Thermal management system, and vehicle equipped with a thermal management system

Abstract

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

Description

Technical Field

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

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

Background Art

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

Summary of the Invention

Means for Solving the Problems

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

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

[0006] A thermal management system according to one embodiment of a first aspect of the present disclosure includes a compressor, at least one heat dissipation passage, each heat dissipation passage including a heat dissipation member, the second inlet of the heat dissipation member connected to a first outlet of the compressor, and at least one heat absorption passage, each heat absorption passage including a throttling device and a heat absorption member, the third inlet of the throttling device selectively communicating with or blocking the second outlet of the heat dissipation member, the third outlet of the throttling device connected to a fourth inlet of the heat absorption member, and the fourth outlet of the heat absorption member connected to the compressor. The system includes at least one heat absorption channel connected to a first inlet of the compressor, and a battery thermal management channel, the battery thermal management channel comprising a battery throttle device and a battery direct cooling plate, wherein a fifth inlet of the battery throttle device selectively communicates with a first outlet of the compressor or a second outlet of the heat dissipation member, the fifth outlet of the battery throttle device is connected to a sixth inlet of the battery direct cooling plate, and the sixth outlet of the battery direct cooling plate selectively communicates with a third inlet of the throttle device or a first inlet of the compressor. The battery throttle device is switchable between a fully open state and a throttled state.

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

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

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

[0010] In one embodiment, the heat absorption channel includes a second heat absorption channel. A second throttling device and an outdoor heat exchanger are sequentially connected in series on the second heat absorption channel. The 11th inlet of the second throttling device is connected to the 6th outlet of the battery direct cooling plate, and the 12th outlet of the outdoor heat exchanger is connected to the 1st inlet of the compressor.

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

[0012] In one embodiment, the heat absorption channel includes a third heat absorption channel. A third throttling device and a water channel heat exchanger are sequentially connected in series on the third heat absorption channel. The 14th inlet of the third throttling device is connected to the 6th outlet of the battery direct cooling plate, and the 15th outlet of the water channel heat exchanger is connected to the 1st inlet of the compressor.

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

[0014] In one embodiment, the waterway heat exchanger includes a first interface, a second interface, a third interface, and a fourth interface. The first interface is connected to the first inlet of the compressor, and the second interface communicates with the 14th outlet of the third throttling device. The thermal management system further includes an engine waterway. The engine waterway includes the engine. The engine water inlet communicates with the third interface, and the engine water outlet communicates with the fourth interface.

[0015] In one embodiment, the engine waterway includes a control valve comprising a first valve port, a second valve port, a third valve port, and a fourth valve port, wherein the first valve port is connected to a water inlet, the second valve port is connected to a water outlet, and the third valve port is connected to a third interface of the waterway heat exchanger, and when one of the first and third valve ports communicates with one of the second and fourth valve ports, the other of the first and third valve ports communicates with the other of the second and fourth valve ports; a pump, which is located between the waterway heat exchanger and the engine; and a hot air core, which has one end connected to a water outlet and the other end connected to a fourth interface of the waterway heat exchanger.

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

[0017] In one embodiment, the engine waterway further includes an exhaust gas and residual heat recovery device. The recovery device is located between the hot air core and the pump.

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

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

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

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

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

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

[0024] In one embodiment, the heat dissipation channel includes a first heat dissipation channel. The first heat dissipation channel includes an indoor condenser, which is connected between the compressor and the battery throttling device. The heat absorption channel includes a second heat absorption channel. The second throttling device and the outdoor heat exchanger are connected sequentially in series on the second heat absorption channel. The 11th inlet of the second throttling device is connected to the 6th outlet of the battery direct cooling plate, and the 12th outlet of the outdoor heat exchanger is connected to the 1st inlet of the compressor. The first heat dissipation channel communicates with the second heat absorption channel.

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

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

[0027] In one embodiment, the heat absorption channel includes a second heat absorption channel. A second throttling device and an outdoor heat exchanger are sequentially connected in series on the second heat absorption channel. The 11th inlet of the second throttling device is connected to the 6th outlet of the battery direct cooling plate, and the 12th outlet of the outdoor heat exchanger is connected to the 1st inlet of the compressor. The second heat absorption channel and the second branch segment share a 3rd common segment. The second heat absorption channel further includes a front segment and a rear segment. The 21st inlet of the front segment of the second heat absorption channel is connected to the 20th outlet of the second common segment, and the 22nd outlet of the rear segment of the second heat absorption channel is connected to the 1st inlet of the compressor. The second branch segment further includes a front segment and a rear segment. The 23rd inlet of the front segment of the second branch segment is connected to the 17th outlet of the first common segment, and the 24th outlet of the rear segment of the second branch segment is connected to the 20th inlet of the second common segment. The 21st outlet of the front segment of the second endothermic flow path is separately connected to the 24th inlet of the rear segment of the second branch segment and one end of the third common segment, and the 22nd inlet of the rear segment of the second endothermic flow path is separately connected to the 23rd outlet of the front segment of the second branch segment and the other end of the third common segment. Alternatively, the 21st outlet of the front segment of the second endothermic flow path is separately connected to the 23rd outlet of the front segment of the second branch segment and the end of the third common segment, and the 22nd inlet of the rear segment of the second endothermic flow path is separately connected to the 24th inlet of the rear segment of the second branch segment and the other end of the third common segment.

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

[0029] In one embodiment, the thermal management system further includes a coaxial tube heat exchanger. The coaxial tube heat exchanger includes a first channel and a second channel, and a sleeve is attached to the outside of the second channel in the first channel. The first channel includes a first port and a second port, and the second channel includes a third port and a fourth port. The first port communicates with the 20th outlet of the second common segment. The second port communicates separately with the 5th inlet of the battery throttling device and the 7th inlet of the first throttling device. The third port communicates with the 6th outlet of the battery direct cooling plate. The fourth port communicates with the 1st inlet of the compressor.

