Vehicle thermal management system and vehicle

Abstract

A thermal management system comprising a first heat exchanger (50), a second heat exchanger (60), a heat pump module (10), an electric assembly water passage (31), a radiator water passage (32), a battery water passage (22) and a heat exchange water passage (23), the heat pump module including a first heat exchange pipe (17) and a second heat exchange pipe (21), the first heat exchanger including a first heat exchange passage (51) and a second heat exchange passage (52). ), the first heat exchange passage and the second heat exchange passage are respectively provided in the second heat exchange pipe and the heat exchange water passage, the second heat exchanger includes a third heat exchange passage (61) and a fourth heat exchange passage (62), the third heat exchange passage is provided in the first heat exchange pipe, the third heat exchange passage and the fourth heat exchange passage are selectively connected to the radiator water passage, and the radiator water passage is selectively connected in series to the electric assembly water passage. The thermal management system has a high degree of integration and is easy to arrange, and can fully utilize energy and reduce energy consumption. A vehicle is further provided.

Description

[Technical Field]

[0001] FIELD OF THE INVENTION This application relates to the field of vehicles, and more particularly to vehicle thermal management systems and vehicles. [Background technology]

[0002] In related technology, the electric assembly module, battery module, heat pump module, and engine module are controlled in an integrated manner, and each system is coordinated to reduce the energy consumption of the entire vehicle, or to achieve heat management and rational distribution and utilization of the entire vehicle in hybrid mode.

[0003] However, the above approach fails to meet the complex thermal management needs of different operating modes. The waste heat interacts with other circuits during collection, preventing the heat pump module from maximizing its energy efficiency during heating. Furthermore, when the ambient temperature is below -5°C, the heating effect of each module is poor and an insufficient heat source is provided. The coexistence of rapid winter warm-up and passenger compartment heating is not taken into account, nor is the operating mode for rapid battery pack heating considered. Furthermore, the need to install multiple radiators in the vehicle's front compartment hinders optimization and weight reduction. Summary of the Invention [Problem to be solved by the invention]

[0004] The present application aims to solve at least one of the technical problems existing in the related art by providing a vehicle thermal management system that is highly integrated, easy to install, and capable of fully utilizing energy and reducing energy consumption. Furthermore, it does not require an air-cooled heat exchanger to be installed in the front compartment of the vehicle, thereby optimizing the layout of the front compartment and reducing its weight. [Means for solving the problem]

[0005] The present application further provides a vehicle.

[0006] According to the present invention, a vehicle thermal management system includes a first heat exchanger having a first heat exchange passage and a second heat exchange passage, a second heat exchanger having a third heat exchange passage and a fourth heat exchange passage, a compressor, a heating pipe, a first heat exchange pipe, a cooling pipe, a gas-liquid separator, a first switching pipe, and a second heat exchange pipe, wherein a condenser module is provided in the heating pipe, an evaporator module is provided in the cooling pipe, the third heat exchange passage is provided in the first heat exchange pipe, and the first heat exchange passage is provided in the second heat exchange pipe, and the compressor, the heating pipe, the first heat exchange pipe, the cooling pipe, The heat pump module is provided with: the gas-liquid separators are connected in series; the cooling pipe, the first switching pipe, and the second heat exchange pipe are connected in parallel; and the cooling pipe, the first switching pipe, and the second heat exchange pipe are each selectably connected in series between the first heat exchange pipe and the gas-liquid separator; an electric assembly waterway in which an electric assembly is provided; a radiator waterway in which a radiator is provided, selectably connected in series to the electric assembly waterway and selectably connected in series to the fourth heat exchange passage; and a heat exchange waterway in which the second heat exchange passage is provided.

[0007] According to the thermal management system of the present application, a first heat exchanger is connected to the battery module, allowing heat generated by the battery to be released through the first heat exchanger, preventing the battery from being damaged by excessive heat. The heat pump module and the electric assembly module are simultaneously connected to a second heat exchanger, allowing the heat pump module to both release and absorb heat through the electric assembly, resulting in high integration and easy installation. By adjusting the communication between the passages, heat from the engine module can heat the battery module, providing a better operating environment for the battery module, enabling better operation, efficient energy utilization, and reduced energy consumption. Furthermore, the provision of a second heat exchanger eliminates the need for an air-cooled heat exchanger in the front compartment of the vehicle, optimizing the layout of the front compartment and reducing its weight.

[0008] In some examples of the present application, a vehicle thermal management system includes a battery waterway provided with a battery and a group of control valves, the group of control valves being connected to the battery waterway, the electric assembly waterway, the radiator waterway, and the heat exchange waterway and being switchable between a first state and a second state, and when the group of control valves is in the first state, the radiator waterway is connected in series with the electric assembly waterway or the fourth heat exchange passage, or the battery waterway is connected in series with the heat exchange waterway, or the radiator waterway is connected in series with the electric assembly waterway or the fourth heat exchange passage and the battery waterway is connected in series with the heat exchange waterway, and when the group of control valves is in the second state, the battery waterway is connected in series with the electric assembly waterway or the fourth heat exchange passage.

[0009] In some examples of the present application, the vehicle thermal management system further includes an engine water passage in which an engine is provided, wherein a first state of the control valve group includes a first sub-state and a second sub-state, and a second state of the control valve group includes a third sub-state and a fourth sub-state, and when the control valve group is in the first sub-state, the electric assembly water passage or the fourth heat exchange passage and the radiator water passage are sequentially connected in series, and when the control valve group is in the second sub-state, the electric assembly water passage or the fourth heat exchange passage, the radiator water passage and the engine water passage are sequentially connected in series, and when the control valve group is in the third sub-state, the electric assembly water passage or the fourth heat exchange passage and the battery water passage are sequentially connected in series, and when the control valve group is in the fourth sub-state, the electric assembly water passage or the fourth heat exchange passage, the battery water passage and the engine water passage are sequentially connected in series.

[0010] In some examples of the present application, the control valve group includes a first valve port, a second valve port, a third valve port, and a fourth valve port, the first valve port and the second valve port being provided at one end of the electric assembly water passage and one end of the radiator water passage, respectively, the third valve port and the fourth valve port having a first four-way valve and a fifth valve port, a sixth valve port, a seventh valve port, and an eighth valve port provided in the engine water passage, respectively, the fifth valve port and the sixth valve port being provided in the radiator water passage, the seventh valve port and the eighth valve port being provided in the front The eighth valve port includes a second four-way valve provided in the battery water passage, a ninth valve port, a tenth valve port, an eleventh valve port, and a twelfth valve port, the ninth valve port and the tenth valve port being provided at the other end of the electric assembly water passage and the other end of the radiator water passage, the eleventh valve port and the twelfth valve port being a third four-way valve provided in the battery water passage, and when the control valve group is in the first sub-state, the first valve port and the second valve port are communicated and the third valve port and the fourth valve port are communicated, and the fifth valve port and the fifth valve port are communicated. When the control valve group is in the second sub-state, the first valve port and the fourth valve port are communicated with each other and the second valve port and the third valve port are communicated with each other, the fifth valve port and the sixth valve port are communicated with each other and the seventh valve port and the eighth valve port are communicated with each other, the ninth valve port and the tenth valve port are communicated with each other and the eleventh valve port and the twelfth valve port are communicated with each other, and when the control valve group is in the second sub-state, the first valve port and the fourth valve port are communicated with each other and the second valve port and the third valve port are communicated with each other, the fifth valve port and the sixth valve port are communicated with each other and the seventh valve port and the eighth valve port are communicated with each other, and the ninth valve port and the first When the control valve group is in the third sub-state, the first valve port and the second valve port are communicated and the third valve port and the fourth valve port are communicated, the fifth valve port and the eighth valve port are communicated and the sixth valve port and the seventh valve port are communicated, the ninth valve port and the twelfth valve port are communicated and the tenth valve port and the eleventh valve port are communicated, and when the control valve group is in the fourth sub-state,The first valve port and the fourth valve port are communicated with each other and the second valve port and the third valve port are communicated with each other, the fifth valve port and the eighth valve port are communicated with each other and the sixth valve port and the seventh valve port are communicated with each other, the ninth valve port and the twelfth valve port are communicated with each other and the tenth valve port and the eleventh valve port are communicated with each other.

[0011] In some examples of the present application, a first two-way valve is provided in the electric assembly waterway, and the first two-way valve controls communication or blocking between the sixth valve port of the second four-way valve and the ninth valve port of the third four-way valve in the electric assembly waterway.

[0012] In some examples of the present application, the radiator waterway includes a radiator branch path and a direct connection branch path, the radiator is provided in the radiator branch path, and the radiator branch path and the direct connection branch path are connected in parallel and can be switched between a communication state and a cut-off state, respectively.

[0013] In some examples herein, the condenser module includes a first condenser and a second condenser, the second condenser being selectively connected in parallel with the first condenser.

[0014] In some examples herein, the evaporator module includes a first evaporator and a second evaporator, the first evaporator being connected in parallel to the second evaporator.

[0015] In some examples of the present application, a second two-way valve is provided in the cooling pipe, and one end of the second two-way valve is connected to the first heat exchange pipe and the other end is connected to one end of the first evaporator and the second evaporator connected in parallel.

[0016] In some examples of the present application, the vehicle thermal management system further includes an engine waterway, the engine waterway including an engine and a hot air core, the engine and the hot air core being connected in series.

[0017] The vehicle of the present application is equipped with the vehicle thermal management system described above.

