Thermal management system of vehicle, thermal management method of vehicle, and vehicle

Abstract

A thermal management system (4) of a vehicle, comprising: a heat pump subsystem (41), a first heat exchanger (421), a first valve body assembly (K20), and a control subsystem. The heat pump subsystem comprises a refrigerant and is configured to achieve heat exchange between the refrigerant and a first device, the first device comprises a battery apparatus of the vehicle and / or a passenger compartment of the vehicle. The first heat exchanger is connected in series with the heat pump subsystem and is configured to achieve heat exchange between the refrigerant and a second device (44), the second device comprises an external heat source. The first valve body assembly is connected in series with the first heat exchanger and the heat pump subsystem. The control subsystem is configured to control the first valve body assembly to be in a first working state, and control the refrigerant to flow from the first valve body assembly to the first heat exchanger, so as to control the first heat exchanger to be in a condensation mode. The control subsystem is further configured to control the first valve body assembly to be in a second working state, and control the refrigerant to flow from the first valve body assembly to the first heat exchanger, so as to control the first valve body assembly to throttle the refrigerant, thereby controlling the first heat exchanger to be in an evaporation mode. A thermal management method of a vehicle and a vehicle (1000a) are further disclosed.

Description

Vehicle thermal management system, vehicle thermal management method and vehicle [Technical Field]

[0001] This application relates to the field of thermal management technology, and in particular to a thermal management system for a vehicle, a thermal management method for a vehicle, and a vehicle. [Background Technology]

[0002] For vehicles, the performance of the thermal management system not only affects passenger comfort but also involves vehicle safety and energy consumption. The thermal management system includes heat exchanger assemblies and valve assemblies, which are connected by piping. Valves connect different heat exchangers and / or different piping lines. The piping is filled with refrigerant. Valves are used to switch the connections between different piping lines in the thermal management system or to adjust the opening of the piping, allowing the refrigerant to flow in different lines, directions, or flow rates, thereby switching between different thermal management modes.

[0003] In related technologies, vehicle thermal management systems suffer from problems such as numerous parts, low integration, high cost, and large space occupation. [Summary of the Invention]

[0004] In view of the above problems, this application provides a vehicle thermal management system, a vehicle thermal management method, and a vehicle, so as to reduce the number of parts in the thermal management system, improve integration, and reduce cost and size.

[0005] In a first aspect, this application provides a vehicle thermal management system, which includes a heat pump subsystem, a first heat exchanger, a first valve assembly, and a control subsystem. The heat pump subsystem includes a refrigerant and is configured to achieve heat exchange between the refrigerant and a first device, wherein the first device includes the vehicle's battery device and / or the vehicle's passenger compartment. The first heat exchanger is connected in series with the heat pump subsystem and is configured to achieve heat exchange between the refrigerant and a second device, wherein the second device includes an external heat source. The first valve assembly is connected in series with the first heat exchanger and the heat pump subsystem. The control subsystem is configured to control the first valve assembly to be in a first operating state and control the refrigerant to flow from the first valve assembly to the first heat exchanger, thereby controlling the first heat exchanger to be in a condensation mode. The control subsystem is also configured to control the first valve assembly to be in a second operating state and control the refrigerant to flow from the first valve assembly to the first heat exchanger, thereby controlling the first valve assembly to throttle the refrigerant, thereby controlling the first heat exchanger to be in an evaporation mode. This embodiment can control the first valve assembly to operate in a first operating state through the control subsystem, so that the first valve assembly directly flows the refrigerant to the first heat exchanger, thereby putting the first heat exchanger in condensation mode. Furthermore, this embodiment can also control the first valve assembly to operate in a second operating state through the control subsystem, so that the first valve assembly throttles the refrigerant before it flows to the first heat exchanger, thereby putting the first heat exchanger in evaporation mode. In other words, by controlling the first valve assembly to operate in different states, the first heat exchanger can be controlled to operate in different heat exchange modes. Therefore, two heat exchange modes—heat absorption and heat dissipation—between the refrigerant and the external heat source in the thermal management system can be realized through the same first heat exchanger. This allows for the reuse of the condenser mode and evaporator mode of the first heat exchanger, thus reducing the number of components such as heat exchangers and valves, thereby improving the integration of the thermal management system and reducing complexity, cost, and size.

[0006] In some embodiments, the heat pump subsystem includes: a compressor, a condenser, and an evaporator connected in series; a first heat exchanger connected in series between the condenser and the evaporator; and a first valve body assembly connected in series between the condenser and the first heat exchanger. The first valve body assembly, connected in series between the condenser and the first heat exchanger, controls the operating state of the first heat exchanger by controlling whether the refrigerant flowing from the condenser to the first heat exchanger is throttled. This method is simple to control, has few parts, high integration, and a small size.

[0007] In some embodiments, the first valve body assembly includes a multi-functional valve, with a first operating state including a shut-off valve state and a second operating state including an electronic expansion valve state. When the control subsystem controls the multi-functional valve to be in the shut-off valve state, the first heat exchanger is in condensation mode; when the control subsystem controls the multi-functional valve to be in the electronic expansion valve state, the first heat exchanger is in condensation mode. This embodiment integrates the functions of a shut-off valve and an electronic expansion valve through the first valve body assembly, which not only reduces the number of valve bodies but also simplifies the complexity of piping in the thermal management system, thereby improving its integration, reducing its size, saving costs, and improving its reliability.

[0008] In some embodiments, the condenser is configured to exchange heat with the passenger compartment; the thermal management system further includes a second heat exchanger, or the battery device is equipped with a second heat exchanger; the second heat exchanger is connected in series with the compressor and configured to exchange heat with the battery device; the thermal management system includes a second valve body assembly connected in series between the compressor and the second heat exchanger and between the compressor and the first heat exchanger; wherein, the control subsystem is configured to control the second valve body assembly to be in a first conducting state, forming a first refrigerant circuit from the compressor to the second heat exchanger, thereby achieving at least heat exchange between the second heat exchanger and the battery device; and / or, the control subsystem is further configured to control the second valve body assembly to be in a second conducting state, forming a second refrigerant circuit from the compressor to the first heat exchanger, for achieving heat exchange between the first heat exchanger and the passenger compartment. This embodiment enables heat exchange of the vehicle's passenger compartment and / or the battery device through the second valve body assembly, achieving different heat exchange modes.

[0009] In some embodiments, the second valve assembly includes a three-way valve connected to a first port of the condenser, a first port of the first heat exchanger, and a first port of the second heat exchanger, respectively. The three-way valve in this embodiment enables heat exchange in the passenger compartment and the battery unit, reducing the number of parts. Furthermore, the three-way valve is simple, low-cost, and highly integrated. This embodiment also diverts the refrigerant output from the condenser, mitigating the problem of insufficient condenser heat and inadequate passenger compartment heating caused by the battery unit's inappropriately high heat exchange temperature.

[0010] In some embodiments, the second valve body assembly includes a three-way valve connected to a second port of the condenser, a first port of the first heat exchanger, and a first port of the second heat exchanger, respectively. The three-way valve in this embodiment enables heat exchange in the passenger compartment and the battery unit, reduces the number of parts, and is simple, low-cost, and highly integrated. Furthermore, this embodiment diverts the refrigerant output from the compressor, improving compressor efficiency and thus enhancing the efficiency of the heat pump subsystem.

[0011] In some embodiments, the second valve body assembly includes: a first shut-off valve and a second shut-off valve; the first shut-off valve is connected in series between a first port of the condenser and a first port of the first heat exchanger; the second shut-off valve is connected in series between a first port of the condenser and a first port of the second heat exchanger. This embodiment implements the second valve body assembly through the first and second shut-off valves, enabling the switching of two refrigerant streams through two independent valve bodies, thereby improving the reliability of the second valve body assembly and consequently improving the reliability of the thermal management system. Furthermore, this embodiment diverts the refrigerant output from the condenser, which can alleviate the problem of insufficient condenser heat and inadequate cabin heating caused by the battery unit's heat exchange temperature not being suitable for excessively high temperatures.

