and a second port of the first flow path connected to the second port of the first heat exchanger; the second flow path is disposed on the circulation loop, and the circulation loop is configured to exchange heat with the high-pressure thermal management subsystem. The thermal management system of claim 13.

15. 15. The thermal management system of claim 2, further comprising a first switching valve, the first switching valve being disposed between the heat exchange assembly and the second port of the first heat exchanger.

16. 16. The thermal management system of claim 2, further comprising a second switching valve, the second switching valve being disposed between the heat exchange assembly and the second port of the second heat exchanger.

17. The thermal management system of any one of claims 1 to 16, further comprising a third switching valve, the third switching valve being disposed between the heat exchange assembly and the air inlet of the compressor.

18. 1. A thermal management system comprising: a compressor; a second heat exchanger; and a heat exchange assembly, wherein a first port of the second heat exchanger is connected to a discharge port of the compressor and a second port of the second heat exchanger is connected to the heat exchange assembly, the heat exchange assembly being in communication with an air inlet of the compressor; the heat exchange assembly includes a first heat exchange plate and a second heat exchange plate arranged in parallel, the first heat exchange plate and the second heat exchange plate each configured to regulate a temperature of a battery module of a vehicle; Thermal management system.

19. A battery module; A thermal management system according to any one of claims 1 to 18, wherein the first heat exchange plate and the second heat exchange plate are configured to regulate the temperature of the battery module. A vehicle equipped with:

20. 20. The vehicle of claim 19, wherein the first heat exchange plate and the second heat exchange plate are disposed on the battery module and exchange heat with the battery module.

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