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

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

[0032] The foregoing and / or additional aspects and advantages of the present disclosure will become apparent and understandable in the following description of the embodiments taken in conjunction with the accompanying drawings below. <00001​​​​​​​​​​​​​​​​​​​​​Figure 1 is a schematic diagram of the thermal management system in the second heating mode. [Figure 7] Figure 1 is a schematic diagram of the thermal management system in the third heating mode. [Figure 8] Figure 1 is a schematic diagram of the thermal management system in the fourth heating mode. [Figure 9] Figure 1 is a schematic diagram of the thermal management system in the fifth heating mode. [Figure 10] Figure 1 is a schematic diagram of the thermal management system in the sixth heating mode. [Figure 11] Figure 1 is a schematic diagram of the thermal management system in the seventh heating mode. [Figure 12] Figure 1 is a schematic diagram of the thermal management system in the eighth heating mode. [Figure 13] Figure 1 is a schematic diagram of the thermal management system in the ninth heating mode. [Figure 14] Figure 1 is a schematic diagram of the thermal management system in the 10th heating mode. [Figure 15] This is a schematic diagram of a thermal management system according to another embodiment of the present disclosure. [Figure 16] This is a schematic diagram of the thermal management system of the embodiment shown in Figure 15 in the first dehumidification mode. [Figure 17] This is a schematic diagram of the thermal management system of the embodiment shown in Figure 15 in the second dehumidification mode. [Figure 18] This is a schematic diagram of the thermal management system of the embodiment shown in Figure 15 in defrost mode. [Figure 19] This is a schematic diagram of a thermal management system according to yet another embodiment of the present disclosure. [Figure 20] This is a schematic diagram of the heat dissipation channel and heat absorption channel in a thermal management system according to one embodiment of the present disclosure. [Figure 21] Figure 1 is a schematic diagram of the battery thermal management channel when the thermal management system shown is in the ninth heating mode. [Figure 21A] This is a schematic diagram of a vehicle according to one embodiment of the present disclosure. [Figure 22] Figure 1 is a schematic diagram of the battery thermal management channel when the thermal management system shown is in the 10th heating mode. [Figure 23] Figure 1 is a schematic diagram of the engine waterway in the thermal management system shown. [Explanation of Symbols]

[0034] 100: Thermal management system; 200: Vehicle; 1: Compressor; 11: First inlet; 12: First outlet; 2: Indoor condenser; 3: First solenoid valve; 4: Second solenoid valve; 5: Outdoor heat exchanger; 52: Twelfth outlet; 6: One-way valve; 7: Liquid storage tank; 8: Third solenoid valve; 9: First throttle device; 91: Seventh inlet; 10: Indoor vaporizer; 102: Eighth outlet; 11: Engine; 111: Water inlet; 112: Water outlet; 12: Control valve; A: First valve port; B: Second valve port; C: Third valve port; D: Fourth valve port; 13: Pump; 14: Heating element; 15: Fourth solenoid valve; 16: Third throttle device; 162: Fourteenth outlet; 17: Water channel heat exchanger; 172: 15th outlet; E: 1st interface; F: 2nd interface; G: 3rd interface; H: 4th interface; 18: 5th solenoid valve; 19: 2nd throttle device; 191: 11th inlet; 20: Engine radiator; 21: Battery direct cooling plate; 211: 6th inlet; 212: 6th outlet; 22: 6th solenoid valve; 23: Battery throttle device; 231: 7th solenoid valve; 232: 4th throttle device; 233: 5th inlet; 234: 5th outlet; 25: 8th solenoid valve; 26: Hot air core; 27: Shut-off valve; 2 8: Exhaust gas and residual heat recovery device; 29: Coaxial tube heat exchanger; 291: First channel; 292: Second channel; I: First port; J: Second port; K: Third port; L: Fourth port; 30: Ninth solenoid valve; 31: Tenth solenoid valve; 32: Eleventh solenoid valve; 40: Heat dissipation channel; 41: Heat dissipation member; 411: Second inlet; 412: Second outlet; 42: First heat dissipation channel; 43: Second heat dissipation channel; 431: Second branch segment; 4311: Ninth inlet; 4312: Ninth outlet; 4313: Front segment of the second branch segment; 4314: Second Rear segment of branched segment; 4315: 23rd inlet; 4316: 23rd outlet; 4317: 24th inlet; 4318: 24th outlet; 50: heat absorption channel; 51: throttling device; 511: 3rd inlet; 512: 3rd outlet; 52: heat absorption member; 521: 4th inlet; 522: 4th outlet; 53: 1st heat absorption channel; 54: 2nd heat absorption channel; 541: Front segment of 2nd heat absorption channel; 5411: 21st inlet; 5412: 21st outlet; 542: Rear segment of 2nd heat absorption channel; 5421: 22nd inlet; 5422: 22nd outlet; 55: 3rd heat absorption channel;60: Battery thermal management channel; 601: Battery direct cooling branch; 6011: 9th inlet; 6012: 9th outlet; 602: 1st battery heat absorption branch; 6021: 10th inlet; 6022: 10th outlet; 603: 2nd battery heat absorption branch; 6031: 13th inlet; 6032: 13th outlet; 604: 3rd battery heat absorption branch; 6041: 16th Inlet; 6042: 16th exit; 605: 1st common segment; 6051: 17th inlet; 6052: 17th exit; 606: 1st branch segment; 6061: 18th inlet; 6062: 18th exit; 607: 2nd common segment; 6071: 12th inlet; 6072: 12th exit; 608: 3rd common segment; 70: Engine waterway. [Modes for carrying out the invention]

[0035] A thermal management system 100 in one embodiment of the first aspect of this disclosure will be described below with reference to Figures 1 to 23.

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

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

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

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

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

[0041] According to some embodiments of the present disclosure, the heat absorption passage 50 includes a first heat absorption passage 53. A first throttling device 9 and an indoor vaporizer 10 are sequentially connected in series on the first heat absorption passage 53. The seventh inlet 91 of the first throttling device 9 is connected to the second outlet 412 of the heat dissipation member 41, and the eighth outlet 101 of the indoor vaporizer 10 is connected to the first inlet 11 of the compressor 1. Referring to Figures 13 and 21, the thermal management system 100 is in the ninth heating mode. A battery throttling device 23 communicates with the first outlet 12 of the compressor 1, and the sixth outlet 212 of the battery direct cooling plate 21 communicates with the first inlet 11 of the compressor 1. The refrigerant in the compressor 1 flows to the battery direct cooling plate 21 via the heat dissipation member 41 and the battery throttling device 23. In this case, the heat dissipation member 41 does not operate, i.e., the heat dissipation member 41 does not perform heat exchange. The high-temperature refrigerant in the direct battery cooling plate 21 can exchange heat with the low-temperature battery pack, thereby raising the temperature of the battery pack. After heat exchange, the refrigerant may flow to the interior vaporizer 10 via the first throttling device 9. The interior vaporizer 10 vaporizes the refrigerant to absorb heat from the vehicle interior, thereby lowering the temperature of the vehicle interior. By repeating this process, the temperature of the vehicle interior can be lowered when the battery pack is heated, thereby better meeting the user's requirements.