[0012] In some embodiments, the second valve body assembly includes a third shut-off valve and a fourth shut-off valve. The third shut-off valve is connected in series between the second port of the condenser and the first port of the first heat exchanger; the fourth shut-off valve is connected in series between the second port of the condenser and the first port of the second heat exchanger. This embodiment utilizes the first and second shut-off valves to realize the second valve body assembly K, enabling the switching of two refrigerant streams through two independent valve bodies. This improves the reliability of the second valve body assembly, thereby enhancing the reliability of the thermal management system. Furthermore, this embodiment diverts the refrigerant output from the compressor, improving the compressor's efficiency and thus enhancing the efficiency of the heat pump subsystem.

[0013] In some embodiments, the thermal management system further includes a first electronic expansion valve and a fifth shut-off valve. The first electronic expansion valve is connected in series between the first heat exchanger and the evaporator. A first valve body assembly is connected in series between the three-way valve and the first port of the first heat exchanger. The fifth shut-off valve is connected in parallel with the evaporator and the first electronic expansion valve. The compressor, condenser, three-way valve, first valve body assembly, first heat exchanger, first electronic expansion valve, and evaporator are sequentially connected in series to form a first heat exchange circuit. The compressor, condenser, three-way valve, first valve body assembly, first heat exchanger, and fifth shut-off valve are sequentially connected in series to form a second heat exchange circuit. The thermal management system of this embodiment can realize the first heat exchange circuit and the second heat exchange circuit, and dissipate heat to the external heat source through the first heat exchanger in the first heat exchange circuit, and absorb heat from the external heat source through the first heat exchanger in the second heat exchange circuit, thereby realizing different heat exchange modes for different passenger compartments.

[0014] In some embodiments, the external heat source includes a coolant circuit; when the control subsystem controls the first valve body assembly to be in the shut-off valve state, the three-way valve to connect the condenser and the first valve body assembly, the first electronic expansion valve to be connected, and the fifth shut-off valve to be closed, the first heat exchange circuit is connected; when the first heat exchange circuit is connected and the coolant circuit is connected, the refrigerant flows sequentially through the condenser, the three-way valve, the first valve body assembly, the first heat exchanger, the first electronic expansion valve and the evaporator, and returns to the compressor to reduce the temperature of the passenger compartment. When the first heat exchange circuit and the coolant circuit are both open, and the first valve body assembly is used as a shut-off valve, the refrigerant output from the compressor to the condenser flows to the first heat exchanger. The refrigerant output from the first heat exchanger flows to the evaporator after being throttled by the first electronic expansion valve, and finally flows to the compressor, completing the circulation of the refrigerant. At this time, the first heat exchanger operates in condenser mode, dissipating heat to the coolant circuit, thereby achieving cooling or dehumidification of the passenger compartment that exchanges heat with the condenser. In other words, the first heat exchanger dissipates the heat of the passenger compartment to the coolant circuit. At this time, the passenger compartment is in cooling mode or dehumidification mode to reduce the temperature of the passenger compartment.

[0015] In some embodiments, the control subsystem controls the first valve body assembly to be in the electronic expansion valve state, the three-way valve to open the condenser and the first valve body assembly, the first electronic expansion valve to close, and the fifth shut-off valve to open, and the second heat exchange circuit to open; with the second heat exchange circuit open and the coolant circuit open, the refrigerant flows sequentially through the condenser, the three-way valve, the first valve body assembly, the first heat exchanger, and the fifth shut-off valve, and flows back to the compressor to increase the temperature of the passenger compartment. When the second heat exchange circuit and the coolant circuit are both open, and the first valve body assembly is used as an electronic expansion valve, the refrigerant output from the compressor to the condenser flows to the first heat exchanger. The refrigerant output from the second heat exchanger flows to the fifth shut-off valve after being throttled by the first electronic expansion valve, and finally flows to the compressor, completing the refrigerant circulation. At this time, the evaporator is bypassed by the open fifth shut-off valve, and the first heat exchanger operates in evaporator mode. The first heat exchanger absorbs heat from the coolant circuit, thereby achieving heating of the passenger compartment, which exchanges heat with the condenser. That is, the first heat exchanger transfers the coolant circuit to the passenger compartment, and at this time the passenger compartment is in heating mode to increase the temperature of the passenger compartment.

[0016] In some embodiments, the thermal management integrated module further includes a second electronic expansion valve, which is connected in series between the second port of the first heat exchanger and the first port of the second heat exchanger. The second port of the second heat exchanger is connected in series between the three-way valve and the first valve body assembly. The compressor, condenser, three-way valve, first valve body assembly, first heat exchanger, second electronic expansion valve, and second heat exchanger are sequentially connected in series to form a third heat exchange circuit. The compressor, condenser, three-way valve, second heat exchanger, first heat exchanger, and fifth shut-off valve are sequentially connected in series to form a fourth heat exchange circuit. This embodiment further utilizes the second electronic expansion valve to realize at least the third and fourth heat exchange circuits used for heat exchange of the battery device. The pipes and valve bodies used for heat exchange of the battery device in the third and fourth heat exchange circuits do not overlap, which can reduce interference between various heat exchange conditions of the battery device, improve its reliability, enhance heat exchange efficiency and effect, and thus improve the reliability of the thermal management system.

[0017] In some embodiments, the external heat source includes a coolant circuit; the control subsystem controls the three-way valve to shut off its connection with the second heat exchanger, the first valve body assembly to be in a shut-off valve state, the second electronic expansion valve to be open, and the third heat exchange circuit to be open; with the third heat exchange circuit open and the coolant circuit open, the refrigerant flows sequentially through the condenser, the three-way valve, the first valve body assembly, the first heat exchanger, the second electronic expansion valve, and the second heat exchanger, and then flows back to the compressor to reduce the temperature of the battery device. With the third heat exchange circuit open, the coolant circuit open, the three-way valve open, and the second electronic expansion valve open, the refrigerant output from the compressor to the condenser flows to the first heat exchanger, and the refrigerant output from the second heat exchanger flows to the second heat exchanger after being throttled by the second electronic expansion valve, and finally flows to the compressor, completing the refrigerant circulation; at this time, the second heat exchanger operates in evaporator mode, absorbing heat from the battery, thereby achieving battery cooling or dehumidification, that is, the second heat exchanger absorbs the heat from the battery, and the battery device is in cooling mode to reduce the temperature of the battery device.

[0018] In some embodiments, the control subsystem controls the first valve body assembly to be in the state of an electronic expansion valve, with the three-way valve connected to the second heat exchanger, the second heat exchanger connected to the first valve body assembly, the first electronic expansion valve closed and the fifth shut-off valve open, the second electronic expansion valve open, and the fourth heat exchange circuit open. With the fourth heat exchange circuit open and the coolant circuit open, the refrigerant flows sequentially through the condenser, the three-way valve, the second heat exchanger, the first valve body assembly, the first heat exchanger, and the fifth shut-off valve, and returns to the compressor to increase the temperature of the battery device. With the fourth heat exchange circuit open and the coolant circuit open, the refrigerant output from the compressor to the condenser flows through the three-way valve to the other end of the second heat exchanger, i.e., the second end. The refrigerant output from one end of the second heat exchanger, i.e., the first end, passes through the first valve body assembly to the first heat exchanger. The refrigerant output from the first heat exchanger passes through the first electronic expansion valve and the second shut-off valve, and finally flows to the compressor, completing the refrigerant circulation. At this time, the second heat exchanger operates in condenser mode, dissipating heat to the battery device, thereby achieving heating of the battery device.

[0019] In some embodiments, the thermal management integrated module further includes a third electronic expansion valve connected between the compressor inlet and the second port of the second heat exchanger. In the cooling or dehumidification mode of the battery unit, the third electronic expansion valve is turned on to form a third heat exchange circuit; in the heating mode of the battery unit, the third electronic expansion valve is turned off to reduce the amount of refrigerant flowing from the second heat exchanger returning directly to the compressor through the third electronic expansion valve, thereby improving the heat exchange efficiency of the battery unit.

[0020] In some embodiments, the thermal management system further includes a bypass valve connected to both the first port of the condenser and the inlet of the compressor. In this way, when the vehicle is using the heat pump subsystem for heating, and the temperature is low or the compressor return pressure is insufficient, the refrigerant flow into the compressor is insufficient. This allows for a rapid increase in refrigerant return, thereby improving the problem of low compressor suction pressure and reduced work output, which in turn reduces the heating capacity of the heat pump subsystem.