[0018] Additional aspects and advantages of the present application 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 present application. [Brief explanation of the drawings]

[0019] The above and / or additional aspects and advantages of the present application will become apparent and easier to understand from the following description of the embodiments taken in conjunction with the drawings. [Figure 1] 1 is a first connection schematic diagram of a structure of a thermal management system according to an embodiment of the present application; [Figure 2] FIG. 1 is a first connection schematic diagram of another structure of a thermal management system according to an embodiment of the present application. [Figure 3] FIG. 2 is a second connection schematic diagram of the structure of the thermal management system according to an embodiment of the present application. [Figure 4] FIG. 3 is a third connection schematic diagram of the structure of the thermal management system according to an embodiment of the present application. [Figure 5] FIG. 4 is a fourth connection schematic diagram of the structure of the thermal management system according to an embodiment of the present application. [Figure 6] 1 is a schematic diagram of a vehicle according to an embodiment of the present application; DETAILED DESCRIPTION OF THE INVENTION

[0020] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The following describes in detail the embodiments of the present application. The embodiments described in conjunction with the drawings are merely illustrative. The following describes in detail the embodiments of the present application.

[0021] A thermal management system 1 according to an embodiment of the present invention will be described below with reference to FIGS.

[0022] As shown in FIGS. 1 to 5 , a thermal management system 1 according to an embodiment of the present disclosure includes a heat pump module 10, a battery module 20, an electric motor assembly module 30, a first heat exchanger 50, and a second heat exchanger 60. The heat pump module 10 is primarily used to provide cooling and heating to the passenger compartment of a vehicle 2, thereby providing a comfortable environment for the passenger compartment and improving the user's experience and comfort. The battery module 20 includes a battery 24, and the electric motor assembly module 30 includes an electric motor assembly 34. The battery 24 can provide power to the electric motor assembly 34, which then operates to drive the vehicle 2, thereby realizing a pure electric or hybrid mode for the vehicle 2. The first heat exchanger 50 and the second heat exchanger 60 have a heat exchange function that can absorb or release heat.

[0023] As shown in Figures 1 to 5, the first heat exchanger 50 has a first heat exchange passage 51 and a second heat exchange passage 52, the first heat exchange passage 51 is connected to the heat pump module 10, and the second heat exchange passage 52 is connected to the battery module 20, that is, the heat pump module 10 can operate independently, and the battery module 20 can also operate independently, and the first heat exchanger 50 can connect the heat pump module 10 and the battery module 20, thus realizing multiple modes between the heat pump module 10 and the battery module 20 to meet different situations.

[0024] As shown in Figures 1 to 5, the second heat exchanger 60 has a third heat exchange passage 61 and a fourth heat exchange passage 62, the third heat exchange passage 61 is connected to the heat pump module 10, and the fourth heat exchange passage 62 is connected to the electric assembly module 30, that is, the heat pump module 10 can operate independently, and the electric assembly module 30 can also operate independently, and the second heat exchanger 60 can connect the heat pump module 10 and the electric assembly module 30, in this way, multiple modes can be realized between the heat pump module 10 and the electric assembly module 30 to meet different situations.

[0025] As shown in Figures 1 to 5, the electric assembly module 30 includes an electric assembly waterway 31 and a radiator waterway 32, an electric assembly 34 is provided in the electric assembly waterway 31, a radiator 320 is provided in the radiator waterway 32, the radiator waterway 32 is selectably connected in series to the electric assembly waterway 31, and the radiator waterway 32 is selectably connected in series to the fourth heat exchange passage 62.

[0026] When the electric assembly 34 operates, heat is generated, and the radiator 320 on the radiator waterway 32 mainly plays a role in heat dissipation. In this way, the heat generated by the electric assembly 34 can be released to the outside air of the vehicle 2 by the radiator 320. Of course, when the electric assembly module 30 exchanges heat with the heat pump module 10, the heat released from the heat pump module 10 and the battery module 20 can also be released through the radiator waterway 32. In this way, the integration degree of the thermal management system 1 can be improved, and the arrangement of the thermal management system 1 can be made easier. Furthermore, since the radiator 320 is installed, there is no need to install a separate air-cooled heat exchanger in the front compartment of the vehicle 2, which optimizes the layout of the front compartment of the vehicle 2 and reduces its weight.

[0027] The radiator water passage 32 is selectively connected in series to the electric assembly water passage 31, and the radiator water passage 32 is selectively connected in series to the fourth heat exchange passage 62, that is, the electric assembly water passage 31 can be connected in parallel to the fourth heat exchange passage 62, thus the electric assembly water passage 31 and the fourth heat exchange passage 62 are simultaneously connected to the radiator water passage 32, or one of the electric assembly water passage 31 and the fourth heat exchange passage 62 is connected to the radiator water passage 32, and the other is blocked from the radiator water passage 32 or does not operate, thus the connected one is connected to the radiator water passage 32, thus forming different modes.

[0028] As shown in FIGS. 1 to 5 , the battery module 20 includes a heat exchange water channel 23, which is provided with a second heat exchange passage 52. When the battery 24 operates, heat is generated. The heat exchange water channel 23 is provided with a second heat exchange passage 52, which is connected to a first heat exchanger 50, which is connected to the heat pump module 10 through a first heat exchange passage 51, and which is also connected to a radiator 320 on the radiator water channel 32. In this way, the heat generated by the battery 24 can be released by the radiator 320. Of course, the heat generated by the battery 24 can be introduced into the heat pump module 10 through the first heat exchanger 50 and released into the passenger compartment, thereby raising the temperature of the passenger compartment and improving user comfort.

[0029] As shown in Figures 1 and 2, when the temperatures of the passenger compartment and the battery module 20 are both high, the mode is for simultaneous cooling of the passenger compartment and the battery module 20, the first heat exchanger 50 functions as an evaporator, the internal water channel of the battery module 20 operates, and the first heat exchanger 50 can absorb the heat generated in the battery module 20 through the second heat exchange passage 52, thereby cooling the battery module 20. At this time, the refrigerant in the first heat exchanger 50 absorbs the heat generated by the battery module 20, and the heat absorption part of the heat pump module 10 operates to absorb the heat in the passenger compartment, thereby cooling the passenger compartment. The heat pump module 10 is connected to the battery module 20 by the first heat exchanger 50. At this time, the refrigerant in the first heat exchanger 50 that absorbs the heat generated by the battery module 20 returns to the heat pump module 10 through the first heat exchange passage 51, and the refrigerant has a large amount of heat, which can be released into the air outside the vehicle 2 together with the heat absorbed by the heat pump module 10. In this way, the temperature in the passenger compartment can be lowered to improve the driving comfort of the user, and the temperature of the battery module 20 can be lowered to prevent the battery module 20 from being damaged by excessive heat.

[0030] When the passenger compartment temperature is moderate and the battery module 20 is operating and generates a large amount of heat, the battery module 20 is in its independent cooling mode, the first heat exchanger 50 functions as an evaporator, the internal water passage of the battery module 20 is operating, and the first heat exchanger 50 can absorb the heat generated in the battery module 20 through the second heat exchange passage 52, thereby cooling the battery module 20. At this time, the refrigerant in the first heat exchanger 50 absorbs the heat generated by the battery module 20, but the heat pump module 10 does not cool or heat the passenger compartment at this time. The heat pump module 10 is connected to the battery module 20 by the first heat exchanger 50. At this time, the refrigerant in the first heat exchanger 50 that absorbs the heat generated by the battery module 20 can return to the heat pump module 10 through the first heat exchange passage 51. The refrigerant has a large amount of heat and releases it solely to the air outside the vehicle 2. In this way, the temperature of the battery module 20 can be lowered, and the battery module 20 can be prevented from being damaged by excessive heat.

[0031] When the vehicle 2 is in electric mode, the heat generated by the battery module 20 is adequate, and the temperature of the passenger compartment is low, it is in passenger compartment heating mode, and the battery module 20 absorbs the waste heat generated by the battery module 20 to heat the passenger compartment. The first heat exchanger 50 functions as an evaporator, the internal water channel of the battery module 20 operates, and the refrigerant in the first heat exchanger 50 absorbs the heat generated by the battery module 20 through the second heat exchange passage 52. At the same time, the heat dissipation part of the heat pump module 10 operates and releases heat into the passenger compartment, thereby heating the passenger compartment. The heat pump module 10 is connected to the battery module 20 by the first heat exchanger 50. At this time, the refrigerant in the first heat exchanger 50 that has absorbed the heat generated by the battery module 20 can return to the heat pump module 10 through the first heat exchange passage 51. The refrigerant has a large amount of heat, and releases heat into the passenger compartment through the heat pump module 10, thereby heating the passenger compartment. In this way, the temperature of the passenger compartment can be quickly increased, improving the driving comfort of the user, and thus making full use of energy and reducing energy consumption.

[0032] As shown in Figures 1 and 2, when the temperature of the passenger compartment is high, the passenger compartment only cooling mode is selected, the second heat exchanger 60 functions as a condenser, the heat pump module 10 operates, the heat absorption part of the heat pump module operates, and absorbs the heat in the passenger compartment to cool the passenger compartment. The heat absorbed by the heat pump module 10 can be introduced into the second heat exchanger 60 through the third heat exchange passage 61. At the same time that the second heat exchanger 60 releases heat, the electric assembly module 30 also operates, and the heat pump The pump module 10 is connected to the electric assembly module 30 by a second heat exchanger 60, and the second heat exchanger 60 is connected to the radiator water passage 32 by a fourth heat exchange passage 62. Thus, the heat emitted by the second heat exchanger 60 can be introduced into the radiator water passage 32 through the fourth heat exchange passage 62. As a result, the heat emitted by the second heat exchanger 60 and the heat generated by the electric assembly module 30 are both released to the air outside the vehicle 2 by the radiator 320. In this way, the temperature in the passenger compartment can be lowered, improving the user's driving comfort.