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

[0043] As shown in Figures 13 and 21, when the thermal management system 100 is in the ninth heating mode, the sixth outlet 212 of the battery direct cooling plate 21 communicates with the first inlet 11 of the compressor 1 through the battery direct cooling branch 601, and the sixth outlet 212 of the battery direct cooling plate 21 communicates through the first battery heat absorption branch 602. The fifth solenoid valve 18 is connected in series on the battery direct cooling branch 601. The ninth solenoid valve 30 is connected in series on the first battery heat absorption branch 602. In this case, both the fifth solenoid valve 18 and the ninth solenoid valve 30 are in the open state. Specifically, when the thermal management system 100 is in the ninth heating mode, the refrigerant in the compressor 1 flows to the battery direct cooling plate 21 via the heat dissipation member 41 and the battery throttling device 23. The high-temperature refrigerant in the battery direct cooling plate 21 exchanges heat with the low-temperature battery pack, which can raise the temperature of the battery pack. After heat exchange, the refrigerant flows out from the battery direct cooling plate 21 and through the ninth solenoid valve 30 to the first throttling device 9. After the refrigerant is throttled by the first throttling device 9 and its temperature drops, it flows to the interior vaporizer 10 where it is vaporized, raising the temperature inside the vehicle. The vaporized refrigerant is then returned to the compressor 1.

[0044] Referring to some embodiments of the present disclosure, with reference to Figures 21 and 22, the heat absorption channel 50 includes a second heat absorption channel 54. A second throttling device 19 and an outdoor heat exchanger 5 are sequentially connected in series on the second heat absorption channel 54. The eleventh inlet 191 of the second throttling device 19 is connected to the sixth outlet 212 of the battery direct cooling plate 21. The twelfth outlet 52 of the outdoor heat exchanger 5 is connected to the first inlet 11 of the compressor 1. Referring to Figures 14 and 22, when the thermal management system 100 is in the tenth heating mode, the refrigerant in the compressor 1 flows to the battery direct cooling plate 21 via the heat dissipation member 41 and the battery throttling device 23. In this case, the heat dissipation member 41 does not perform heat exchange, and the high-temperature refrigerant in the battery direct cooling plate 21 performs heat exchange with the battery pack, raising the temperature of the battery pack. The refrigerant after heat exchange flows to the outdoor heat exchanger 5 via the second throttling device 19. The refrigerant vaporizes in the outdoor heat exchanger 5 and then flows back to the compressor 1.

[0045] Furthermore, referring to Figures 21 and 22, the battery thermal management channel 60 includes a direct battery cooling branch 601 and a second heat absorption branch 603. Both the inlet of the direct battery cooling branch 601 and the 13th inlet 6031 of the second heat absorption branch 603 are connected to the 6th outlet 212 of the direct battery cooling plate 21. The 9th outlet 6012 of the direct battery cooling branch 601 is connected to the 1st inlet 11 of the compressor 1. The 13th outlet 6032 of the second heat absorption branch 603 is connected to the 11th inlet 191 of the second throttle device 19. The sixth outlet 212 of the battery direct cooling plate 21 is selectively connected to or disconnected from the first inlet 11 of the compressor 1 through the battery direct cooling branch 601, and the sixth outlet 212 of the battery direct cooling plate 21 is selectively connected to or disconnected from the eleventh inlet 191 of the second throttle device 19 through the second battery heat absorption branch 603.

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

[0047] According to some embodiments of the present disclosure, referring to Figures 21 and 22, the heat absorption channel 50 includes a third heat absorption channel 55. A third throttling device 16 and a water channel heat exchanger 17 are sequentially connected in series on the third heat absorption channel 55. The 14th inlet 161 of the third throttling device 16 is connected to the 6th outlet 212 of the battery direct cooling plate 21, and the 15th outlet 172 of the water channel heat exchanger 17 is connected to the 1st inlet 11 of the compressor 1. As shown in Figures 11 and 12, the 6th solenoid valve 22, the 3rd throttling device 16, and the water channel heat exchanger 17 are sequentially connected in series on the third heat absorption channel 55. When the thermal management system 100 is in the 7th heating mode or the 8th heating mode, the refrigerant in the compressor 1 can flow to the battery direct cooling plate 21 via the indoor condenser 2, the second solenoid valve 4, and the 7th solenoid valve 231 in the battery throttling device 23. The indoor condenser 2 does not operate, and the high-temperature refrigerant can exchange heat with the battery pack through the battery direct cooling plate 21, thereby raising the temperature of the battery pack. The battery throttling device 23 includes a seventh solenoid valve 231 and a fourth throttling device 232 connected in parallel. The refrigerant after heat exchange may flow to the water channel heat exchanger 17 via a sixth solenoid valve 22 and a third throttling device 16. The refrigerant in the water channel heat exchanger 17 exchanges heat with the water in the water channel heat exchanger 17. The refrigerant after heat exchange returns to the compressor 1, and the water after heat exchange returns to the engine 11. The heat from the engine 11 flows to the water channel heat exchanger 17 through the water in the engine water channel 70.

[0048] Alternatively, the battery pack and the passenger compartment may be heated simultaneously by using the heat from the engine 11. In this case, the refrigerant flow path is the same as the refrigerant flow path when the thermal management system 100 is operating in the seventh heating mode. The cabin condenser 2 operates. That is, the cabin condenser 2 can raise the temperature inside the passenger compartment by performing heat exchange. The refrigerant after heat exchange flows to the battery direct cooling plate 21. Typically, the temperature of the refrigerant after heat exchange is still higher than the temperature of the battery pack, so it can perform heat exchange with the battery pack through the battery direct cooling plate 21 and raise the temperature of the battery pack. The heat from the engine 11 flows through the water in the engine water passage 70 to the water passage heat exchanger 17.

[0049] Furthermore, referring to Figures 11, 12, 21, and 22, the battery thermal management channel 60 includes a direct battery cooling branch 601 and a third heat absorption branch 604. Both the inlet of the direct battery cooling branch 601 and the 16th inlet 6041 of the third heat absorption branch 604 are connected to the 6th outlet 212 of the direct battery cooling plate 21. The 9th outlet 6012 of the direct battery cooling branch 601 is connected to the 1st inlet 11 of the compressor 1. The 16th outlet 6042 of the third heat absorption branch 604 is connected to the 14th inlet 161 of the third throttle device 16. The sixth outlet 212 of the battery direct cooling plate 21 is selectively connected to or disconnected from the first inlet 11 of the compressor 1 through the battery direct cooling branch 601, and the sixth outlet 212 of the battery direct cooling plate 21 is selectively connected to or disconnected from the 14th inlet 161 of the third throttle device 16 through the third battery heat absorption branch 604.

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

[0051] Furthermore, the water channel heat exchanger 17 includes a first interface E, a second interface F, a third interface G, and a fourth interface H. The first interface E is connected to the first inlet 11 of the compressor 1, and the second interface F communicates with the 14th outlet 162 of the third throttling device 16. The thermal management system 100 further includes an engine water channel 70. The engine water channel 70 includes the engine 11. The water inlet 111 of the engine 11 communicates with the third interface G, and the water outlet 112 of the engine 11 communicates with the fourth interface H. During the operation of the engine 11, the water in the engine water channel 70 flows through the engine 11 and exchanges heat with the engine 11, thereby increasing the temperature of the water in the engine water channel 70. The water, whose temperature has risen, flows through the water channel heat exchanger 17 and exchanges heat with the refrigerant flowing through the water channel heat exchanger 17, thereby raising the temperature of the refrigerant in the water channel heat exchanger 17. Therefore, the heat in the engine 11 can be used to heat the passenger compartment, effectively reducing the power consumption of the vehicle 200.