[0021] In some embodiments, the condenser includes a first liquid-cooled heat exchanger, and the thermal management system further includes an internal heat exchanger. The first liquid-cooled heat exchanger and the internal heat exchanger exchange liquid-cooled heat, while the internal heat exchanger directly exchanges heat with the passenger compartment. The first liquid-cooled heat exchanger is integrated with the first heat exchanger, the first valve body assembly, and the second valve body assembly. This embodiment utilizes a first liquid-cooled heat exchanger to implement the condenser, enabling the thermal management system to be adapted to vehicles such as PHEVs that use a heater core. Furthermore, the integration of the first liquid-cooled heat exchanger with the first heat exchanger, the first valve body assembly, and the second valve body assembly improves integration and reduces size.

[0022] In some embodiments, the condenser includes a direct-cooling heat exchanger that directly exchanges heat with the passenger compartment. The direct-cooling heat exchanger is provided with refrigerant flow channels, and the condenser directly exchanges heat with the passenger compartment, which can improve heat exchange efficiency and save energy.

[0023] In some embodiments, the second heat exchanger includes a second liquid-cooled heat exchanger for liquid-cooled heat exchange with the battery device; wherein the second liquid-cooled heat exchanger is integrated with the first heat exchanger, the first valve body assembly, and the second valve body assembly. The second liquid-cooled heat exchanger achieves indirect heat exchange between the battery device and the second heat exchanger through internally flowing coolant, enabling the thermal management system to be adapted to vehicles such as PHEVs that use water-cooled battery packs. Furthermore, the integration of the second liquid-cooled heat exchanger with the first heat exchanger, the first valve body assembly, and the second valve body assembly improves integration and reduces size.

[0024] In some embodiments, the thermal management system further includes a radiator, a water pump, a cooling fan, and an electric drive mechanism, which together form a coolant circuit. This embodiment utilizes the coolant circuit to provide heat or cooling to the first heat exchanger, enabling not only heat exchange in the first heat exchanger but also full utilization of the heat from the electric drive mechanism or cooling of the electric drive mechanism, thereby improving the overall reliability of the vehicle.

[0025] Secondly, this application provides a thermal management method for a vehicle. The thermal management method is used in a thermal management system, which includes a heat pump subsystem, a first heat exchanger, a first valve body assembly, and a control subsystem. The first heat exchanger is connected in series with the heat pump subsystem, and the first valve body assembly is connected in series with both the first heat exchanger and the heat pump subsystem. The thermal management method includes: the control subsystem controlling the first valve body assembly to be in a first operating state and controlling the refrigerant to flow from the first valve body assembly to the first heat exchanger, thereby controlling the first heat exchanger to be in a condensation mode; the control subsystem controlling the first valve body assembly to be in a second operating state and controlling the refrigerant to flow from the first valve body assembly to the first heat exchanger, thereby controlling the first valve body assembly to throttle the refrigerant, thereby controlling the first heat exchanger to be in an evaporation mode.

[0026] Thirdly, this application provides a vehicle including the aforementioned thermal management system.

[0027] The vehicle thermal management system provided in this application integrates a first shut-off valve and a first heat exchanger using a thermal management integrated module. The first heat exchanger is configured to exchange heat with the coolant circuit. The first shut-off valve is connected to the condenser, the first heat exchanger, and the second heat exchanger of the heat pump system, respectively. The first shut-off valve guides the refrigerant output from the condenser to the first heat exchanger for heat exchange with the coolant circuit, thereby providing at least heat exchange for the vehicle's passenger compartment. The first shut-off valve also guides the refrigerant output from the condenser to the second heat exchanger for battery heat exchange. In this way, on the one hand, heat exchange can be achieved in the passenger compartment and / or battery of the vehicle, improving passenger comfort, vehicle safety, and reducing energy consumption; on the other hand, the integrated design of the first shut-off valve and the first heat exchanger, with the first shut-off valve enabling the conduction of multiple heat exchange circuits, can reduce the number of parts in the thermal management system, increase integration, and reduce costs; furthermore, the thermal management integrated module can be adapted to various vehicle models. By simply connecting the condenser indirectly or directly to the passenger compartment for heat exchange, and the second heat exchanger indirectly or directly to the battery, heat exchange in the passenger compartment and battery of different vehicle models can be achieved, thus improving the versatility and compatibility of the thermal management system. [Attached Image Description]

[0028] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0029] Figure 1 is a structural schematic diagram of an embodiment of the vehicle of this application;

[0030] Figure 2 is a structural schematic diagram of the first embodiment of the thermal management system of the vehicle of this application;

[0031] Figure 3 is a structural schematic diagram of the second embodiment of the thermal management system of the vehicle of this application;

[0032] Figure 4 is a structural schematic diagram of the third embodiment of the thermal management system of the vehicle of this application;

[0033] Figure 5 is a structural schematic diagram of the fourth embodiment of the thermal management system of the vehicle of this application;

[0034] Figure 6 is a schematic diagram of the heat exchange circuit in the first working mode of the thermal management system of the vehicle of this application;

[0035] Figure 7 is a schematic diagram of the heat exchange circuit in the second working mode of the thermal management system of the vehicle of this application;

[0036] Figure 8 is a schematic diagram of the heat exchange circuit in the third working mode of the thermal management system of the vehicle of this application;

[0037] Figure 9 is a schematic diagram of the heat exchange circuit in the fourth working mode of the thermal management system of the vehicle of this application;

[0038] Figure 10 is a schematic diagram of the heat exchange circuit in the fifth working mode of the thermal management system of the vehicle of this application;

[0039] Figure 11 is a schematic diagram of the heat exchange circuit in the sixth working mode of the thermal management system of the vehicle of this application;

[0040] Figure 12 is a schematic diagram of the heat exchange circuit in the seventh working mode of the thermal management system of the vehicle of this application;

[0041] Figure 13 is a schematic diagram of a first embodiment of a portion of the thermal management system of the vehicle of this application;

[0042] Figure 14 is a structural schematic diagram of a second embodiment of a portion of the thermal management system of the vehicle of this application;

[0043] Figure 15 is a structural schematic diagram of a third embodiment of a portion of the thermal management system of the vehicle of this application;

[0044] Figure 16 is a structural schematic diagram of a fourth embodiment of a portion of the thermal management system of the vehicle in this application.

[0045] The reference numerals in the detailed embodiments are as follows: Vehicle 1000a, Battery 100a, Controller 200a, Motor 300a, Thermal Management System 4, Heat Pump Subsystem 41, Second Device 440, First Valve Body Assembly K20, Second Valve Body Assembly K10, Thermal Management Integrated Module 42, Second Heat Exchanger 43, Three-Way Valve K1, First Shut-Off Valve K11, Second Shut-Off Valve K12, Third Shut-Off Valve K13, Fourth Shut-Off Valve K14, First Heat Exchanger 421, Condenser 411, Compressor 412, First Liquid-Cooled Heat Exchanger 422, Second Liquid-Cooled Heat Exchanger 423, Multifunctional Valve K2, First Electronic Expansion Valve K3, Fifth Shut-Off Valve K4, Coolant Circuit 44, Evaporator 413, Second Electronic Expansion Valve K5, Third Electronic Expansion Valve K6, Bypass Valve K7, Radiator 441, Water Pump 442, Cooling Fan 443, Electric Drive Mechanism 444.

Detailed Implementation Methods

[0046] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0047] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0048] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0049] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0050] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0051] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0052] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate heat exchange medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0053] For vehicles, the performance of the thermal management system not only affects passenger comfort but also involves vehicle safety and energy consumption. The thermal management system includes heat exchanger assemblies and valve assemblies, which are connected by piping. Valves connect different heat exchangers and / or different piping lines. The piping is filled with refrigerant. Valves are used to switch the connections between different piping lines in the thermal management system or adjust the opening of the piping to allow refrigerant to flow in different lines, directions, or flow rates, thereby enabling the switching of different thermal management modes.

[0054] In related technologies, vehicle thermal management systems suffer from problems such as numerous parts, low integration, high cost, and large space occupation.