[0033] When the vehicle 2 is in the electric mode, the heat generated by the electric assembly module 30 is adequate and the temperature of the passenger compartment is low, the vehicle is in the passenger compartment heating mode, the electric assembly module 30 absorbs the waste heat generated by the electric assembly module 30 to heat the passenger compartment, the second heat exchanger 60 functions as an evaporator, the heat pump module 10 operates, the heat dissipation part of the heat pump module 10 operates, and the heat is released into the passenger compartment to heat the passenger compartment. At the same time, the electric assembly module 30 also operates, and the heat generated by the electric assembly module 30 is passed through the fourth heat exchange passage 62. The heat pump module 10 is connected to the electric assembly module 30 by the second heat exchanger 60, and the refrigerant in the second heat exchanger 60 absorbs the heat generated by the electric assembly module 30. The heat pump module 10 is connected to the electric assembly module 30 by the second heat exchanger 60. The refrigerant in the second heat exchanger 60 absorbs the heat generated by the electric assembly module 30 and returns to the heat pump module 10 through the third heat exchange passage 61. The refrigerant has a large amount of heat and releases it into the passenger compartment, thereby heating the passenger compartment. In this way, the temperature in the passenger compartment can be quickly increased, improving the driving comfort of the user, and making full use of energy and reducing energy consumption.

[0034] It is necessary to explain that when the heat generated by the electric assembly module 30 is low or just right, there is no need to release the waste heat generated by the electric assembly module 30 to the air outside the vehicle 2; when the heat generated by the electric assembly module 30 is high, the waste heat generated by the electric assembly module 30 needs to be released to the air outside the vehicle 2, thus preventing the electric assembly module 30 from being damaged by excessive heat and allowing the electric assembly module 30 to operate effectively for a long time.

[0035] When the vehicle 2 is in electric mode, the heat generated by the battery module 20 and the electric assembly module 30 is insufficient, and the temperature of the passenger compartment is low, the vehicle is in passenger compartment heating mode, and the electric assembly module 30 absorbs heat from the air outside the vehicle 2 to heat it, the second heat exchanger 60 functions as an evaporator, the heat pump module 10 operates, the heat pump module 10 condenses and generates heat, and releases the heat into the passenger compartment to heat the passenger compartment. At the same time, the electric assembly module 30 also operates, but the heat generated by the electric assembly module 30 is very low, and it cannot provide heat effectively. When the electric assembly module 30 is connected to the electric assembly module 30, the electric assembly module 30 absorbs the heat of the air outside the vehicle 2 and introduces the absorbed heat of the air outside the vehicle 2 into the second heat exchanger 60 through the fourth heat exchange passage 62. At this time, the refrigerant in the second heat exchanger 60 absorbs the heat of the air outside the vehicle 2. The heat pump module 10 is connected to the electric assembly module 30 through the second heat exchanger 60. At this time, the refrigerant that has absorbed the heat of the air outside the vehicle 2 in the second heat exchanger 60 can return to the heat pump module 10 through the third heat exchange passage 61. The refrigerant has a large amount of heat and releases it into the passenger compartment, thereby heating the passenger compartment. In this way, the temperature of the passenger compartment can be increased and the driving comfort of the user can be improved. In this way, heat exchange with the air outside the vehicle 2 can be utilized, resulting in a good heat exchange effect.

[0036] Of course, when the passenger compartment and battery module 20 are in simultaneous cooling mode or the battery module 20 is in independent cooling mode, any generated heat is released to the air outside the vehicle 2 by the radiator 320 of the electric assembly module 30 .

[0037] The first heat exchanger 50 is connected to the battery module 20, allowing heat generated by the battery module 20 to be dissipated through the first heat exchanger 50, preventing the battery module 20 from being damaged by excessive heat. The heat pump module 10 and the electric assembly module 30 are simultaneously connected to the second heat exchanger 60, allowing the heat pump module 10 to dissipate heat through the electric assembly module 30 and absorb heat therefrom, resulting in high integration and easy installation. By adjusting the communication between the passages, heat from the engine module 40 can heat the battery module 20, providing the battery module 20 with a better operating environment, enabling better operation, efficient energy utilization, and reduced energy consumption. Furthermore, the provision of the second heat exchanger 60 eliminates the need for an air-cooled heat exchanger in the front compartment of the vehicle 2, optimizing the layout of the front compartment and reducing its weight.

[0038] As shown in FIGS. 1 to 5 , the heat pump module 10 includes a compressor 11, a gas-liquid separator 14, a cooling pipe 15, a heating pipe 16, a first heat exchange pipe 17, a first switching pipe 19, and a second heat exchange pipe 21. The heating pipe 16 is provided with a condenser module 12, the cooling pipe 15 is provided with an evaporator module, the first heat exchange pipe 17 is provided with a third heat exchange passage 61, and the second heat exchange pipe 21 is provided with a second switching pipe 62. 1, a first heat exchange passage 51 is provided, and the compressor 11, the heating pipe 16, the first heat exchange pipe 17, the cooling pipe 15 and the gas-liquid separator 14 are connected in series, the first switching pipe 19, the second heat exchange pipe 21 and the cooling pipe 15 are connected in parallel, and the cooling pipe 15, the first switching pipe 19 and the second heat exchange pipe 21 are each selectively connected in series between the first heat exchange pipe 17 and the gas-liquid separator 14.

[0039] The compressor 11 is primarily used to compress the refrigerant and raise it from low-pressure gas to high-pressure gas. The condenser module 12 primarily converts gas refrigerant into liquid refrigerant, thereby dissipating heat. The evaporator module 13 primarily converts liquid refrigerant into gas, thereby absorbing heat. The gas-liquid separator 14 separates the gas refrigerant from the liquid refrigerant, preventing the liquid refrigerant from entering the compressor 11 and causing it to operate normally. The first heat exchange line 17 is primarily connected to the second heat exchanger 60, and both the cooling line 15 and the heating line 16 can be connected to the second heat exchanger 60, thereby forming a cooling or heating circuit between the evaporator module 13 or the condenser module 12 and the second heat exchanger 60. The second heat exchange line 21 is primarily connected to the first heat exchanger 50, allowing the battery module 20 to be connected to the heat pump module via the second heat exchange line 21.

[0040] The condenser module 12 is disposed in the heating pipe 16, and the evaporator module 13 is disposed in the cooling pipe 15. The condenser module 12 can emit heat to the heating pipe 16 to realize a heating effect, and the evaporator module 13 can absorb heat to the cooling pipe 15 to realize a cooling effect. The third heat exchange passage 61 is disposed in the first heat exchange pipe 17, that is, the first heat exchange pipe 17 is directly connected to the second heat exchanger 60, and thus the first heat exchange pipe 17 plays a heat exchange role. The compressor 11, the heating pipe 16, the first heat exchange pipe 17, the cooling pipe 15 and the gas-liquid separator 14 are connected together, and thus the heat pump module 10 can form an internal circulation system. The first switching pipe 19, the second heat exchange pipe 21 and the cooling pipe 15 are connected in parallel, and the cooling pipe 15, the first switching pipe 19 and the second heat exchange pipe 21 are selectively connected in series between the first heat exchange pipe 17 and the gas-liquid separator 14, respectively. That is, the first switching pipe 19, the second heat exchange pipe 21 and the cooling pipe 15 can be selectively connected between the first heat exchange pipe 17 and the gas-liquid separator 14. In this way, the cooling circulation and heating circulation system of the heat pump module 10 can be realized, and the heat pump module 10 can be connected to other modules.

[0041] Of course, the heat pump module 10 has a cooling mode, a heating mode, and a battery cooling mode, and the cooling mode, the heating mode, and the battery cooling mode of the heat pump module 10 will be described in detail below.

[0042] In the cooling mode, the refrigerant passes through the compressor 11, the heating pipe 16, the first heat exchange pipe 17, the cooling pipe 15 and the gas-liquid separator 14 in this order. Specifically, the refrigerant is compressed by the compressor 11 to form a high-pressure gas refrigerant. The high-pressure gas refrigerant passes through the heating pipe 16. However, the condenser module 12 on the heating pipe 16 is not operating. The high-pressure gas refrigerant then passes through the first heat exchange pipe 17. The first heat exchange pipe 17 is connected to the second heat exchanger 60, so that the high-pressure gas refrigerant is introduced into the second heat exchanger 60. At this time, the second heat exchanger 60 functions as a condenser, and the second heat exchanger 60 releases heat. The second heat exchanger 60 is also connected to the radiator water passage 32 through the fourth heat exchange passage 62. The heat released from the second heat exchanger 60 can be introduced into the radiator water passage 32 through the fourth heat exchange passage 62, and the radiator 320, heat is released to the air outside the vehicle 2, causing the high-pressure gas refrigerant in the second heat exchanger 60 to release a large amount of heat and form a liquid refrigerant. The liquid refrigerant is then introduced into the evaporator module 13 in the cooling line 15, which operates to evaporate and absorb heat from the passenger compartment, cooling the passenger compartment. The liquid refrigerant in the evaporator module 13 then absorbs heat and forms a low-pressure gas refrigerant. The low-pressure gas refrigerant is then introduced into the gas-liquid separator 14, which separates the liquid refrigerant from the low-pressure gas refrigerant. Finally, the low-pressure gas refrigerant is introduced back into the compressor 11, which compresses it. In this way, the heat pump module 10 can form a cooling cycle and reduce the temperature of the passenger compartment over a long period of time.