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

[0053] Referring to Figure 9, the thermal management system 100 operates in a fifth heating mode, specifically, only the engine waterway 70 within the thermal management system 100 is operational. In this case, the heat generated during the operation of the engine 11 is transferred to the water in the engine waterway 70. The heated water can then flow to the hot air core 26 via the water outlet 112, the second valve port B and the fourth valve port D of the control valve 12, and the pump 13. In this case, the hot air core 26 may transfer the heat from the water to the passenger compartment, raising the temperature inside the passenger compartment. The water in the hot air core 26 can then be returned to the engine 11 via the waterway heat exchanger 17, the third valve port C and the first valve port A of the control valve 12, and the water inlet 111.

[0054] Referring to Figure 7, the thermal management system 100 operates in a third heating mode. Specifically, the outdoor heat exchanger 5 absorbs heat from the outside air, and the water channel heat exchanger 17 absorbs heat from the engine 11 to heat the passenger compartment. Specifically, the refrigerant in the compressor 1 flows to the indoor condenser 2, where it liquefies and releases heat, raising the temperature inside the passenger compartment. The liquefied refrigerant that flows out through the second solenoid valve 4 is divided into two parts. One part of the refrigerant flows to the outdoor heat exchanger 5 via the second throttling device 19. The refrigerant may also exchange heat with the outside air through the outdoor heat exchanger 5, and the refrigerant after heat exchange returns to the compressor 1 via the first solenoid valve 3. The other part of the refrigerant flows to the water channel heat exchanger 17 via the fourth solenoid valve 15 and the third throttling device 16. In addition, the water in the engine 11, after exchanging heat with the engine 11, flows to the water channel heat exchanger 17 via the water outlet 112, the second valve port B, the fourth valve port D, the pump 13, and the hot air core 26. In this case, the hot air core 26 does not operate, and the refrigerant in the water channel heat exchanger 17 exchanges heat with the water. The refrigerant, whose temperature has risen, is returned to the compressor 1, and the water, whose temperature has decreased, is returned to the engine 11 via the third valve port C, the first valve port A, and the water inlet 111. By repeating this process, the heat from the outside air and the heat from the engine 11 can be effectively used to heat the passenger compartment, allowing for rapid temperature adjustment inside the passenger compartment and thereby reducing the power consumption of the vehicle 200.

[0055] In some optional embodiments, as shown in Figures 1 to 18 and Figure 23, the engine waterway 70 further includes a heating element 14. One end of the heating element 14 is connected to a fourth interface H of the waterway heat exchanger 17, and the other end of the heating element 14 is connected to a pump 13. Referring to Figure 10, the thermal management system 100 operates in a sixth heating mode. In this case, only the engine waterway 70 operates; the engine 11 does not operate. Specifically, the thermal management system 100 heats the cabin by using only the heat from the heating element 14. For example, in a cryogenic environment, the heating element 14 may be turned on directly to heat the cabin. In this case, the heating element 14 heats the water within the heating element 14, and the heated water can flow through the hot air core 26 to the waterway heat exchanger 17. At least one of the hot air core 26 and the waterway heat exchanger 17 exchanges heat with the water to provide hot air to the cabin, raising the temperature inside the cabin. The water after heat exchange can be returned to the heating element 14 via the third valve port C and the fourth valve port D of the control valve 12 and the pump 13. By repeating this process, the vehicle compartment can be heated using the heat from the heating element 14, and the temperature inside the vehicle compartment can be rapidly increased in a cryogenic environment. Optionally, the heating element 14 may be a PTC heating element, but is not limited to that.

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

[0057] Alternatively, the passenger compartment and battery pack may be heated simultaneously by using the heat from the heating element 14. In this case, the refrigerant and water flow paths are the same as those when the thermal management system 100 operates in the eighth heating mode. The passenger compartment condenser 2 operates, specifically performing heat exchange to raise the temperature of the passenger compartment. In addition, heat exchange occurs with the battery pack through the battery direct cooling plate 21, raising the temperature of the battery pack.

[0058] According to some other embodiments of the present disclosure, as shown in Figure 19, the engine waterway 70 further includes an exhaust gas and residual heat recovery unit 28. The exhaust gas and residual heat recovery unit 28 is located between the hot air core 26 and the pump 13. The exhaust gas and residual heat recovery unit 28 can recover heat from the exhaust gas of the vehicle 200. In this case, the exhaust gas and residual heat recovery unit 28 can function as a heating element 14 and realize the heating function of the heating element 14, so that the thermal management system 100 can use the heat in the exhaust gas as much as possible to realize cooling or heating functions, thereby reducing the overall power consumption of the vehicle.

[0059] According to some embodiments of the present disclosure, referring to Figures 21-23, the engine waterway 70 further includes a shut-off valve 27 and an engine radiator 20 connected in parallel. The shut-off valve 27 and the engine radiator 20 are located between the control valve 12 and the engine 11. When the thermal management system 100 uses the heat of the engine 11, the shut-off valve 27 is opened, thereby allowing water in the engine waterway 70 to flow through the engine 11 and the waterway heat exchanger 17, transferring the heat of the engine 11 to the waterway heat exchanger 17. When the thermal management system 100 does not use the heat of the engine 11, the shut-off valve 27 is closed, allowing the engine 11 to transfer the heat it has generated to the water in the engine waterway 70. The water, whose temperature has risen, may flow to the engine radiator 20 through the second valve port B and the first valve port A of the control valve 12. The engine radiator 20 exchanges heat with the outside air, lowering the temperature of the water flowing through the engine radiator 20. The cooled water is returned to the engine 11. By repeating this process, heat can be dissipated from the engine 11.

[0060] Referring to some embodiments of this disclosure, with reference to Figures 21 and 22, the heat dissipation channel 40 includes a first heat dissipation channel 42. The first heat dissipation channel 42 includes an interior condenser 2, which is connected between the compressor 1 and the battery throttling device 23. Referring to Figure 8, the thermal management system 100 operates in a fourth heating mode. That is, the battery direct cooling plate 21 functions as a vaporizer and radiates heat from the battery pack when the cabin is heated. Specifically, the refrigerant in the compressor 1 flows to the interior condenser 2. The interior condenser 2 can liquefy the refrigerant to release a large amount of heat and raise the temperature inside the cabin. The liquefied refrigerant may flow to the battery direct cooling plate 21 via a second solenoid valve 4 and the battery throttling device 23. The refrigerant in the battery direct cooling plate 21 may exchange heat with the battery pack. When the battery pack temperature drops, the refrigerant in the battery direct cooling plate 21 vaporizes, and the vaporized refrigerant is returned to the compressor 1 via the fifth solenoid valve 18. By repeating this process, the vehicle cabin can also be heated when the battery pack temperature drops.