[0055] Based on the above considerations, this application provides a vehicle thermal management system, a vehicle thermal management method, and a vehicle. The thermal management system includes: a heat pump subsystem including refrigerant, configured to achieve heat exchange between the refrigerant and a first device, wherein the first device includes a vehicle battery device and / or a vehicle passenger compartment; a first heat exchanger connected in series with the heat pump subsystem, configured to achieve heat exchange between the refrigerant and a second device, wherein the second device includes an external heat source; a first valve body assembly connected in series with the first heat exchanger and the heat pump subsystem; a control subsystem configured to control the first valve body assembly to be in a first operating state and control the refrigerant to flow from the first valve body assembly to the first heat exchanger, thereby controlling the first heat exchanger to be in a condensation mode; the control subsystem is further configured to control the first valve body assembly to be in a second operating state and control the refrigerant to flow from the first valve body assembly to the first heat exchanger, thereby controlling the first valve body assembly to throttle the refrigerant, thereby controlling the first heat exchanger to be in an evaporation mode. In this way, this application can control the first valve body assembly to operate in a first operating state through the control subsystem, so that the first valve body assembly directly flows the refrigerant to the first heat exchanger, thereby putting the first heat exchanger in condensation mode; and this application can also control the first valve body assembly to operate in a second operating state through the control subsystem, so that the first valve body assembly throttles the refrigerant before it flows to the first heat exchanger, thereby putting the first heat exchanger in evaporation mode. That is, by controlling the first valve body assembly to be in different operating states, the first heat exchanger can be controlled to be in different heat exchange modes. Therefore, two heat exchange modes, namely heat absorption and heat dissipation, between the refrigerant and the external heat source in the thermal management system can be realized through the same first heat exchanger, realizing the reuse of the condenser mode and evaporator mode of the first heat exchanger. Therefore, the number of heat exchangers, valve bodies and other parts can be reduced, thereby improving the integration of the thermal management system and reducing complexity, cost and size.

[0056] Referring to Figure 1, vehicle 1000a can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. A battery device 100a is installed inside vehicle 1000a, which can be located at the bottom, front, or rear of vehicle 1000a. Battery device 100a can be used to power vehicle 1000a; for example, battery device 100a can serve as the operating power source for vehicle 1000a. Vehicle 1000a may also include a controller 200a and a motor 300a. Controller 200a is used to control the battery device 100a to supply power to motor 300a, for example, to meet the power needs of vehicle 1000a during starting, navigation, and driving.

[0057] In some embodiments of this application, the battery device 100a can not only serve as the operating power source for the vehicle 1000a, but also as the driving power source for the vehicle 1000a, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 1000a.

[0058] Furthermore, the vehicle 1000a also includes a thermal management system 4, which includes a heat pump subsystem, a heat exchanger, and a valve assembly. The heat pump subsystem, heat exchanger, and valve assembly are connected by pipelines, and the valves control the opening or closing of the pipelines in the thermal management system 4 to allow the refrigerant to flow through different pipelines, in different directions, or at different flow rates, thereby enabling the switching of different thermal management modes and meeting the different heat exchange requirements of the vehicle 1000a.

[0059] In some embodiments, as shown in FIG2, the thermal management system 4 includes a heat pump subsystem 41, a first heat exchanger 421, a first valve body assembly K20, and a control subsystem (not shown); the heat pump subsystem 41 includes a refrigerant and is configured to achieve heat exchange between the refrigerant and a first device (not shown), wherein the first device includes a battery device 100a of vehicle 1000a and / or a passenger compartment of vehicle 1000a; the first heat exchanger 421 is connected in series with the heat pump subsystem 41 and is configured to achieve heat exchange between the refrigerant and a second device 44, wherein the second device includes an external heat source; the first The valve body assembly K20 is connected in series with the first heat exchanger 421 and the heat pump subsystem 41; the control subsystem is configured to control the first valve body assembly K20 to be in a first operating state and control the refrigerant to flow from the first valve body assembly K20 to the first heat exchanger 421, so as to control the first heat exchanger 421 to be in condensation mode; the control subsystem is also configured to control the first valve body assembly K20 to be in a second operating state and control the refrigerant to flow from the first valve body assembly K20 to the first heat exchanger, so as to control the first valve body assembly K20 to throttle the refrigerant, so as to control the first heat exchanger 421 to be in evaporation mode.

[0060] The control subsystem can be a microprocessor or a non-integrated control circuit; the control subsystem can be integrated into the vehicle controller 200a or independent of the controller 200a.

[0061] When the thermal management system 4 is in operation, the refrigerant in the first heat exchanger 421 exchanges heat with the second device 44 to achieve heat exchange between the crew compartment and / or battery device 100a and the second device 44.

[0062] In both the first and second operating states of the first valve body assembly K20, the refrigerant flow path is basically the same, flowing from the condenser 411 in the heat pump subsystem 41 to the first heat exchanger 421. The difference is that in the first operating state, the first valve body assembly K20 directs the refrigerant from the condenser 411 to the first heat exchanger 421, where it is throttled by a throttling device downstream of the first heat exchanger 421, so that the first heat exchanger 421 is in condensation mode, thereby dissipating heat to the second device 44. In the second operating state, the first valve body assembly K20 throttles the refrigerant flowing from the condenser 411 before it flows to the first heat exchanger 421, so that the first heat exchanger 421 is in evaporation mode, thereby absorbing heat from the second device 44.

[0063] The first valve body assembly K20 not only has on / off function, but can also adjust the refrigerant flow rate.

[0064] This embodiment can control the first valve body assembly K20 to operate in a first operating state through the control subsystem, so that the first valve body assembly K20 directly flows the refrigerant to the first heat exchanger 421, thereby putting the first heat exchanger 421 in condensation mode. Furthermore, this embodiment can also control the first valve body assembly K20 to operate in a second operating state through the control subsystem, so that the first valve body assembly K20 throttles the refrigerant before it flows to the first heat exchanger 421, thereby putting the first heat exchanger 421 in evaporation mode. That is, by controlling the first valve body assembly K20 to operate in different states, the first heat exchanger 421 can be controlled to operate in different heat exchange modes. Therefore, two heat exchange modes—heat absorption and heat dissipation—between the refrigerant and the external heat source in the thermal management system 4 can be realized through the same first heat exchanger 421, achieving the reuse of the condenser mode and evaporator mode of the first heat exchanger 421. This reduces the number of parts such as heat exchangers and valve bodies, thereby improving the integration of the thermal management system 4 and reducing complexity, cost, and size.

[0065] In some embodiments, the heat pump subsystem 41 includes: a compressor 412, a condenser 411, and an evaporator 413 connected in series; a first heat exchanger 421 connected in series between the condenser 411 and the evaporator 413; and a first valve body assembly K20 connected in series between the condenser 411 and the first heat exchanger 421.

[0066] The first valve body assembly K02 is connected in series between the condenser 411 and the first heat exchanger 421. The operating state of the first heat exchanger 421 is controlled by controlling whether the refrigerant flowing from the condenser 411 to the first heat exchanger 421 is throttled by the first valve body assembly K20. The control is simple, with few parts, high integration and small size.

[0067] In some embodiments, the first valve body assembly K20 includes a multi-functional valve K2, a first operating state including a shut-off valve state, and a second operating state including an electronic expansion valve state; when the control subsystem controls the multi-functional valve K2 to be in the shut-off valve state, the first heat exchanger 421 is in the condensing mode; when the control subsystem controls the multi-functional valve K2 to be in the electronic expansion valve state, the first heat exchanger 421 is in the condensing mode.

[0068] The operating states of the multi-function valve K2 include the first operating state, which functions as a shut-off valve, and the second operating state, which functions as an electronic expansion valve. Of course, the multi-function valve K2 also has a shut-off state.

[0069] This embodiment integrates the functions of a shut-off valve and an electronic expansion valve through the first valve body assembly K2. This not only reduces the number of valve bodies but also simplifies the complexity of the piping in the thermal management system 4, thereby improving its integration, reducing its size, saving costs, and improving its reliability.

[0070] In some embodiments, multiple valve bodies with different functions may be used to realize a valve body assembly that has the functions of a shut-off valve and an electronic expansion valve.