[0043] In the heating mode, the refrigerant sequentially passes through the compressor 11, the heating pipe 16, the first heat exchange pipe 17, the first switching pipe 19, and the gas-liquid separator 14. Specifically, the refrigerant is compressed by the compressor 11 to form a high-pressure gas refrigerant, which is then introduced into the condenser module 12 of the heating pipe 16. The condenser module 12 on the heating pipe 16 is activated, and the condenser module 12 releases a large amount of heat into the passenger compartment, thereby heating the passenger compartment. As a result, the high-pressure gas refrigerant in the condenser module 12 releases a large amount of heat and forms a liquid refrigerant. The liquid refrigerant then passes through the first heat exchange pipe 17, which is connected to the second heat exchanger 60, and is introduced into the second heat exchanger 60. The second heat exchanger 60 functions as an evaporator, absorbing heat from the air outside the vehicle 2 or heat generated by each module in the electric assembly module 30. This allows the liquid refrigerant in the second heat exchanger 60 to absorb a large amount of heat and form a low-pressure gas refrigerant. The low-pressure gas refrigerant is then directly introduced into the gas-liquid separator 14 via the first switching line 19. The gas-liquid separator 14 separates the liquid refrigerant doped into the low-pressure gas refrigerant. Finally, the low-pressure gas refrigerant is introduced back into the compressor 11, which compresses it. In this way, the heat pump module 10 can form a heating circulation system, thereby warming the passenger compartment for a long period of time.

[0044] In the battery cooling mode, the refrigerant passes through the compressor 11, the heating pipe 16, the first heat exchange passage 51, and the gas-liquid separator 14 in sequence, that is, the passenger compartment is in the heating mode and absorbs the waste heat of the battery module 20 to heat it. Specifically, the refrigerant is compressed by the compressor 11 to form a high-pressure gas refrigerant, which is introduced into the condenser module 12 of the heating pipe 16. The condenser module 12 on the heating pipe 16 operates, and the condenser module 12 releases a large amount of heat into the passenger compartment, thereby heating the passenger compartment. As a result, the high-pressure gas refrigerant in the condenser module 12 releases a large amount of heat and forms a liquid refrigerant. The liquid refrigerant then enters the first heat exchange passage 51, which is connected to the first heat exchanger 50, and is introduced into the first heat exchanger 50. The first heat exchanger 50 functions as an evaporator, and at the same time, the battery modules 20 generate a large amount of heat during operation. The first heat exchanger 50 absorbs the large amount of heat generated by the battery modules 20, thereby lowering the temperature of the battery modules 20 and cooling them. The liquid refrigerant in the first heat exchanger 50 absorbs the large amount of heat and forms a low-pressure gaseous refrigerant. The low-pressure gaseous refrigerant is then directly introduced into the gas-liquid separator 14, which separates the liquid refrigerant doped into the low-pressure gaseous refrigerant. Finally, the low-pressure gaseous refrigerant is introduced back into the compressor 11, which compresses it. In this way, the passenger compartment can be heated for a long time, improving driving comfort for the user, lowering the temperature of the battery modules 20 and preventing the battery modules 20 from being damaged by excessive heat, thereby making full use of energy and reducing energy consumption.

[0045] Furthermore, as shown in Figures 1 to 5, the battery module 20 further includes a battery water channel 22, i.e., the thermal management system 1 includes a battery water channel 22, and a battery 24 is provided in the battery water channel 22. The thermal management system 1 further includes a control valve group 70, which plays the role of a control connection and selectively connects the battery module 20 and the electric assembly module 30, thereby realizing multiple modes and responding to different situations. The control valve group 70 is connected to the battery water passage 22, the electric assembly water passage 31, the radiator water passage 32, and the heat exchange water passage 23. In this way, the control valve group 70 can easily control the connections between the battery water passage 22, the electric assembly water passage 31, the radiator water passage 32, and the heat exchange water passage 23. The control valve group 70 can be switched between a first state and a second state. That is, when the control valve group 70 is in the first state or the second state, the connections between the battery module 20 and the electric assembly module 30 are different, and the connections between the battery module 20 and the electric assembly module 30 can be switched, thereby realizing a plurality of different modes to accommodate different situations of the vehicle 2. Of course, the above-mentioned plurality of modes of the thermal management system 1 are also related to the connections between the heat pump module 10, the battery module 20, and the electric assembly module 30 when the control valve group 70 is in the third state.

[0046] The connection relationship between the battery module 20 and the electric assembly module 30 when the control valve group 70 is in the first state and the second state will be described in detail below.

[0047] When the control valve group 70 is in the first state, the radiator water passage 32 is connected in series to the electric assembly water passage 31 or the fourth heat exchange passage 62 (i.e., one of the electric assembly water passage 31 and the fourth heat exchange passage 62 is connected to the radiator water passage 32), and / or the battery water passage 22 is connected in series to the heat exchange water passage 23. In other words, when the control valve group 70 is in the first state, the radiator water passage 32 is connected in series to the electric assembly water passage 31 or the fourth heat exchange passage 62, or the battery water passage 22 is connected in series to the heat exchange water passage 23, or the radiator water passage 32 is connected in series to the electric assembly water passage 31 or the fourth heat exchange passage 62, and the battery water passage 22 is connected in series to the heat exchange water passage 23. When the radiator waterway 32 is connected in series with the electric assembly waterway 31 alone, it is in the heat dissipation mode by the radiator waterway 32 of the electric assembly waterway 31 alone; when the radiator waterway 32 is connected in series with the fourth heat exchange passage 62 alone, it is in the heat dissipation mode by the radiator waterway 32 of the heat pump module 10 alone; and when the battery waterway 22 is connected in series with the heat exchange waterway 23 alone, it is in the battery waterway 22 alone operating mode.

[0048] When the control valve group 70 is in the second state, the battery water passage 22 is connected in series to the electric assembly water passage 31 or the fourth heat exchange passage 62 (i.e., one of the electric assembly water passage 31 and the fourth heat exchange passage 62 is connected in series to the battery water passage 22). When the battery water passage 22 is connected in series solely to the electric assembly water passage 31, the battery water passage 22 is in a heating mode by the electric assembly water passage 31, and when the battery water passage 22 is connected in series solely to the fourth heat exchange passage 62, the battery water passage 22 is in a heat supply mode for the heat pump module 10.

[0049] The electric assembly module 30 is connected in series with the battery module 20, that is, when the vehicle 2 is in electric mode and the temperature of the electric assembly module 30 is high and the temperature of the battery module 20 is low, the waste heat of the electric assembly module 30 can be used to heat the battery module 20, and at this time, the control valve group 70 is in the second state and can control the connection between the electric assembly module 30 and the battery module 20. Specifically, when the electric assembly module 30 is operating and generates heat, the electric assembly module 30 is connected to the battery module 20 and the heat generated by the electric assembly module 30 can be introduced into the battery module 20, thereby heating the battery module 20 and providing a good operating environment for the battery module 20, allowing it to operate better, thereby making full use of energy and reducing energy consumption.

[0050] 2 , the thermal management system 1 is provided with a PTC (Positive Temperature Coefficient) heat exchanger 43 and / or an exhaust gas heat exchanger, which are connected between the battery module 20 and the electric assembly module 30. When the control valve group 70 is in a second state, the battery module 20 is connected in series with the PTC heat exchanger 43 and / or the exhaust gas heat exchanger, and the connection with the electric assembly module 30 can be cut off. Specifically, the PTC heat exchanger 43 and / or the exhaust gas heat exchanger generates heat, and at this time, the PTC heat exchanger 43 and / or the exhaust gas heat exchanger is connected to the battery module 20. The heat generated by the PTC heat exchanger 43 and / or the exhaust gas heat exchanger can be introduced into the battery module 20, thereby heating the battery module 20 and providing a good operating environment for the battery module 20, thereby enabling it to operate better. Of course, the PTC heat exchanger 43 and / or the exhaust gas heat exchanger can also heat the electric assembly module 30 and the heat pump module 10 at the same time, and when other modules need to be heated, the PTC heat exchanger 43 and / or the exhaust gas heat exchanger can be activated to supply heat to those modules as needed.

[0051] In some embodiments, as shown in FIGS. 1-5 , the thermal management system 1 further comprises an engine waterway 44, the engine 41 is disposed in the engine waterway 44, and the first state of the control valve group 70 includes a first sub-state and a second sub-state, and the second state of the control valve group 70 includes a third sub-state and a fourth sub-state. When the control valve group 70 is in a first sub-state, the electric assembly water passage 31 or the fourth heat exchange passage 62 and the radiator water passage 32 are sequentially connected in series, when the control valve group is in a second sub-state, the electric assembly water passage 31 or the fourth heat exchange passage 62, the radiator water passage 32 and the engine water passage 44 are sequentially connected in series, when the control valve group is in a third sub-state, the electric assembly water passage 31 or the fourth heat exchange passage 62 and the battery water passage 22 are sequentially connected in series, and when the control valve group is in a fourth sub-state, the electric assembly water passage 31 or the fourth heat exchange passage 62, the battery water passage 22 and the engine water passage 44 are sequentially connected in series. In this way, the thermal management system 1 can have more modes and can respond to more different situations.