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

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

[0063] Referring to Figure 4, the thermal management system 100 can cool the passenger compartment and the battery pack simultaneously. In this case, the thermal management system 100 operates in a third cooling mode. The refrigerant in the compressor 1 may flow to the outdoor heat exchanger 5 via the indoor condenser 2 and the eighth solenoid valve 25. The indoor condenser 2 may not operate, and the outdoor heat exchanger 5 may liquefy the refrigerant. The liquefied refrigerant may flow out via the one-way valve 6. The flowing refrigerant may be divided into two parts. One part of the refrigerant flows to the indoor vaporizer 10 via the third solenoid valve 8 and the first throttling device 9. In this case, the refrigerant is vaporized in the indoor vaporizer 10, absorbing heat from the passenger compartment and cooling the compartment. The vaporized refrigerant is returned to the compressor 1. The other part of the refrigerant may flow to the battery direct cooling plate 21 via the fourth throttling device 232. The refrigerant exchanges heat with the battery pack through the direct battery cooling plate 21, lowering the temperature of the battery pack and ensuring its normal operation. After heat exchange, the refrigerant is returned to the compressor 1 via the fifth solenoid valve 18. By repeating this process, the battery pack and the vehicle compartment can be cooled simultaneously, better meeting the user's requirements.

[0064] According to some embodiments of this disclosure, the first heat dissipation channel 42 communicates with the second heat absorption channel 54. Referring to Figure 5, the thermal management system 100 operates in a first heating mode. That is, the thermal management system 100 absorbs heat from the outside air through the outdoor heat exchanger 5 to heat the vehicle interior. Specifically, the refrigerant in the compressor 1 may flow to the indoor condenser 2. The refrigerant liquefies in the indoor condenser 2 and dissipates heat into the vehicle interior, raising the temperature inside the vehicle. After heat exchange, the refrigerant flows to the outdoor heat exchanger 5 via the second solenoid valve 4 and the second throttling device 19. The outdoor heat exchanger 5 can vaporize the refrigerant to absorb heat from the outside air, and the vaporized refrigerant flows to the compressor 1. By repeating this process, the vehicle interior can be heated, ensuring the comfort of the passengers.

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

[0066] According to some embodiments of the present disclosure, referring to Figures 21 and 22, the battery thermal management channel 60, the first heat dissipation channel 42, and the second heat dissipation channel 43 share a first common segment 605. The indoor condenser 2 is connected to the first common segment 605, and the 17th inlet 6051 of the first common segment 605 is connected to the first outlet 12 of the compressor 1. The battery thermal management channel 60 and the first heat dissipation channel 42 share a first branch segment 606. The second solenoid valve 4 is connected to the first branch segment 606. The second heat dissipation channel 43 has a second branch segment 431, and the outdoor heat exchanger 5 and the 8th solenoid valve 25 are connected to the second branch segment 431. Both the 18th inlet 6061 of the first branch segment 606 and the 19th inlet 4311 of the second branch segment 431 are connected to the 17th outlet 6052 of the first common segment 605.

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

[0068] It should be noted that the liquid storage tank 7 in the thermal management system 100 has three main functions. Firstly, the liquid storage tank 7 stores coolants such as refrigerants. During the operation of the thermal management system 100, the liquid storage tank 7 can move the coolant in a timely manner to perform auxiliary operations. Secondly, the liquid storage tank 7 filters out impurities. The liquid storage tank 7 can filter out impurities generated within the thermal management system 100, and as a result, these impurities will not cause blockages that affect the normal operation of the thermal management system 100. Thirdly, the liquid storage tank 7 has a drying function. The liquid storage tank 7 absorbs moisture within the thermal management system 100, thereby ensuring that the thermal management system 100 is in a dry environment and avoiding water blockage or ice blockage problems that can occur in the thermal management system 100.

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

[0070] In some other optional embodiments, referring to Figures 21 and 22, the 21st outlet 5412 of the front segment 541 of the second heat-absorbing channel is separately connected to the 23rd outlet 4316 of the front segment 4313 of the second branch segment and to the end of the third common segment 608, and the 22nd inlet 5421 of the rear segment of the second heat-absorbing channel is separately connected to the 24th inlet 4317 of the rear segment 4314 of the second branch segment and to the other end of the third common segment 608.

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

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

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

[0074] Referring to Figure 16, if frost forms on the outdoor heat exchanger 5, the thermal management system 100 operates in defrost mode. The refrigerant in the compressor 1 flows to the indoor condenser 2. The indoor condenser 2 liquefies the refrigerant and releases heat, raising the temperature inside the vehicle. The liquefied refrigerant flows to the outdoor heat exchanger 5 via the eighth solenoid valve 25. The outdoor heat exchanger 5 vaporizes the refrigerant. Because the temperature of the vaporized refrigerant is high, it can melt the frost on the surface of the outdoor heat exchanger 5. The vaporized refrigerant may also flow into the coaxial heat exchanger 29 via the one-way valve 6, the storage tank 7, and the first port I of the coaxial heat exchanger 29. The refrigerant in the coaxial heat exchanger 29 may also flow into the waterway heat exchanger 17 via the second port J, the fourth solenoid valve 15, and the third throttling device 16. In addition, the heating element 14 can heat the water within it, and the heated water can flow to the water channel heat exchanger 17 via the hot air core 26. The refrigerant in the water channel heat exchanger 17 exchanges heat with the water within it. The refrigerant, whose temperature has risen, is returned to the compressor 1 via the third port K and the fourth port L of the coaxial tube heat exchanger 29. The water, whose temperature has decreased, can be returned to the heating element 14 via the third valve port C and the fourth valve port D of the control valve 12 and the pump 13. By repeating this process, the heat from the heating element 14 can be effectively used to defrost the outdoor heat exchanger 5.

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

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

[0077] Details of the operating modes of the thermal management system 100 in the embodiments of this disclosure are as follows.

[0078] (1) Cooling cycle As shown in Figure 2, the thermal management system 100 operates in a first cooling mode, specifically, cooling only the passenger compartment. In this case, the second solenoid valve 4, the fourth solenoid valve 15, and the seventh solenoid valve 231 are closed, and the second throttling device 19 and the fourth throttling device 232 are turned off. The third solenoid valve 8 and the eighth solenoid valve 25 are opened, and the first throttling device 9 is turned on. The refrigerant in the compressor 1 flows to the outdoor heat exchanger 5 via the indoor condenser 2 and the eighth solenoid valve 25. The indoor condenser 2 does not operate, and the outdoor heat exchanger 5 releases heat from the refrigerant to lower its temperature. The liquefied refrigerant flows to the indoor vaporizer 10 via the one-way valve 6, the storage tank 7, the third solenoid valve 8, and the first throttling device 9. The indoor vaporizer 10 is capable of vaporizing the refrigerant by allowing it to absorb heat, and the vaporized refrigerant is returned to the compressor 1.