[0071] In some embodiments, the condenser 411 is configured to exchange heat with the passenger compartment; the thermal management system 4 further includes a second heat exchanger 43, or the battery device 100a is provided with a second heat exchanger 43; the second heat exchanger 43 is connected in series with the compressor 412 and configured to exchange heat with the battery device 100a; the thermal management system 4 includes a second valve body assembly K10, which is connected in series between the compressor 412 and the second heat exchanger 43 and between the compressor 412 and the first heat exchanger 421; wherein, the control subsystem is configured to control the second valve body assembly K10 to be in a first conducting state, forming a first refrigerant circuit from the compressor 412 to the second heat exchanger 43, thereby achieving at least heat exchange between the second heat exchanger 43 and the battery device 100a; and / or, the control subsystem is further configured to control the second valve body assembly K10 to be in a second conducting state, forming a second refrigerant circuit from the compressor 412 to the first heat exchanger 421, for achieving heat exchange between the first heat exchanger 421 and the passenger compartment.

[0072] The second heat exchanger 43 is configured to exchange heat with the battery device 100a of the vehicle 1000a or to exchange heat with the interior of the battery device 100a as part of the battery device 100a. The second valve body assembly K10 is connected to the condenser 411, the first heat exchanger 421 and the second heat exchanger 43 of the heat pump subsystem 41. The second valve body assembly K10 opens the first refrigerant circuit so that the refrigerant flows to the first heat exchanger 421 for heat exchange with the second device 44, thereby at least for heat exchange in the passenger compartment of the vehicle 1000a. And / or the second valve body assembly K10 opens the second refrigerant circuit so that the refrigerant flows to the second heat exchanger 43 for heat exchange in the battery device 100a of the vehicle 1000a.

[0073] When the thermal management system 4 is in operation, the first heat exchanger 421 exchanges heat with the second device 44 to achieve heat exchange between the crew compartment and / or battery device 100a and the second device 44. The condenser 411 serves as the internal condenser of the crew compartment and exchanges heat directly or indirectly with the crew compartment.

[0074] In this embodiment, the second valve body assembly K10 enables heat exchange in the passenger compartment of vehicle 1000a and / or in the battery device 100a, achieving different heat exchange modes.

[0075] In some embodiments, the second valve body assembly K10 includes a three-way valve K1, which is connected to the first port of the condenser 411, the first port of the first heat exchanger 421, and the first port of the second heat exchanger 43, respectively.

[0076] The first port of the condenser 411 can be used as the refrigerant outlet of the condenser 411.

[0077] The three-way valve K1 in this embodiment can achieve heat exchange in the crew compartment and the battery unit 100a, reducing the number of parts. Furthermore, the three-way valve K1 is simple, low-cost, and highly integrated. In addition, this embodiment diverts the refrigerant output from the condenser 411, which can improve the problem of insufficient heat generation in the crew compartment due to the low heat exchange temperature of the condenser 411 caused by the inappropriately high heat exchange temperature of the battery unit 100a.

[0078] In some embodiments, the three-way valve K1 can be replaced by two shut-off valves or the like.

[0079] In some embodiments, as shown in FIG3, the second valve body assembly K10 includes a three-way valve K1, which is connected to the second port of the condenser 411, the first port of the first heat exchanger 421, and the first port of the second heat exchanger 43, respectively.

[0080] The second port of the condenser 411 can be used as the condensation inlet of the condenser 411.

[0081] The three-way valve K1 in this embodiment can achieve heat exchange in the passenger compartment and the battery device 100a, reducing the number of parts. Furthermore, the three-way valve K1 is simple, low-cost, and highly integrated. In addition, this embodiment diverts the refrigerant output from the compressor 412, improving the efficiency of the compressor 412 and thus enhancing the efficiency of the heat pump subsystem 41.

[0082] In some embodiments, as shown in FIG4, the second valve body assembly K10 includes: a first shut-off valve K11 and a second shut-off valve K12; the first shut-off valve K11 is connected in series between the first port of the condenser 411 and the first port of the first heat exchanger 421; the second shut-off valve K12 is connected in series between the first port of the condenser 411 and the first port of the second heat exchanger 43.

[0083] This embodiment utilizes a first shut-off valve K11 and a second shut-off valve K12 to realize the second valve body assembly K10, thereby enabling the switching on and off of two refrigerant streams through two independent valve bodies. This improves the reliability of the second valve body assembly K10, and consequently enhances the reliability of the thermal management system 4. Furthermore, this embodiment diverts the refrigerant output from the condenser 411, mitigating the problem of insufficient heat generation in the condenser 411 and inadequate cabin heating caused by the unsuitable high heat exchange temperature of the battery device 100a.

[0084] In some embodiments, as shown in FIG5, the second valve body assembly K1 includes a third shut-off valve K13 and a fourth shut-off valve K14, wherein the third shut-off valve K13 is connected in series between the second port of the condenser 411 and the first port of the first heat exchanger 421; and the fourth shut-off valve K14 is connected in series between the second port of the condenser 411 and the first port of the second heat exchanger 43.

[0085] This embodiment utilizes a first shut-off valve K11 and a second shut-off valve K12 to realize the second valve body assembly K10, thereby enabling the switching of two refrigerant streams through two independent valve bodies. This improves the reliability of the second valve body assembly K10, and consequently enhances the reliability of the thermal management system 4. Furthermore, this embodiment diverts the refrigerant output from the compressor 412, improving the efficiency of the compressor 412 and thus enhancing the efficiency of the heat pump subsystem 41.

[0086] In some embodiments, the shut-off valve may be a switching valve with only on / off function, or it may be a valve body capable of adjusting the refrigerant flow rate.

[0087] In some embodiments, as shown in Figures 2, 6, and 7, the thermal management system 4 further includes a first electronic expansion valve K3 and a fifth shut-off valve K4. The first electronic expansion valve K3 is connected in series between the first heat exchanger 421 and the evaporator 413. The first valve body assembly K20 is connected in series between the three-way valve K1 and the first port of the first heat exchanger 421. The fifth shut-off valve K4 is connected in parallel with the evaporator 413 and the first electronic expansion valve K3. The compressor 412, condenser 411, three-way valve K1, first valve body assembly K20, first heat exchanger 421, first electronic expansion valve K3, and evaporator 411 are connected in series to form a first heat exchange circuit. The compressor 412, condenser 411, three-way valve K1, first valve body assembly K20, first heat exchanger 421, and fifth shut-off valve K4 are connected in series to form a second heat exchange circuit.

[0088] The fifth shut-off valve K4 is connected in parallel with the evaporator 413 and the first electronic expansion valve K3, meaning that the two ends of the fifth shut-off valve K4 are connected in parallel with the series structure of the evaporator 413 and the first electronic expansion valve K3, respectively.

[0089] The thermal management system 4 in this embodiment can realize a first heat exchange circuit and a second heat exchange circuit. It dissipates heat to an external heat source through the first heat exchanger 421 in the first heat exchange circuit and absorbs heat from an external heat source through the first heat exchanger 421 in the second heat exchange circuit, thereby realizing different heat exchange modes for different crew cabins.

[0090] In some embodiments, as shown in Figures 2 and 6, the external heat source includes a coolant circuit 440. When the control subsystem controls the first valve body assembly K20 to be in the shut-off valve state, the three-way valve K1 to be open, the condenser 411 to be open, the first valve body assembly K2 to be open, the first electronic expansion valve K3 to be open, and the fifth shut-off valve K4 to be closed, the first heat exchange circuit is open (shown as a bold line in Figure 6). When the first heat exchange circuit is open and the coolant circuit 440 is open, the refrigerant flows sequentially through the condenser 411, the three-way valve K1, the first valve body assembly K20, the first heat exchanger 421, the first electronic expansion valve K3 and the evaporator 413, and flows back to the compressor 412 to reduce the temperature of the passenger compartment.