[0052] For example, the engine 47 in the engine module 40 uses combustion oil and liquid as energy to drive the vehicle 2, and the control valve group 70 can serve as a control connection, selectively connecting the battery module 20, the electric assembly module 30, and the engine module 40.

[0053] The engine module 40 is connected in series with the electric assembly module 30, that is, when the vehicle 2 is in hybrid mode and the temperature of the engine module 40 is high and the temperature of the electric assembly module 30 is low, the waste heat of the engine module 40 can be used to heat the electric assembly module 30. Specifically, when the engine module 40 operates and generates heat, the engine module 40 is connected to the electric assembly module 30, and the heat generated by the engine module 40 can be introduced into the electric assembly module 30, thereby heating the electric assembly module 30, which provides a good operating environment for the electric assembly module 30 and allows it to operate better, thereby making full use of energy and reducing energy consumption.

[0054] The third heat exchange passage 61 of the second heat exchanger 60 is connected to the heat pump module 10, the fourth heat exchange passage 62 is connected to the electric assembly module 30, and the fourth heat exchange passage 62 is also connected to the engine module 40, and when the control valve group 70 is in the first state, the engine module 40 and the heat pump module 10 are connected in series and the connection with the electric assembly module 30 may be cut off. Specifically, when the vehicle 2 is in hybrid mode, the heat generated by the engine module 40 is adequate and the temperature of the passenger compartment is low. The heat from the engine module 40 heats the passenger compartment, and the second heat exchanger 60 functions as an evaporator. The engine module 40 operates, and the heat generated by the engine module 40 is introduced into the second heat exchanger 60 through the fourth heat exchange passage 62. At this time, the refrigerant in the second heat exchanger 60 absorbs the heat generated by the engine module 40. At the same time, the heat pump module 10 also operates, and the heat pump module 10 condenses and releases heat, which is introduced into the passenger compartment. At this time, the refrigerant in the second heat exchanger 60 that has absorbed the heat generated by the engine module 40 can return to the heat pump module 10 through the third heat exchange passage 61, thus forming a heating cycle in the heat pump module 10. In this way, the passenger compartment can be heated more quickly and for a longer period of time, thereby improving the user's driving comfort and making full use of energy and reducing energy consumption. Also, in this mode, the cooling temperature of the engine module 40 is greater than that of the electric assembly module 30, and the cooling temperature of the electric assembly module 30 is also greater than the ambient temperature.

[0055] It is necessary to explain that when the heat generated by the engine module 40 is low or just right, there is no need to release the waste heat generated by the engine module 40 to the air outside the vehicle 2, and when the heat generated by the engine module 40 is high, the waste heat generated by the engine module 40 needs to be released to the air outside the vehicle 2, thus preventing the engine module 40 from being damaged by excessive heating and allowing the engine module 40 to operate effectively for a long period of time.

[0056] 5, the engine module 40 and the battery module 20 are connected in series. When the vehicle 2 is in hybrid mode and the heat generated by the engine module 40 is adequate and the temperature of the battery module 20 is low, the heat from the engine module 40 heats the battery module 20. At this time, when the control valve group 70 is in the third state, the control valve group 70 can control the connection between the engine module 40 and the battery module 20. Specifically, when the engine module 40 operates and generates heat, the engine module 40 is connected to the battery module 20 and the heat generated by the engine module 40 can be introduced into the battery module 20, thereby heating the battery module 20 and providing a good operating environment for the battery module 20, allowing it to operate better, thereby making full use of energy and reducing energy consumption.

[0057] 1 to 5, the control valve group 70 includes a first four-way valve 71, a second four-way valve 72, and a third four-way valve 73. The first four-way valve 71 has a first valve port 710, a second valve port 711, a third valve port 712, and a fourth valve port 713. The first valve port 710 and the second valve port 711 are provided at one end of the electric assembly water passage 31 and one end of the radiator water passage 32, respectively. The third valve port 712 and the fourth valve port 713 are provided in the engine water passage 44, respectively. The second four-way valve 72 has a fifth valve port 720, a sixth valve port 721, a seventh valve port 722, and a fifth valve port 723. The third four-way valve 73 has a ninth valve port 730, a tenth valve port 731, an eleventh valve port 732 and a twelfth valve port 733, the ninth valve port 730 and the tenth valve port 731 being provided at the other end of the electric assembly water passage 31 and the other end of the radiator water passage 32, and the eleventh valve port 732 and the twelfth valve port 733 being provided at the battery water passage 22.

[0058] In other words, when the first valve port 710 and the second valve port 711 of the first four-way valve 71 are connected, the fifth valve port 720 and the sixth valve port 721 of the second four-way valve 72 are connected, and the ninth valve port 730 and the tenth valve port 731 of the third four-way valve 73 are connected, the entire electric assembly module 30 is connected; when the third valve port 712 and the fourth valve port 713 of the first four-way valve 71 are connected, the entire engine module 40 is connected; and when the seventh valve port 722 and the eighth valve port 723 of the second four-way valve 72 and the eleventh valve port 732 and the twelfth valve port 733 of the third four-way valve 73 are connected, the entire battery module 20 is connected. Of course, the valve ports provided on the electric assembly module 30, the engine module 40 and the battery module 20 can be selectively connected to other valve ports, thereby connecting the modules to form multiple modes.

[0059] 1 and 2 , when the control valve group 70 is in the first sub-state, the first valve port 710 and the second valve port 711 communicate with each other, the third valve port 712 and the fourth valve port 713 communicate with each other, the fifth valve port 720 and the sixth valve port 721 communicate with each other, the seventh valve port 722 and the eighth valve port 723 communicate with each other, the ninth valve port 730 and the tenth valve port 731 communicate with each other, and the eleventh valve port 732 and the twelfth valve port 733 communicate with each other. In this manner, the electric assembly module 30, the engine module 40, and the battery module 20 can all operate independently. Of course, heat from the heat pump module 10 and / or the battery module 20 can be introduced into the electric assembly module 30 and then released to the air outside the vehicle 2 by the radiator 320, or the radiator 320 can absorb heat from the air outside the vehicle 2.

[0060] 3 , when the control valve group 70 is in the second sub-state, the first valve port 710 and the fourth valve port 713 communicate with each other, the second valve port 711 and the third valve port 712 communicate with each other, the fifth valve port 720 and the sixth valve port 721 communicate with each other, the seventh valve port 722 and the eighth valve port 723 communicate with each other, the ninth valve port 730 and the tenth valve port 731 communicate with each other, and the eleventh valve port 732 and the twelfth valve port 733 communicate with each other. In this way, the entire electric assembly module 30 is communicated with each other, and by adjusting the first four-way valve 71, the electric assembly module 30 and the engine module 40 are connected in series. This allows the heat generated by the engine module 40 to be transferred to the electric assembly module 30, providing a good operating environment for the electric assembly module 30 and enabling it to operate more efficiently, thereby making full use of energy and reducing energy consumption.

[0061] As shown in FIG. 4, when the control valve group 70 is in the third sub-state, the first valve port 710 and the second valve port 711 are connected, the third valve port 712 and the fourth valve port 713 are connected, the fifth valve port 720 and the eighth valve port 723 are connected, the sixth valve port 721 and the seventh valve port 722 are connected, the ninth valve port 730 and the twelfth valve port 733 are connected, and the tenth valve port 731 and the eleventh valve port 732 are connected. In this way, the electric assembly module 30 is partially connected, and by adjusting the second four-way valve 72 and the third four-way valve 73, the electric assembly module 30 and the battery module 20 are connected in series, so that the heat generated by the electric assembly module 30 can be introduced into the battery module 20, providing the battery module 20 with a good operating environment and allowing it to operate better, thereby making full use of energy and reducing energy consumption.

[0062] As shown in FIG. 5, when the control valve group 70 is in the fourth sub-state, the first valve port 710 and the fourth valve port 713 are connected, the second valve port 711 and the third valve port 712 are connected, the fifth valve port 720 and the eighth valve port 723 are connected, the sixth valve port 721 and the seventh valve port 722 are connected, the ninth valve port 730 and the twelfth valve port 733 are connected, and the tenth valve port 731 and the eleventh valve port 732 are connected. In this way, the entire engine module 40 is connected, and by adjusting the first four-way valve 71, the second four-way valve 72, and the third four-way valve 73, the engine module 40 and the battery module 20 are connected in series, so that the heat generated by the engine module 40 can be introduced into the battery module 20, providing the battery module 20 with a good operating environment and allowing it to operate better, thereby making full use of energy and reducing energy consumption.

[0063] 1-5, the electric assembly module 30 further includes a pump water passage 33, in which a first valve port 710 and a second valve port 711 are provided in the pump water passage 33 and the electric assembly water passage 31, respectively, a fifth valve port 720 and a sixth valve port 721 are provided in the radiator water passage 32 and the pump water passage 33, respectively, and a ninth valve port 730 and a tenth valve port 731 are provided in the radiator water passage 32 and the electric assembly water passage 31, respectively. The electric assembly waterway 31 is the main driving circuit of the electric assembly module 30. When the electric assembly waterway 31 operates, heat is generated. The radiator waterway 32 mainly plays a role in heat dissipation. The heat generated by the electric assembly waterway 31 can be released to the air outside the vehicle 2 through the radiator waterway 32. Of course, when the electric assembly module 30 is connected to the heat pump module 10, the heat released from the heat pump module 10 and the battery module 20 can also be released through the radiator waterway 32. The pump waterway 33 mainly pumps water to form a waterway circulation, and the heat generated by the electric assembly waterway 31 can enter the waterway circulation. This makes it easier for the heat generated by the electric assembly waterway 31 to be released through the radiator waterway 32 or to be introduced into other modules to heat other modules.