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

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

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

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

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

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

[0085] As shown in Figure 8, the thermal management system 100 operates in a fourth heating mode, specifically, the thermal management system 100 cools the battery pack and heats the cabin. In this case, the third solenoid valve 8, the fourth solenoid valve 15, the sixth solenoid valve 22, the seventh solenoid valve 231, and the eighth solenoid valve 25 are closed, and the second throttling device 19 is turned off. The second solenoid valve 4 and the fifth solenoid valve 18 are opened, and the fourth throttling device 232 is turned on. The refrigerant in the compressor 1 flows to the cabin condenser 2, which liquefies the refrigerant. The liquefied refrigerant flows to the battery direct cooling plate 21 via the liquid storage tank 7 and the fourth throttling device 232. The liquid refrigerant radiates heat from the battery pack through the battery direct cooling plate 21. The refrigerant then flows back to the compressor 1 via the fifth solenoid valve 18.

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

[0087] As shown in Figure 10, the thermal management system 100 operates in a sixth heating mode, specifically, the thermal management system 100 heats the vehicle cabin by using only the heat from the heating element 14. In this case, only a portion of the engine waterway 70 operates. The heating element 14 can heat the water within it, and the heated water can flow through the hot air core 26 to the waterway heat exchanger 17. At least one of the hot air core 26 and the waterway heat exchanger 17 exchanges heat with the heated water. The water after heat exchange can be returned to the heating element 14 through the third valve port C and the fourth valve port D of the control valve 12 and the pump 13.

[0088] As shown in Figure 11, the thermal management system 100 operates in the seventh heating mode. In this mode, the third solenoid valve 8, the fourth solenoid valve 15, the fifth solenoid valve 18, and the eighth solenoid valve 25 are closed, and the second throttling device 19 and the fourth throttling device 232 are turned off. The second solenoid valve 4, the sixth solenoid valve 22, and the seventh solenoid valve 231 are opened, and the third throttling device 16 is turned on. The refrigerant in the compressor 1 flows to the battery direct cooling plate 21 via the cabin condenser 2, the second solenoid valve 4, the reservoir tank 7, and the seventh solenoid valve 231. When the cabin condenser 2 is not operating, the thermal management system 100 uses the heat from the engine 11 to heat the battery pack. When the cabin condenser 2 is operating, the thermal management system 100 uses the heat from the engine 11 to heat the cabin and the battery pack simultaneously. The refrigerant then flows to the water channel heat exchanger 17 via the sixth solenoid valve 22 and the third throttling device 16. The refrigerant in the water channel heat exchanger 17 exchanges heat with water, and the refrigerant after heat exchange is returned to the compressor 1. In addition, water in the engine 11 flows to the water channel heat exchanger 17 via the water outlet 112, the second valve port B, the fourth valve port D, the pump 13, and the hot air core 26. The water after heat exchange is returned to the engine 11 via the third valve port C, the first valve port A, and the water inlet 111.

[0089] As shown in Figure 12, the thermal management system 100 operates in the eighth heating mode. In this mode, the third solenoid valve 8, the fourth solenoid valve 15, the fifth solenoid valve 18, and the eighth solenoid valve 25 are closed, and the second throttling device 19 and the fourth throttling device 232 are turned off. The second solenoid valve 4, the sixth solenoid valve 22, and the seventh solenoid valve 231 are opened, and the third throttling device 16 is turned on. The refrigerant in the compressor 1 flows to the battery direct cooling plate 21 via the cabin condenser 2, the second solenoid valve 4, the reservoir tank 7, and the seventh solenoid valve 231. When the cabin condenser 2 is not operating, the thermal management system 100 uses the heat from the heating element 14 to heat the battery pack. When the cabin condenser 2 is operating, the thermal management system 100 uses the heat from the heating element 14 to heat the cabin and the battery pack simultaneously. The refrigerant then flows to the water channel heat exchanger 17 via the sixth solenoid valve 22 and the third throttling device 16. The heating element 14 can heat the water within it, and the heated water can flow to the water channel heat exchanger 17 via the hot air core 26. At least one of the hot air core 26 and the water channel heat exchanger 17 exchanges heat with the heated water. The water after heat exchange can be returned to the heating element 14 via the third valve port C and the fourth valve port D of the control valve 12 and the pump 13.

[0090] As shown in Figures 13 and 21, the thermal management system 100 operates in the ninth heating mode. In this mode, the second solenoid valve 4, the fifth solenoid valve 18, the seventh solenoid valve 231, and the ninth solenoid valve 30 are opened, and the first throttling device 9 is turned on. The first solenoid valve 3, the third solenoid valve 8, the fourth solenoid valve 15, the sixth solenoid valve 22, and the eighth solenoid valve 25 are closed, and the second throttling device 19, the third throttling device 16, and the fourth throttling device 232 are turned off. The refrigerant in the compressor 1 flows to the battery direct cooling plate 21 via the indoor condenser 2, the second solenoid valve 4, the reservoir tank 7, and the seventh solenoid valve 231. In this mode, the indoor condenser 2 does not operate. The high-temperature refrigerant in the battery direct cooling plate 21 can exchange heat with the low-temperature battery pack, thereby raising the temperature of the battery pack. After heat exchange, the refrigerant flows out from the battery direct cooling plate 21 and through the ninth solenoid valve 30 to the first throttling device 9. After the refrigerant is throttled by the first throttling device 9 and its temperature drops, it flows to the interior vaporizer 10 where it is vaporized, raising the temperature inside the vehicle. The vaporized refrigerant is then returned to the compressor 1.

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

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

[0093] According to the vehicle 200 in the embodiments of this disclosure, the operating modes of the vehicle 200 are increased by using the thermal management system 100, thereby enabling the vehicle 200 to meet heating and cooling requirements under different operating conditions and reducing the overall power consumption of the vehicle.

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

[0095] In the description of this disclosure, directions or positional relationships indicated by terms such as “center,” “length,” “width,” “thickness,” “top,” “bottom,” “front,” “back,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inside,” and “outside” are directions or positional relationships based on the illustrations in the drawings and are intended solely to facilitate or simplify the description of this disclosure. It should be understood that these terms do not necessarily mean or imply that the shown devices or components are provided in or constructed or operated in the direction specified. Therefore, such terms should not be understood as limitations on this disclosure.

[0096] In the description of this disclosure, unless otherwise specifically designated and defined, terms such as “attachment,” “interconnection,” and “connection” should be understood broadly, and may include, for example, fixed connections, removable connections, integral connections, mechanical connections, electrical connections, direct connections, indirect connections using an intermediate medium, and internal communication between two components. Those skilled in the art will be able to understand the specific meaning of the terms in this disclosure according to the particular circumstances.