[0091] When the first heat exchange circuit and the coolant circuit 440 are connected, and the first valve body assembly K2 is used as a shut-off valve, the refrigerant output from the compressor 412 to the condenser 411 flows to the first heat exchanger 421. The refrigerant output from the first heat exchanger 421 flows to the evaporator 413 after being throttled by the first electronic expansion valve K3, and finally flows to the compressor 412, completing the circulation of the refrigerant. At this time, the first heat exchanger 421 operates in condenser mode and dissipates heat to the coolant circuit 44, thereby achieving cooling or dehumidification of the passenger compartment that exchanges heat with the condenser 411. That is, the first heat exchanger 421 dissipates the heat of the passenger compartment to the coolant circuit 44. At this time, the passenger compartment is in cooling mode or dehumidification mode to reduce the temperature of the passenger compartment.

[0092] The opening degree of the three-way valve K1 can be adjusted according to the specific cooling or dehumidification needs of the passenger compartment, thereby adjusting the heat exchange efficiency of the heat pump system 41.

[0093] In some embodiments, as shown in FIG7, the control subsystem controls the first valve body assembly K20 to be in the electronic expansion valve state, the three-way valve K1 to open the condenser 411 and the first valve body assembly K20, the first electronic expansion valve K3 to close, and the fifth shut-off valve K4 to open, and the second heat exchange circuit to open; the second heat exchange circuit to open (shown by the bold line in FIG7), the coolant circuit 44 to open, and the refrigerant flows sequentially through the condenser 411, the three-way valve K1, the first valve body assembly K20, the first heat exchanger 421, and the fifth shut-off valve K4, and flows back to the compressor 412 to increase the temperature of the crew compartment.

[0094] When the second heat exchange circuit and the coolant circuit 44 are open, and the first valve body assembly K2 is used as an electronic expansion valve, the refrigerant output from the compressor 412 to the condenser 411 flows to the first heat exchanger 421. The refrigerant output from the second heat exchanger 43 flows to the fifth shut-off valve K4 after being throttled by the first electronic expansion valve K3, and finally flows to the compressor 412, completing the circulation of the refrigerant. At this time, the evaporator 413 is bypassed by the open fifth shut-off valve K4, and the first heat exchanger 421 operates in evaporator mode. The first heat exchanger 421 absorbs heat from the coolant circuit 44, thereby achieving heating of the passenger compartment that exchanges heat with the condenser 411. That is, the first heat exchanger 421 transfers the coolant circuit 44 to the passenger compartment. At this time, the passenger compartment is in heating mode to increase the temperature of the passenger compartment.

[0095] Furthermore, the opening degree of the three-way valve K1 can be adjusted according to the specific heating needs of the crew cabin, thereby adjusting the heat exchange efficiency of the heat pump system 41.

[0096] In some embodiments, the three-way valve K1 can only open the pipeline between the condenser 411 and the multi-function valve K2, and shut off other heat exchange circuits, in order to improve the heat exchange efficiency of the crew compartment.

[0097] In some embodiments, when the three-way valve K1 opens the flow path between the condenser 411 and the first heat exchanger 421, it can also selectively open the flow path between the condenser 411 and the second heat exchanger 43 to selectively exchange heat with the battery device 100a.

[0098] In this embodiment, the first valve body assembly K20 enables the reuse of the condenser mode and evaporator mode of the first heat exchanger 421, which can reduce the number of parts such as heat exchangers and valve bodies, thereby improving the integration of the thermal management system 4 and reducing complexity and cost.

[0099] In some embodiments, as shown in Figures 2, 8, and 9, the thermal management integrated module 42 further includes a second electronic expansion valve K5, which is connected in series between the second port of the first heat exchanger 421 and the first port of the second heat exchanger 43. The second port of the second heat exchanger 43 is connected in series between the three-way valve K1 and the first valve body assembly K20. The compressor 412, condenser 411, three-way valve K1, first valve body assembly K20, first heat exchanger 421, second electronic expansion valve K5, and second heat exchanger 43 are connected in series to form a third heat exchange circuit. The compressor 412, condenser 411, three-way valve K1, second heat exchanger 43, first heat exchanger K421, and fifth shut-off valve K4 are connected in series to form a fourth heat exchange circuit.

[0100] This embodiment further utilizes a second electronic expansion valve K5 to implement at least a third and a fourth heat exchange circuit for heat exchange of the battery device 100a. The pipes and valves in the third and fourth heat exchange circuits for heat exchange of the battery device 100a do not overlap, which can reduce interference between various heat exchange conditions of the battery device 100a, improve its reliability, and enhance heat exchange efficiency and effect, thereby improving the reliability of the thermal management system 4.

[0101] In some embodiments, as shown in Figures 2 and 8, the external heat source includes a coolant circuit 440; the control subsystem controls the three-way valve K1 to shut off the connection with the second heat exchanger 43, the first valve body assembly K1 to be in a shut-off valve state, the second electronic expansion valve K5 to be turned on, and the third heat exchange circuit to be turned on (shown as a bold line in Figure 8); with the third heat exchange circuit turned on and the coolant circuit 44 turned on, the refrigerant flows sequentially through the condenser 411, the three-way valve K1, the first valve body assembly K20, the first heat exchanger 421, the second electronic expansion valve K5 and the second heat exchanger 43, and flows back to the compressor 412 to reduce the temperature of the battery device 100a.

[0102] The third heat exchange circuit is open, the coolant circuit 44 is open, the three-way valve K2 is open, and the second electronic expansion valve K5 is open. The refrigerant output from the compressor 412 to the condenser 411 flows to the first heat exchanger 421. The refrigerant output from the second heat exchanger 43 flows to the second heat exchanger 43 after being throttled by the second electronic expansion valve K5, and finally flows to the compressor 412, completing the circulation of the refrigerant. At this time, the second heat exchanger 43 operates in evaporator mode, absorbing heat from the battery to achieve battery cooling or dehumidification. That is, the second heat exchanger 43 absorbs the heat from the battery. At this time, the battery device 100a is in cooling mode to reduce the temperature of the battery device 100a.

[0103] Furthermore, the first valve body assembly K20 is configured as an electronic expansion valve, and the first heat exchanger 421 is in evaporator mode, absorbing heat from the coolant circuit 44, thereby enabling heating of the crew compartment. In this way, heating of the crew compartment and heating of the battery device 100a can be achieved.

[0104] By controlling the three-way valve K1 to shut off the connection with the second heat exchanger 43, the problem of high-temperature refrigerant from the condenser 411 being directly transferred to the second heat exchanger 43, thereby reducing the cooling effect of the second heat exchanger 43, can be improved.

[0105] This embodiment can not only cool or dehumidify the battery 100a, but also exchange heat with the crew compartment through the condenser 411.

[0106] In some embodiments, in order to achieve cooling or dehumidification of the battery device 100a, the first electronic expansion valve K3 can be further controlled to shut off, so that the second heat exchange circuit is not connected, thereby improving the cooling or dehumidification efficiency of the battery device 100a.

[0107] In some embodiments, as shown in FIG9, the control subsystem controls the first valve body assembly K20 to be in the state of an electronic expansion valve, and the three-way valve K1 is connected to the second heat exchanger 43, the second heat exchanger 43 is connected to the first valve body assembly K20, the first electronic expansion valve K3 is closed and the fifth shut-off valve K4 is connected, the second electronic expansion valve K5 is open, and the fourth heat exchange circuit is connected; (shown by the bold line in FIG9); the fourth heat exchange circuit is connected, the coolant circuit is connected, and the refrigerant flows sequentially through the condenser 411, the three-way valve K1, the second heat exchanger 43, the first valve body assembly K20, the first heat exchanger 421, and the fifth shut-off valve K4, and flows back to the compressor 412 to increase the temperature of the battery device 100a.

[0108] The fourth heat exchange circuit and the coolant circuit 44 are connected. The refrigerant output from the compressor 412 to the condenser 411 flows through the three-way valve K1 to the other end of the second heat exchanger 43, i.e., the second end. The refrigerant output from one end of the second heat exchanger 43, i.e. the first end, passes through the first valve body assembly K20 to the first heat exchanger 421. The refrigerant output from the first heat exchanger 421 passes through the first electronic expansion valve K5 and the second shut-off valve K4, and finally flows to the compressor 412, completing the circulation of the refrigerant. At this time, the second heat exchanger 43 operates in condenser mode, dissipating heat to the battery device 100a, thereby realizing the heating of the battery device 100a.