[0064] The first valve port 710 and the second valve port 711 are provided in the pump water passage 33 and the electric assembly water passage 31, respectively, and when the first valve port 710 is connected to the second valve port 711, the pump water passage 33 is connected to the electric assembly water passage 31, and when the first valve port 710 is connected to the fourth valve port 713, the second valve port 711 is connected to the third valve port 712, and thus the engine module 40 is further connected in series between the pump water passage 33 and the electric assembly water passage 31. The fifth valve port 720 and the sixth valve port 721 are provided in the radiator water passage 32 and the pump water passage 33, respectively. When the fifth valve port 720 and the sixth valve port 721 are connected, the radiator water passage 32 and the pump water passage 33 are connected. When the fifth valve port 720 and the eighth valve port 723 are connected, the sixth valve port 721 and the seventh valve port 722 are connected. In this way, the radiator water passage 32 can be blocked, and the pump water passage 33 and the battery module 20 can be connected in series. The ninth valve port 730 and the tenth valve port 731 are provided on the radiator water passage 32 and the electric assembly water passage 31, respectively. When the ninth valve port 730 and the tenth valve port 731 are connected, the radiator water passage 32 and the electric assembly water passage 31 are connected. When the ninth valve port 730 and the twelfth valve port 733 are connected, the tenth valve port 731 and the eleventh valve port 732 are connected. Similarly, by blocking the radiator water passage 32 in this way, the electric assembly water passage 31 and the battery module 20 can be connected in series. In this way, by adjusting the valve ports of the first four-way valve 71, the second four-way valve 72, and the third four-way valve 73, the electric assembly module 30, the engine module 40, and the battery module 20 can be selectively connected, thereby forming multiple modes to accommodate different situations.

[0065] 1 to 5, the electric assembly 34 includes a motor 310, a motor controller 311, and a third heat exchanger 312. The third heat exchanger 312 has a fifth heat exchange passage 314 and a sixth heat exchange passage 315. The motor 310 is connected to the fifth heat exchange passage 314, and the motor controller 311 is connected in parallel to the third heat exchanger 312. The third heat exchanger 312 may be an oil cooler. Since oil has thermal conductivity, the third heat exchanger 312 serves to cool the crankcase, clutch, valve assembly, and the like of the engine 41 of the vehicle 2 through which the oil passes. The motor 310 mainly serves as a driving force, thereby driving the movement of the vehicle 2. The motor controller 311 serves as a control force, thereby operating the control motor 310. The motor 310 is connected to the fifth heat exchange passage 314, and the motor controller 311 is connected in parallel to the third heat exchanger 312. When the water passage of the electric assembly module 30 is activated, the heat generated by the motor 310 and the motor controller 311 during operation can be collected in the water passage, and the heat can be released through the radiator water passage 32 or introduced into other modules to heat them.

[0066] 1-5, a first two-way valve 313 is provided in the electric assembly waterway 31. The first two-way valve 313 controls communication between the sixth valve port 721 of the second four-way valve 72 and the ninth valve port 730 of the third four-way valve 73 of the electric assembly waterway 31. The first two-way valve 313 can function as both a communication and a blocking valve. When the electric assembly waterway 31 is connected in parallel to the fourth heat exchange passage 62, the first two-way valve 313 is in a communication state. When the electric assembly waterway 31 is connected and the fourth heat exchange passage 62 is blocked, or when the fourth heat exchange passage 62 is connected but the second heat exchanger 60 is not operating, the first two-way valve 313 is in a communication state. When the electric assembly waterway 31 is blocked and the fourth heat exchange passage 62 is connected, the first two-way valve 313 is in a blocking state. In this way, by adjusting the first two-way valve 313, the communication and blocking of the electric assembly waterway 31 can be controlled, thereby forming multiple modes to accommodate different situations.

[0067] 1 to 5, the radiator water passage 32 includes a radiator branch passage 322 and a direct connection branch passage 323, a radiator 320 is provided in the radiator branch passage 322, the radiator branch passage 322 is connected in parallel to the direct connection branch passage 323, and the radiator branch passage 322 and the direct connection branch passage 323 can be switched between a communication state and a blocking state. It is worth noting that a sixth two-way valve 321 is provided in the direct connection branch passage 323, and the radiator 320 is connected in parallel to the sixth two-way valve 321. Similarly, the sixth two-way valve 321 also plays a role in blocking and connecting. When it is necessary to dissipate heat from the electric assembly waterway 31, or when it is necessary to dissipate heat from the heat pump module 10 and the battery module 20, the radiator 320 is connected and the sixth two-way valve 321 is disconnected, so that the heat can be dissipated by the radiator 320. When the heat generated by the electric assembly waterway 31 and / or the engine module 40 is used to heat other modules, the radiator 320 is blocked and the sixth two-way valve 321 is connected, so that the heat can be prevented from being dissipated by the radiator 320. Of course, when the heat generated by the electric assembly waterway 31 and / or the engine module 40 is too much, the radiator 320 also needs to be connected, so that the excess heat can be dissipated by the radiator 320, preventing the electric assembly waterway 31 and / or the engine module 40 from being damaged by excessive heat.

[0068] In some alternative embodiments of the present application, as shown in FIGS. 1-5 , a heat pump module 10 includes a compressor 11, a condenser module 12, an evaporator module 13, a gas-liquid separator 14, a cooling pipe 15, a heating pipe 16, a first heat exchange pipe 17, a second heat exchange pipe 21, a second switching pipe 18, and a first switching pipe 19, and the condenser module 12 is provided in the heating pipe 16, the evaporator module 13 is provided in the cooling pipe 15, and the third heat exchange pipe 17 is provided in the second switching pipe 19. 61 is provided in the first heat exchange pipe 17, the first heat exchange passage 51 is provided in the second heat exchange pipe 21, the compressor 11, the heating pipe 16, the first heat exchange pipe 17, the cooling pipe 15 and the gas-liquid separator 14 are connected, the first switching pipe 19, the second heat exchange pipe 21 and the cooling pipe 15 are connected in parallel, and the cooling pipe 15, the first switching pipe 19 and the second heat exchange pipe 21 are each selectively connected in series between the first heat exchange pipe 17 and the gas-liquid separator 14.

[0069] The second switching line 18 and the first switching line 19 can serve to switch the passage, and the refrigerant can selectively pass through the second switching line 18 and the first switching line 19, thereby forming different modes and responding to different situations.

[0070] The cooling mode, heating mode, and battery cooling mode of the heat pump module 10 will be described in detail below.

[0071] In the cooling mode, the refrigerant passes through the compressor 11, the heating pipe 16, the first heat exchange pipe 17, the cooling pipe 15 and the gas-liquid separator 14 in this order. Specifically, the refrigerant is compressed by the compressor 11 to form a high-pressure gas refrigerant. The high-pressure gas refrigerant passes through the heating pipe 16, but the condenser module 12 on the heating pipe 16 is not operating. The high-pressure gas refrigerant then passes through the first heat exchange pipe 17. The first heat exchange pipe 17 is connected to the second heat exchanger 60, so that the high-pressure gas refrigerant is introduced into the second heat exchanger 60. At this time, the second heat exchanger 60 functions as a condenser, and the second heat exchanger 60 releases heat. The second heat exchanger 60 is also connected to the radiator water passage 32 through the fourth heat exchange passage 62. The heat released from the second heat exchanger 60 can be introduced into the radiator water passage 32 through the fourth heat exchange passage 62. The radiator 320 releases heat to the air outside the vehicle 2, causing the high-pressure gas refrigerant in the second heat exchanger 60 to release a large amount of heat and form a liquid refrigerant. The liquid refrigerant is then introduced into the evaporator module 13 in the cooling line 15, which operates to evaporate and absorb heat from the passenger compartment, thereby cooling the passenger compartment. The liquid refrigerant in the evaporator module 13 then absorbs heat and forms a low-pressure gas refrigerant. The low-pressure gas refrigerant is then introduced into the gas-liquid separator 14, which separates the liquid refrigerant from the low-pressure gas refrigerant. Finally, the low-pressure gas refrigerant is introduced back into the compressor 11, which compresses it. In this way, the heat pump module 10 can form a cooling cycle and reduce the temperature of the passenger compartment over a long period of time.

[0072] In the heating mode, the refrigerant sequentially passes through the compressor 11, the heating line 16, the first heat exchange line 17, the first switching line 19, and the gas-liquid separator 14. Specifically, the refrigerant is compressed by the compressor 11 to form a high-pressure gas refrigerant, which is then introduced into the condenser module 12 of the heating line 16. The condenser module 12 on the heating line 16 is activated, and the condenser module 12 releases a large amount of heat into the passenger compartment, thereby heating the passenger compartment. As a result, the high-pressure gas refrigerant in the condenser module 12 releases a large amount of heat and forms a liquid refrigerant. The liquid refrigerant then passes through the first heat exchange line 17, which is connected to the second heat exchanger 60, and the liquid refrigerant is introduced into the second heat exchanger 60. At this time, the second heat exchanger 60 functions as an evaporator, absorbing heat from the air outside the vehicle 2 or heat generated by each module through the electric assembly module 30. As a result, the liquid refrigerant in the second heat exchanger 60 absorbs a large amount of heat and forms a low-pressure gas refrigerant. The low-pressure gas refrigerant is then directly introduced into the gas-liquid separator 14 via the first switching line 19. The gas-liquid separator 14 separates the liquid refrigerant doped into the low-pressure gas refrigerant. Finally, the low-pressure gas refrigerant is introduced back into the compressor 11, which compresses it. In this way, the heat pump module 10 can form a heating circulation system, thereby warming the passenger compartment in a long time.