[0097] In this specification, any reference terms such as “one embodiment,” “several embodiments,” “exemplary embodiment,” “example,” “specific example,” or “several examples” mean that a particular feature, structure, material, or property described with reference to an embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, a general description of the foregoing terms does not necessarily refer to the same embodiment or example.

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

Claims

1. A thermal management system (100), Compressor (1), At least one heat dissipation channel (40), each of which comprises a heat dissipation member (41), and the second inlet (411) of the heat dissipation member (41) is connected to the first outlet (12) of the compressor (1), and at least one heat absorption channel (50), each of which comprises a throttling device (51) and a heat absorption member (52), The third inlet (511) of the throttle device (51) is selectively connected to or blocked from the second outlet (412) of the heat dissipation member (41), the third outlet (512) of the throttle device (51) is connected to the fourth inlet (521) of the heat absorption member (52), and the fourth outlet (522) of the heat absorption member (52) is connected to at least one heat absorption passage (50) connected to the first inlet (11) of the compressor (1). A battery thermal management channel (60) comprises a battery throttling device (23) and a battery direct cooling plate (21), wherein the fifth inlet (233) of the battery throttling device (23) selectively communicates with the first outlet (12) of the compressor (1) or the second outlet (412) of the heat dissipation member (41), the fifth outlet (234) of the battery throttling device (23) is connected to the sixth inlet (211) of the battery direct cooling plate (21), the sixth outlet (212) of the battery direct cooling plate (21) selectively communicates with the third inlet (511) of the throttling device (51) or the first inlet (11) of the compressor (1), and the battery throttling device (23) is switchable between a fully open state and a throttled state. A thermal management system (100) equipped with the above.

2. The heat absorption channel (50) is The first heat absorption passage (53) is such that the first throttling device (9) and the indoor vaporizer (10) as the heat absorption member (52) are sequentially connected in series on the first heat absorption passage (53), the seventh inlet (91) of the first throttling device (9) is connected to the second outlet (412) of the heat dissipation member (41), and the eighth outlet (102) of the indoor vaporizer (10) is connected to the first inlet (11) of the compressor (1). A thermal management system (100) according to claim 1, comprising:

3. The battery heat management channel (60) comprises a direct battery cooling branch (601) and a first heat absorption branch (602), both of which are connected to the sixth outlet (212) of the direct battery cooling plate (21), the ninth outlet (6012) of the direct battery cooling branch (601) and the tenth outlet (6021) of the first heat absorption branch (602), the ninth outlet (6012) of the direct battery cooling branch (601) and the first outlet (11) of the compressor (1), and the tenth outlet (6022) of the first heat absorption branch (602) and the seventh outlet (91) of the first throttle device (9). The sixth outlet (212) of the battery direct cooling plate (21) is selectively connected to or blocked from the first inlet (11) of the compressor (1) through the battery direct cooling branch (601), and the sixth outlet (212) of the battery direct cooling plate (21) is selectively connected to or blocked from the seventh inlet (91) of the first throttle device (9) through the first battery heat absorption branch (602). The thermal management system (100) according to claim 2.

4. The heat absorption channel (50) is A second heat absorption channel (54) is provided, wherein a second throttling device (19) and an outdoor heat exchanger (5) as the heat absorption member (52) are sequentially connected in series on the second heat absorption channel (54), the eleventh inlet (191) of the second throttling device (19) is connected to the sixth outlet (212) of the battery direct cooling plate (21), and the twelfth outlet (52) of the outdoor heat exchanger (5) is connected to the first inlet (11) of the compressor (1) in the second heat absorption channel (54). A thermal management system (100) according to claim 3, comprising:

5. The battery heat management channel (60) comprises a direct battery cooling branch (601) and a second heat absorption branch (603), both of which are connected to the sixth outlet (212) of the direct battery cooling plate (21), the ninth outlet (6012) of the direct battery cooling branch (601) and the thirteenth outlet (6031) of the second heat absorption branch (603), the ninth outlet (6012) of the direct battery cooling branch (601) and the first outlet (11) of the compressor (1), and the thirteenth outlet (6032) of the second heat absorption branch (603) and the eleventh outlet (191) of the second throttle device (19). The sixth outlet (212) of the battery direct cooling plate (21) is selectively connected to or blocked from the first inlet (11) of the compressor (1) through the battery direct cooling branch (601), and the sixth outlet (212) of the battery direct cooling plate (21) is selectively connected to or blocked from the eleventh inlet (191) of the second throttling device (19) through the second battery heat absorption branch (603). The thermal management system (100) according to claim 4.

6. The heat absorption channel (50) is A third heat absorption channel (55), wherein a third throttling device (16) and a water channel heat exchanger (17) as the heat absorption member (52) are sequentially connected in series on the third heat absorption channel (55), the 14th inlet (161) of the third throttling device (16) is connected to the 6th outlet (212) of the battery direct cooling plate (21), and the 15th outlet (172) of the water channel heat exchanger (17) is connected to the 1st inlet (11) of the compressor (1) A thermal management system (100) according to claim 3, comprising:

7. The battery heat management channel (60) comprises a direct battery cooling branch (601) and a third heat absorption branch (604), both of which are connected to the sixth outlet (212) of the direct battery cooling plate (21), the ninth outlet (6012) of the direct battery cooling branch (601) and the sixteenth inlet (6041) of the third heat absorption branch (604), the ninth outlet (6012) of the direct battery cooling branch (601) is connected to the first inlet (11) of the compressor (1), and the sixteenth outlet (6042) of the third heat absorption branch (604) is connected to the fourteenth inlet (161) of the third throttle device (16). The sixth outlet (212) of the battery direct cooling plate (21) is selectively connected to or blocked from the first inlet (11) of the compressor (1) through the battery direct cooling branch (601), and the sixth outlet (212) of the battery direct cooling plate (21) is selectively connected to or blocked from the 14th inlet (161) of the third throttling device (16) through the third battery heat absorption branch (604). The thermal management system (100) according to claim 6.

8. The water channel heat exchanger (17) comprises a first interface (E), a second interface (F), a third interface (G), and a fourth interface (H), wherein the first interface (E) is connected to the first inlet (11) of the compressor (1), the second interface (F) is in communication with the 14th outlet (162) of the third throttling device (16), and the heat management system (100) is An engine water channel (70) comprising an engine (11), wherein the water inlet (111) of the engine (11) communicates with the third interface (G), and the water outlet (112) of the engine (11) communicates with the fourth interface (H). A thermal management system (100) according to claim 6 or 7, further comprising the above.

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

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

11. The aforementioned engine waterway is Exhaust gas and residual heat recovery device (28), wherein the exhaust gas and residual heat recovery device (28) is positioned between the hot air core (26) and the engine (11). The thermal management system (100) according to claim 9, further comprising the above.