[0109] In some embodiments, the opening degree of the three-way valve K1 and the first valve body assembly K20 can be adjusted based on the heat exchange of the battery device 100a.

[0110] In some embodiments, the three-way valve K1 can disconnect from the first valve body assembly K20 to reduce the direct entry of the refrigerant output from the condenser 411 into the first heat exchanger 421 for direct heat exchange, thereby affecting the heat exchange effect of the battery device 100a.

[0111] In some embodiments, as shown in Figures 2 to 9, the thermal management system 4 further includes a third electronic expansion valve K6 connected between the air inlet of the compressor 412 and the second port of the second heat exchanger 43.

[0112] In the cooling or dehumidification mode of the battery device 100a, the third electronic expansion valve K6 is turned on to form a third heat exchange circuit; in the heating mode of the battery device 100a, the third electronic expansion valve K6 is turned off to reduce the refrigerant flowing out of the second heat exchanger 43 from returning directly to the compressor 412 through the third electronic expansion valve K6, thereby improving the heat exchange efficiency of the battery device 100a.

[0113] In some embodiments, the thermal management system 4 further includes a bypass valve K7, which is connected to the first port of the condenser 411 and the air inlet of the compressor 412, respectively. In this way, when the vehicle is using the heat pump subsystem 41 for heating, if the temperature is low or the return pressure of the compressor 412 is insufficient, the refrigerant flow into the compressor 412 will be insufficient. The refrigerant return flow can be quickly increased, thereby improving the problem of low suction pressure and less work done by the compressor 412, which reduces the heating capacity of the heat pump subsystem 41.

[0114] In some embodiments, as shown in FIG7, in the heating mode of the occupant compartment, the bypass valve K7 can be controlled to open to improve the heating capacity of the heat pump subsystem 41.

[0115] In some embodiments, as shown in FIG9, in the heating mode of the battery device 100a, the bypass valve K7 can be controlled to open to improve the heating capacity of the heat pump subsystem 41.

[0116] In some embodiments, as shown in FIG10, in order to cool or dehumidify the battery device 100a and the passenger compartment, the control subsystem controls the three-way valve K1 to shut off the connection between it and the second heat exchanger 43, the multi-function valve K2 to open, the second electronic expansion valve K5 to open, the first electronic expansion valve K3 to open, and the fifth shut-off valve K4 to close, so that both the first heat exchange circuit and the third heat exchange circuit are open, and the multi-function valve K2 is controlled to operate in the shut-off valve mode.

[0117] In some embodiments, as shown in FIG11, in order to heat the battery device 100a and the passenger compartment, the control subsystem controls the three-way valve K1 to open the connection between the two heat exchangers 43 and the first heat exchanger 421, the multi-function valve K2 to open, the second electronic expansion valve K5 to close, the first electronic expansion valve K3 to close, the fifth shut-off valve K4 to open, and the third electronic expansion valve K6 to close, so that both the second heat exchange circuit and the fourth heat exchange circuit are open, and the multi-function valve K2 is controlled to operate in the electronic expansion valve mode.

[0118] In some embodiments, as shown in FIG12, in order to heat the battery device 100a and cool or dehumidify the passenger compartment, the control subsystem controls the three-way valve K1 to open the connection between the two heat exchangers 43 and the first heat exchanger 421, the multi-function valve K2 to open, the second electronic expansion valve K5 to close, the first electronic expansion valve K3 to open, the fifth shut-off valve K4 to close, and the third electronic expansion valve K6 to close, so that both the first heat exchange circuit and the fourth heat exchange circuit are open, and the multi-function valve K2 is controlled to operate in the electronic expansion valve mode.

[0119] In some embodiments, vehicle 1000a can automatically determine the heating priority of battery 100a and passenger compartment through sensors, etc.; or can automatically determine the heating demand, compressor 412 operation status, etc. through sensors, etc., to determine whether to open bypass valve K7.

[0120] In some embodiments, as shown in Figures 13 and 14, the condenser 411 includes a first liquid-cooled heat exchanger 422, and the thermal management system 4 also includes an internal heat exchanger (not shown). The first liquid-cooled heat exchanger 422 exchanges liquid-cooled heat with the internal heat exchanger, and the internal heat exchanger exchanges heat directly with the crew compartment. The first liquid-cooled heat exchanger 422 is integrated with the first heat exchanger 421, the first valve body assembly K2, and the first valve body assembly K10.

[0121] The first liquid-cooled heat exchanger 422 has a refrigerant flow channel and a coolant flow channel for heat exchange. The coolant flow channel exchanges liquid heat with an internal heat exchanger located in the crew compartment. The internal heat exchanger then exchanges heat with the crew compartment, thereby realizing indirect heat exchange between the condenser 411 and the crew compartment.

[0122] The first liquid-cooled heat exchanger can be a plate heat exchanger.

[0123] In this embodiment, the condenser 411 is implemented using the first liquid-cooled heat exchanger 422, enabling the thermal management system 4 to be adapted to vehicles such as PHEVs that use a heater core. Furthermore, the first liquid-cooled heat exchanger 422 is integrated with the first heat exchanger 421, the first valve body assembly K20, and the second valve body assembly K10, which improves integration and reduces size.

[0124] In some embodiments, the condenser 411 includes a direct-cooling heat exchanger that exchanges heat directly with the crew compartment.

[0125] The direct-cooling heat exchanger is equipped with a refrigerant flow channel, and the condenser 411 directly exchanges heat with the crew compartment, which can improve heat exchange efficiency and save energy. Moreover, as the condenser 411 is an internal condenser, as shown in Figures 15 and 16, there is no need to install other condensers.

[0126] In some embodiments, as shown in Figures 13 and 15, the second heat exchanger 43 includes a second liquid-cooled heat exchanger 423, which exchanges liquid-cooled heat with the battery device 100a; wherein the second liquid-cooled heat exchanger 423 is integrated with the first heat exchanger 421, the first valve body assembly K20 and the second valve body assembly K10.

[0127] The second liquid-cooled heat exchanger 423 can be a plate heat exchanger.

[0128] The second liquid-cooled heat exchanger 423 achieves indirect heat exchange between the battery device 100a and the second heat exchanger 43 through the internally flowing coolant, enabling the thermal management system 4 to be adapted to vehicles such as PHEVs that use water-cooled battery packs. Furthermore, the second liquid-cooled heat exchanger 423 is integrated with the first heat exchanger 421, the first valve body assembly K20, and the second valve body assembly K10, improving integration and reducing size.

[0129] In some embodiments, the second heat exchanger 43 is disposed on the battery device 100a, enabling direct heat exchange between the battery device 100a and the battery device 100a, thereby improving heat exchange efficiency and saving energy. As shown in Figures 14 and 16, no other heat exchangers are required.

[0130] In some embodiments, as shown in FIG13, the condenser 411 includes a first liquid-cooled heat exchanger 422 and the second heat exchanger 43 includes a second liquid-cooled heat exchanger 423. The first liquid-cooled heat exchanger 422, the second liquid-cooled heat exchanger 423, the first heat exchanger 421, the first valve body assembly K2 and the first valve body assembly K10 and other valve bodies can be integrated to improve the integration.

[0131] In some embodiments, as shown in FIG14, the condenser 411 includes a first liquid-cooled heat exchanger 422 and the second heat exchanger 43 includes a direct-cooling heat exchanger. The first liquid-cooled heat exchanger 422, the first heat exchanger 421, the first valve body assembly K2 and the first valve body assembly K10 and other valve bodies can be integrated to improve the integration.

[0132] In some embodiments, as shown in FIG15, the condenser 411 includes a direct cooling heat exchanger, and the second heat exchanger 43 includes a second liquid cooling heat exchanger 423. The second liquid cooling heat exchanger 423, the first heat exchanger 421, the first valve body assembly K2 and the first valve body assembly K10 and other valve bodies can be integrated to improve the integration.

[0133] In some embodiments, as shown in FIG16, the condenser 411 includes a direct cooling heat exchanger and a second heat exchanger 43 disposed on the battery device 100a. The first heat exchanger 421, the first valve body assembly K2 and the first valve body assembly K10 and other valve bodies can be integrated to improve the integration.