[0073] In the battery cooling mode, the refrigerant sequentially passes through the compressor 11, the heating pipe 16, the second switching pipe 18, the first heat exchange passage 51, and the gas-liquid separator 14, i.e., the passenger compartment is in the heating mode and absorbs waste heat from the battery module 20 to heat it. Specifically, the refrigerant is compressed by the compressor 11 to form a high-pressure gas refrigerant, which is introduced into the condenser module 12 of the heating pipe 16. The condenser module 12 on the heating pipe 16 operates, and the condenser module 12 releases a large amount of heat into the passenger compartment, thereby heating the passenger compartment. As a result, the high-pressure gas refrigerant in the condenser module 12 releases a large amount of heat and forms a liquid refrigerant. The liquid refrigerant then enters the first heat exchange passage 51 via the second switching pipe 18, and the first heat exchange passage 51 is connected to the first heat exchanger 50, so that the liquid refrigerant is introduced into the first heat exchanger 50. At this time, the first heat exchanger 50 functions as an evaporator, and at the same time, the battery module 20 operates and generates a large amount of heat, and the first heat exchanger 50 absorbs the large amount of heat generated by the battery module 20, thereby lowering the temperature of the battery module 20 and cooling it down. The liquid refrigerant in the first heat exchanger 50 absorbs the large amount of heat and forms a low-pressure gas refrigerant. The low-pressure gas refrigerant is then directly introduced into the gas-liquid separator 14, which separates the liquid refrigerant doped into the low-pressure gas refrigerant. Finally, the low-pressure gas refrigerant is introduced back into the compressor 11, which compresses the low-pressure gas refrigerant. In this way, the passenger compartment can be heated for a long time, improving the driving comfort of the user, lowering the temperature of the battery module 20, and preventing the battery module 20 from being damaged by excessive heat, thereby making full use of energy and reducing energy consumption.

[0074] As shown in FIGS. 1 to 5, a third two-way valve 180 is provided in the second switching line 18, and a fourth two-way valve 190 is provided in the first switching line 19. Both the third two-way valve 180 and the fourth two-way valve 190 can serve as selective connection and disconnection valves, thereby allowing the second switching line 18 and the first switching line 19 to be selectively connected and disconnected, making the connection between each mode more accurate and stable.

[0075] In some embodiments, as shown in FIGS. 1-5 , the condenser module 12 includes a first condenser 120 and a second condenser 121, and the second condenser 121 is optionally connected in parallel to the first condenser 120. For example, the heating line 16 includes a pre-heating branch 160 and a post-heating branch 161 that are arranged in parallel, the first condenser 120 is arranged in the pre-heating branch 160, and the second condenser 121 is arranged in the post-heating branch 161, and at least one of the pre-heating branch 160 and the post-heating branch 161 is provided with a fifth two-way valve 162. That is, when the heat pump module 10 is in heating mode, both the first condenser 120 and the second condenser 121 operate, the fifth two-way valve 162 is in communication, and the refrigerant is introduced into the first condenser 120 and the second condenser 121 via the pre-heating branch 160 and the post-heating branch 161, respectively. When the heat pump module 10 is in cooling mode, both the first condenser 120 and the second condenser 121 do not operate, the fifth two-way valve 162 provided in the pre-heating branch 160 is in communication, and the fifth two-way valve 162 provided in the post-heating branch 161 is in a blocked state, and the refrigerant passes directly through the first condenser 120 in the pre-heating branch 160. In this way, the installation is more rational, and the connecting and blocking of the fifth two-way valve 162 can be rationally utilized, thereby more accurately connecting the heating pipe 16.

[0076] In some embodiments, as shown in FIGS. 1-5 , the cooling line 15 includes a pre-cooling branch 150 and a post-cooling branch 151 arranged in parallel, and the evaporator module 13 includes a first evaporator 130 and a second evaporator 131, the first evaporator 130 is connected in parallel to the second evaporator 131, the first evaporator 130 is arranged in the pre-cooling branch 150, and the second evaporator 131 is arranged in the post-cooling branch 151. That is, when the heat pump module 10 is in the heating mode, neither the first evaporator 130 nor the second evaporator 131 operates, and no refrigerant passes through the pre-cooling branch 150 nor the post-cooling branch 151. When the heat pump module 10 is in cooling mode, both the first evaporator 130 and the second evaporator 131 operate, and the refrigerant is introduced into the first evaporator 130 and the second evaporator 131 via the pre-cooling branch 150 and the post-cooling branch 151, respectively. In this way, the installation is more reasonable and the cooling effect of the heat pump module 10 can be realized.

[0077] In some embodiments, as shown in Figures 1-5, a second two-way valve 153 is provided in the cooling line 15, and one end of the second two-way valve 153 is connected to the first heat exchange line 17 and the other end of the second two-way valve 153 is connected to one end of the first evaporator 130 that is connected in parallel to the second evaporator 131.

[0078] For example, the cooling piping 15 further includes a cooling general flow path 152, which is respectively connected to the front cooling branch 150 and the rear cooling branch 151, and a second two-way valve 153 is provided in the cooling general flow path 152, one end of which is connected to the first heat exchange piping 17, and the other end of the second two-way valve 153 is connected to one end where the first evaporator 130 is connected in parallel to the second evaporator 131. The cooling general flow path 152 is located upstream of the front cooling branch 150 and the rear cooling branch 151, and the refrigerant must pass through the cooling general flow path 152 before passing through the front cooling branch 150 and the rear cooling branch 151. A second two-way valve 153 is provided in the cooling general flow path 152, and when the heat pump module 10 is in heating mode, the second two-way valve 153 is closed, preventing the refrigerant from entering the front cooling branch 150 and the rear cooling branch 151. When the heat pump module 10 is in cooling mode, the second two-way valve 153 is open, allowing the refrigerant to enter the front cooling branch 150 and the rear cooling branch 151. This makes the installation more reasonable, and the opening and closing of the second two-way valve 153 can be utilized more efficiently, thereby enabling the cooling pipeline 15 to be more accurately connected.

[0079] In some embodiments, as shown in Figures 1-5, the first heat exchange line 17 includes a seventh two-way valve 170, an expansion valve 171, and a check valve 172, the seventh two-way valve 170 and the expansion valve 171 are connected to one end of the third heat exchange passage 61, the check valve 172 is connected to the other end of the third heat exchange passage 61, and allows the refrigerant to flow from the third heat exchange passage 61 to the cooling line 15, one end of the second switching line 18 is connected to the outlet of the check valve 172, and one end of the first switching line 19 is connected to the inlet of the check valve 172.

[0080] The seventh two-way valve 170 and the expansion valve 171 are connected to one end of the third heat exchange passage 61. The seventh two-way valve 170 can selectively open and close. The expansion valve 171 can throttle the medium-temperature, high-pressure liquid refrigerant into low-temperature, low-pressure wet vapor in the cooling mode. When the heat pump module 10 is in the cooling mode, the seventh two-way valve 170 is open and the expansion valve 171 operates. When the heat pump module 10 is in the heating mode, the seventh two-way valve 170 is closed and the expansion valve 171 does not operate. This makes the cooling and heating modes of the heat pump module 10 more accurate and stable. A check valve 172 is connected to the other end of the third heat exchange passage 61. Because the check valve 172 only allows refrigerant to flow in one direction, the check valve 172 allows refrigerant to flow from the third heat exchange passage 61 to the cooling line 15 but prevents refrigerant from flowing in the reverse direction, thereby ensuring the accuracy of the refrigerant flow path. One end of the second switching line 18 is connected to the outlet of the check valve 172, and one end of the first switching line 19 is connected to the inlet of the check valve 172. That is, after passing through the third heat exchange passage 61, the refrigerant can flow through the check valve 172 or the first switching line 19. After flowing out of the check valve 172, the refrigerant can flow into the cooling line 15 or the second switching line 18. In this way, the refrigerant flow paths are diverse, which allows the heat pump module 10 to have multiple different modes.

[0081] In some embodiments, as shown in FIGS. 1-5 , the thermal management system 1 further includes an engine waterway 44, which includes an engine 41 and a hot air core 42, which are connected in series. The engine 41 is the main body of the engine waterway 44 and mainly plays a driving role, thereby driving the movement of the vehicle 2. After the engine 41 is running, it releases heat, which is introduced into other modules to heat them. If the engine 41 generates too much heat, the excess heat needs to be released to the air outside the vehicle 2. The hot air core 42 also plays a role in heating hot air, and can release hot air into the passenger compartment, thereby heating the passenger compartment to a certain extent and improving user comfort.

[0082] As shown in FIG. 6, a vehicle 2 according to an embodiment of the present invention includes the thermal management system 1 described in the above embodiment.

[0083] In the description of this application, terms indicating directions and positional relationships, such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," are based on the directions or positional relationships shown in the drawings and are intended merely to facilitate and simplify the description of the present invention, and do not indicate or imply that the referred devices or elements must have a specific direction, configuration, or operation in a specific direction, and cannot be considered to limit the present application.