12. The engine water passage (70) is A shut-off valve (27) and an engine radiator (20) are connected in parallel, wherein the shut-off valve (27) and the engine radiator (20) are positioned between the control valve (12) and the engine (11). The thermal management system (100) according to claim 9, further comprising the above.

13. The heat dissipation channel (40) is A first heat dissipation channel (42), wherein the first heat dissipation channel (42) comprises an indoor condenser (2) as the heat dissipation member (41), and the indoor condenser (2) is connected between the compressor (1) and the battery throttling device (23). A thermal management system (100) according to claim 1, comprising:

14. The heat dissipation channel (40) is A second heat dissipation channel (43), the second heat dissipation channel (43) comprises an outdoor heat exchanger (5) as the heat dissipation member (41), and the outdoor heat exchanger (5) is connected between the compressor (1) and the battery throttling device (23). A thermal management system (100) according to claim 1, comprising:

15. The heat absorption channel (50) is A first heat absorption passage (53), wherein a first throttling device (9) and an indoor vaporizer (10) as the heat absorption member (52) are sequentially connected in series on the first heat absorption passage (53), the seventh inlet (91) of the first throttling device (9) is connected to the second outlet (412) of the heat dissipation member, and the eighth outlet (102) of the indoor vaporizer (10) is connected to the first inlet (11) of the compressor (1) in the first heat absorption passage (53). Equipped with, The heat dissipation channel (40) is A second heat dissipation channel (43), the second heat dissipation channel (43) comprises an outdoor heat exchanger (5) as the heat dissipation member (41), and the outdoor heat exchanger (5) is connected between the compressor (1) and the battery throttling device (23). Equipped with, The second heat dissipation channel (43) communicates with the first heat absorption channel (53). The thermal management system (100) according to claim 1.

16. The heat absorption channel (50) is The first heat absorption passage (53) is such that the first throttling device (9) and the indoor vaporizer (10) as the heat absorption member (52) are sequentially connected in series on the first heat absorption passage (53), the seventh inlet (91) of the first throttling device (9) is connected to the second outlet (412) of the heat dissipation member (41), and the eighth outlet (102) of the indoor vaporizer (10) is connected to the first inlet (11) of the compressor (1). Equipped with, The heat dissipation channel (40) is A first heat dissipation channel (42), wherein the first heat dissipation channel (42) comprises an indoor condenser (2) as the heat dissipation member (41), and the indoor condenser (2) is connected between the compressor (1) and the battery throttling device (23). Equipped with, The first heat dissipation channel (42) is in communication with the first heat absorption channel (53), The thermal management system (100) according to claim 1.

17. The heat dissipation channel (40) is A first heat dissipation channel (42), wherein the first heat dissipation channel (42) comprises an indoor condenser (2) as the heat dissipation member (41), and the indoor condenser (2) is connected between the compressor (1) and the battery throttling device (23). Equipped with, The heat absorption channel (50) is A second heat absorption channel (54) is provided, wherein a second throttling device (19) and an outdoor heat exchanger (5) as the heat absorption member (52) are sequentially connected in series on the second heat absorption channel (54), the eleventh inlet (191) of the second throttling device (19) is connected to the sixth outlet (212) of the battery direct cooling plate (21), and the twelfth outlet (52) of the outdoor heat exchanger (5) is connected to the first inlet (11) of the compressor (1) in the second heat absorption channel (54). Equipped with, The first heat dissipation channel (42) communicates with the second heat absorption channel (54), The thermal management system (100) according to claim 1.

18. The heat dissipation channel (40) is A first heat dissipation channel (42), wherein the first heat dissipation channel (42) comprises an indoor condenser (2) as the heat dissipation member (41), and the indoor condenser (2) is connected between the compressor (1) and the battery throttling device (23). Equipped with, The heat absorption channel (50) is A third heat absorption channel (55), wherein a third throttling device (16) and a water channel heat exchanger (17) as the heat absorption member (52) are sequentially connected in series on the third heat absorption channel (55), the 14th inlet (161) of the third throttling device (16) is connected to the 6th outlet (212) of the battery direct cooling plate (21), and the 15th outlet (172) of the water channel heat exchanger (17) is connected to the 1st inlet (11) of the compressor (1) Equipped with, The first heat dissipation channel (42) communicates with the third heat absorption channel (55), The thermal management system (100) according to claim 1.

19. The heat dissipation channel (40) is A first heat dissipation channel (42), wherein the first heat dissipation channel (42) comprises an indoor condenser (2) as the heat dissipation member (41), and the indoor condenser (2) is connected between the compressor (1) and the battery throttling device (23), A second heat dissipation channel (43), the second heat dissipation channel (43) comprises an outdoor heat exchanger (5) as the heat dissipation member (41), and the outdoor heat exchanger (5) is connected between the compressor (1) and the battery throttling device (23) and Equipped with, The battery heat management channel (60), the first heat dissipation channel (42), and the second heat dissipation channel (43) share a first common segment (605), and the 17th inlet (6051) of the first common segment (605) is connected to the first outlet (12) of the compressor (1). The battery heat management channel (60) and the first heat dissipation channel (42) share a first branch segment (606), and the second heat dissipation channel (43) has a second branch segment (431), and both the 18th inlet (6061) of the first branch segment (606) and the 19th inlet (4311) of the second branch segment (431) are connected to the 17th outlet (6052) of the first common segment (605). The battery heat management channel (60), the first heat dissipation channel (42), and the second heat dissipation channel (43) share a second common segment (607), and both the 18th outlet (6062) of the first branch segment (606) and the 19th outlet (4312) of the second branch segment (431) are connected to the 20th inlet (6071) of the second common segment (607). The 17th exit (6052) of the first common segment (605) selectively communicates with the 20th inlet (6071) of the second common segment (607) through the first branch segment (606) or the second branch segment (431). The thermal management system (100) according to claim 1.

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

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

22. A coaxial tube heat exchanger (29), the coaxial tube heat exchanger (29) comprises a first channel (291) and a second channel (292), the first channel (291) having a sleeve attached to the outside of the second channel (292), the first channel (291) comprising a first port (I) and a second port (J), the second channel (292) comprising a third port (K) and a fourth port (L), and the first port (I) being the A coaxial tube heat exchanger (29) communicates with the 20th outlet (6072) of the second common segment (607), the second port (J) communicates separately with the 5th inlet (233) of the battery throttling device (23) and the 7th inlet (91) of the first throttling device (9), the third port (K) communicates with the 6th outlet (212) of the battery direct cooling plate (21), and the fourth port (L) communicates with the 1st inlet (11) of the compressor (1). The thermal management system (100) according to claim 20, further comprising the above.

23. A vehicle (200) equipped with the thermal management system (100) described in claim 1.

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