[0084] In this description, the terms "first feature" and "second feature" can include one or more of the features. In this description, "plurality" refers to two or more. In this description, a first feature being "above" or "below" a second feature can include direct contact between the first and second features, or can include contact between the first and second features without direct contact but via another feature between them. In this description, the terms "above," "above," and "on top of" a first feature being "directly above" and diagonally above the second feature can also mean that the first feature is directly above and diagonally above the second feature, or simply indicate that the horizontal height of the first feature is higher than the second feature.

[0085] In the description herein, references such as "one embodiment," "some embodiments," "exemplary embodiments," "example," "specific example," or "some examples" mean that the specific features, structures, materials, or characteristics described in combination with the embodiment or example are included in at least one embodiment or example of the present application. As used herein, such references to exemplary embodiments or examples do not necessarily refer to the same embodiment or example.

[0086] Book wish Although embodiments have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present application, and the scope of the present application is limited by the claims and their equivalents.

[0087] This application is filed based on a Chinese patent having application number 202111164613.5 and filing date September 30, 2021, and claims priority to the above-mentioned Chinese patent application, the entire contents of which are hereby incorporated by reference into this application. [Explanation of symbols]

[0088] 1, Thermal management system, vehicle 2, 10, heat pump module, 11, compressor, 12, condenser module, 120, first condenser, 121, second condenser, 13, evaporator module, 130, first evaporator, 131, second evaporator, 14, gas-liquid separator, 15, cooling pipe, 150, pre-cooling branch, 151, post-cooling branch, 152, cooling main flow path, 153, second two-way valve, 16, heating pipe, 160, pre-heating branch, 161, post-heating branch, 162, fifth two-way valve, 17, first heat exchange pipe, 170, seventh two-way valve, 171, expansion valve, 172, check valve, 18, second switching pipe, 180, third two-way valve, 19, first switching pipe, 190, fourth two-way valve, 20, battery module, 21, second heat exchange pipe, 22, battery water passage, 23, heat exchange water passage, 24, battery, 30, electric assembly module, 31, electric assembly water passage, 310, motor, 311, motor controller, 312, third heat exchanger, 313, first two-way valve, 314, fifth heat exchange passage, 315, sixth heat exchange passage, 32, radiator water passage, 320, radiator, 321, Sixth two-way valve, 322, radiator branch passage, 323, direct connection branch passage, 33, pump water passage, 34, electric assembly, 40, engine module, 41, engine, 42, hot air core, 43, PTC heat exchanger, 44, engine water passage, 50, first heat exchanger, 51, first heat exchange passage, 52, second heat exchange passage, 60, second heat exchanger, 61, third heat exchange passage, 62, fourth heat exchange passage, 70, control valve group, 71, first four-way valve, 710, first valve port, 711, second valve port, 712, third valve port, 713, fourth valve port, 72, second four-way valve, 720, fifth valve port, 721, sixth valve port, 722, seventh valve port, 723, eighth valve port, 73, third four-way valve, 730, ninth valve port, 731, tenth valve port, 732, eleventh valve port, 733, twelfth valve port.

Claims

1. A thermal management system (1) for a vehicle (2), comprising: a first heat exchanger (50) having a first heat exchange passage (51) and a second heat exchange passage (52); a second heat exchanger (60) having a third heat exchange passage (61) and a fourth heat exchange passage (62); The system includes a compressor (11), a heating pipe (16), a first heat exchange pipe (17), a cooling pipe (15), a gas-liquid separator (14), a first switching pipe (19), and a second heat exchange pipe (21), wherein the heating pipe (16) is provided with a condenser module (12), the cooling pipe (15) is provided with an evaporator module (13), the first heat exchange pipe (17) is provided with the third heat exchange passage (61), and the second heat exchange pipe (21) is provided with the first heat exchange passage (51), and the compressor (11) a heat pump module (10) including: a heating pipe (16), a first heat exchange pipe (17), a cooling pipe (15), and a gas-liquid separator (14) connected in series; a cooling pipe (15), a first switching pipe (19), and a second heat exchange pipe (21) connected in parallel; and a cooling pipe (15), a first switching pipe (19), and a second heat exchange pipe (21) each selectively connected in series between the first heat exchange pipe (17) and the gas-liquid separator (14); an electric assembly waterway (31) provided with an electric assembly (34); a radiator water passage (32) provided with a radiator (320), selectively connected in series to the electric assembly water passage (31) and selectively connected in series to the fourth heat exchange passage (62); a heat exchange water channel (23) in which the second heat exchange passage (52) is provided; a battery channel (22) provided with a battery (24); a control valve group (70) connected to the battery water passage (22), the electric assembly water passage (31), the radiator water passage (32), and the heat exchange water passage (23) and switchable between a first state and a second state; A thermal management system (1) for a vehicle (2), comprising: an engine (41); and an engine waterway (44), wherein a first state of the control valve group (70) includes a first sub-state and a second sub-state, and wherein the second state of the control valve group (70) includes a third sub-state and a fourth sub-state.

2. The control valve group (70) a first four-way valve (71) having a first valve port (710), a second valve port (711), a third valve port (712), and a fourth valve port (713), the first valve port (710) and the second valve port (711) being provided at one end of the electric assembly water passage (31) and one end of the radiator water passage (32), respectively, and the third valve port (712) and the fourth valve port (713) being provided in the engine water passage, respectively; a second four-way valve (72) having a fifth valve port (720), a sixth valve port (721), a seventh valve port (722), and an eighth valve port (723), the fifth valve port (720) and the sixth valve port (721) being provided in the radiator water passage (32), and the seventh valve port (722) and the eighth valve port (723) being provided in the battery water passage (22); a third four-way valve (73) having a ninth valve port (730), a tenth valve port (731), an eleventh valve port (732) and a twelfth valve port (733), the ninth valve port (730) and the tenth valve port (731) being provided at the other end of the electric assembly water passage (31) and the other end of the radiator water passage (32), and the eleventh valve port (732) and the twelfth valve port (733) being provided in the battery water passage (22); When the control valve group (70) is in the first sub-state, the first valve port (710) and the second valve port (711) are communicated with each other, the third valve port (712) and the fourth valve port (713) are communicated with each other, the fifth valve port (720) and the sixth valve port (721) are communicated with each other, the seventh valve port (722) and the eighth valve port (723) are communicated with each other, the ninth valve port (730) and the tenth valve port (731) are communicated with each other, and the eleventh valve port (732) and the twelfth valve port (733) are communicated with each other, When the control valve group (70) is in the second sub-state, the first valve port (710) and the fourth valve port (713) are communicated with each other, the second valve port (711) and the third valve port (712) are communicated with each other, the fifth valve port (720) and the sixth valve port (721) are communicated with each other, the seventh valve port (722) and the eighth valve port (723) are communicated with each other, the ninth valve port (730) and the tenth valve port (731) are communicated with each other, and the eleventh valve port (732) and the twelfth valve port (733) are communicated with each other, When the control valve group (70) is in the third sub-state, the first valve port (710) and the second valve port (711) are communicated with each other, the third valve port (712) and the fourth valve port (713) are communicated with each other, the fifth valve port (720) and the eighth valve port (723) are communicated with each other, the sixth valve port (721) and the seventh valve port (722) are communicated with each other, the ninth valve port (730) and the twelfth valve port (733) are communicated with each other, and the tenth valve port (731) and the eleventh valve port (732) are communicated with each other, 2. A thermal management system (1) for a vehicle (2) according to claim 1, characterized in that, when the control valve group (70) is in the fourth sub-state, the first valve port (710) and the fourth valve port (713) are communicated, the second valve port (711) and the third valve port (712) are communicated, the fifth valve port (720) and the eighth valve port (723) are communicated, the sixth valve port (721) and the seventh valve port (722) are communicated, the ninth valve port (730) and the twelfth valve port (733) are communicated, and the tenth valve port (731) and the eleventh valve port (732) are communicated.

3. 3. The thermal management system (1) of a vehicle (2) according to claim 2, characterized in that a first two-way valve (313) is provided in the electric assembly waterway (31), and the first two-way valve (313) controls communication or blocking between the sixth valve port (721) of the second four-way valve (72) and the ninth valve port (730) of the third four-way valve (73) of the electric assembly waterway (31).

4. 4. A thermal management system (1) for a vehicle (2) according to claim 1, wherein the radiator waterway (32) includes a radiator branch (322) and a direct connection branch (323), the radiator (320) is provided in the radiator branch (322), the radiator branch (322) is connected in parallel to the direct connection branch (323), and the radiator branch (322) and the direct connection branch (323) are each switchable between a communication state and a disconnection state.

5. The thermal management system (1) of a vehicle (2) according to any one of claims 1 to 3, characterized in that the condenser module (12) includes a first condenser (120) and a second condenser (121), and the second condenser (121) is selectively connected in parallel to the first condenser (120).

6. The thermal management system (1) of a vehicle (2) according to any one of claims 1 to 3, characterized in that the evaporator module (13) includes a first evaporator (130) and a second evaporator (131), and the first evaporator (130) is connected in parallel to the second evaporator (131).

7. 7. The thermal management system (1) of a vehicle (2) according to claim 6, characterized in that a second two-way valve (153) is provided in the cooling pipe (15), one end of the second two-way valve (153) being connected to the first heat exchange pipe (17) and the other end being connected to one end of the first evaporator (130) that is connected in parallel to the second evaporator (131).

8. A thermal management system (1) for a vehicle (2) as described in any one of claims 1 to 3, further comprising an engine water passage (44), the engine water passage (44) including an engine (41) and a hot air core (42), the engine (41) being connected in series to the hot air core (42).

9. A vehicle (2) comprising a thermal management system (1) for a vehicle (2) according to any one of claims 1 to 3.

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