[0134] The integrated module in the above embodiments can be a thermal management integrated module, which can be used as a standalone product in vehicles of different models. Furthermore, the thermal management integrated module of this application is a refrigerant integrated module, with high integration and low weight; and the thermal management integrated module of this application can combine with the liquid cooling circuit 44 to achieve multiple heat exchange modes.

[0135] On the one hand, the thermal management system 4 can achieve heat exchange in the passenger compartment of vehicle 1000a and / or battery 100a, improving passenger comfort, enhancing vehicle 1000a's safety, and reducing energy consumption. On the other hand, the first shut-off valve K1 and the first heat exchanger 421 are integrated, and the first shut-off valve K1 enables the conduction of multiple heat exchange circuits, reducing the number of parts in the thermal management system 4, increasing integration, and reducing costs. Furthermore, the thermal management integrated module 42 is adaptable to various vehicle models. By simply connecting the condenser 411 indirectly or directly to the passenger compartment for heat exchange, and the second heat exchanger 43 indirectly or directly to the battery device 100a, heat exchange in the passenger compartment and battery device 100a of different vehicle models can be achieved, thus improving the versatility and compatibility of the thermal management system 4.

[0136] In some embodiments, the thermal management system 4 further includes a second device 44, which includes a radiator 441, a water pump 442, a cooling fan 443, and an electric drive mechanism 444. The radiator 441, water pump 442, cooling fan 443, and electric drive mechanism 444 form a coolant circuit 44. In this embodiment, the coolant circuit 44 provides heat or cold to the first heat exchanger 421, which not only enables heat exchange in the first heat exchanger 421 but also fully utilizes the heat of the electric drive mechanism 444 or cools the electric drive mechanism 444, thereby improving the reliability of the entire vehicle.

[0137] The electric drive mechanism 444 may include a controller 200a and a motor 300a, etc.

[0138] In some embodiments, as shown in FIG2, the thermal management system 4 further includes a gas-liquid separator 45 connected to the air inlet of the compressor 412 to separate the refrigerant that flows into the air inlet of the compressor 412 from other pipelines, thereby protecting the compressor 412 and reducing liquid slugging and dilution of lubricating oil.

[0139] In some embodiments, as shown in FIG2, the thermal management system 4 further includes a refrigerant temperature and pressure sensor 46 for measuring the refrigerant pressure on the corresponding pipeline, thereby monitoring the refrigerant status and improving the reliability of the thermal management system 4.

[0140] In some embodiments, as shown in FIG2, the thermal management system 4 further includes a one-way valve 47, which can be installed at the outlet of the evaporator 413 and on the pipeline from the second heat exchanger 43 to the multi-functional valve K2, so as to realize the one-way flow of refrigerant in these pipelines, thereby improving the heat exchange efficiency and heat exchange reliability of the corresponding heat exchange circuit.

[0141] Furthermore, the thermal management integrated module also integrates a gas-liquid separator 45, a refrigerant temperature and pressure sensor 46, and a one-way valve 47.

[0142] In some embodiments, the inlet of the heating circuit of the battery device 100a can be adjusted to the outlet of the compressor, which can achieve dual heating for the battery and the passenger compartment; the passenger compartment can be equipped with an auxiliary heat source.

[0143] In some embodiments, an auxiliary heater can be used to replace the hot gas bypass line where the bypass valve is located, and the auxiliary heater can be used to heat the gas at low temperatures.

[0144] In some embodiments, a hot gas bypass line may be connected to the compressor outlet.

[0145] In some embodiments, as shown in Figures 2 to 11, the thermal management system 4 includes a heat pump subsystem 41, a second heat exchanger 43, a coolant circuit 44, a three-way valve K1, a multi-function valve K2, a first heat exchanger 421, a first electronic expansion valve K3, a fifth shut-off valve K4, a second electronic expansion valve K5, a third electronic expansion valve K6, and a bypass valve K7.

[0146] The compressor 412, condenser 411, three-way valve K1, multi-function valve K2, first heat exchanger 421, first electronic expansion valve K3, and evaporator 413 form a first heat exchange circuit for cooling or dehumidifying the crew compartment; the compressor 412, condenser 411, three-way valve K1, multi-function valve K2, first heat exchanger 421, and fifth shut-off valve K4 form a second heat exchange circuit for heating the crew compartment; the compressor 412, condenser 411, three-way valve K1, multi-function valve K2, first heat exchanger 421, second electronic expansion valve K5, and second heat exchanger 43 form a third heat exchange circuit for cooling the battery device 100a; and the compressor 412, condenser 411, three-way valve K1, second heat exchanger 43, first heat exchanger 421, and fifth shut-off valve K4 form a fourth heat exchange circuit for heating the battery device 100a.

[0147] This application relates to vehicle thermal management, including battery thermal management. It provides vehicle thermal management solutions for direct-cooling and direct-heating batteries, as well as for water-cooled batteries. It is applicable to EV and PHEV models and uses various refrigerants. Through reasonable design, this application improves system integration, reduces front-cabin components, increases front-cabin space, simplifies the number of system components, and reduces costs.

[0148] In some embodiments, a vehicle thermal management method is used in a thermal management system 4, which includes a heat pump subsystem 41, a first heat exchanger 421, a first valve body assembly K20, and a control subsystem. The first heat exchanger 421 is connected in series with the heat pump subsystem, and the first valve body assembly K20 is connected in series with both the first heat exchanger 421 and the heat pump subsystem 421. The thermal management method includes: the control subsystem controlling the first valve body assembly K20 to a first operating state and controlling the refrigerant to flow from the first valve body assembly K20 to the first heat exchanger 421, thereby controlling the first heat exchanger 421 to be in a condensing mode; and the control subsystem controlling the first valve body assembly K20 to a second operating state and controlling the refrigerant to flow from the first valve body assembly K20 to the first heat exchanger, thereby controlling the first valve body assembly K20 to throttle the refrigerant, thereby controlling the first heat exchanger 421 to be in an evaporating mode.

[0149] This embodiment can control the first valve body assembly K20 to operate in a first operating state through the control subsystem, so that the first valve body assembly K20 directly flows the refrigerant to the first heat exchanger 421, thereby putting the first heat exchanger 421 in condensation mode. Furthermore, this embodiment can also control the first valve body assembly K20 to operate in a second operating state through the control subsystem, so that the first valve body assembly K20 throttles the refrigerant before it flows to the first heat exchanger 421, thereby putting the first heat exchanger 421 in evaporation mode. That is, by controlling the first valve body assembly K20 to operate in different states, the first heat exchanger 421 can be controlled to operate in different heat exchange modes. Therefore, two heat exchange modes—heat absorption and heat dissipation—between the refrigerant and the external heat source in the thermal management system 4 can be realized through the same first heat exchanger 421, achieving the reuse of the condenser mode and evaporator mode of the first heat exchanger 421. This reduces the number of parts such as heat exchangers and valve bodies, thereby improving the integration of the thermal management system 4 and reducing complexity, cost, and size.

[0150] For other control methods of the thermal management system 4, please refer to the above embodiments.

[0151] According to some embodiments of this application, as shown in FIG1, the vehicle includes the above-described thermal management system 4. With this configuration, this embodiment can control the first valve body assembly K20 to operate in a first operating state through the control subsystem, so that the first valve body assembly K20 directly flows the refrigerant to the first heat exchanger 421, thereby putting the first heat exchanger 421 in condensation mode. Furthermore, this embodiment can also control the first valve body assembly K20 to operate in a second operating state through the control subsystem, so that the first valve body assembly K20 throttles the refrigerant before it flows to the first heat exchanger 421, thereby putting the first heat exchanger 421 in evaporation mode. That is, by controlling the first valve body assembly K20 to operate in different states, the first heat exchanger 421 can be controlled to operate in different heat exchange modes. Therefore, two heat exchange modes—heat absorption and heat dissipation—between the refrigerant and the external heat source in the thermal management system 4 can be realized through the same first heat exchanger 421, achieving the reuse of the condenser mode and evaporator mode of the first heat exchanger 421. This reduces the number of components such as heat exchangers and valve bodies, thereby improving the integration of the thermal management system 4 and reducing complexity, cost, and size.

[0152] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A thermal management system of a vehicle, characterized by, The thermal management system includes: A heat pump subsystem, including a refrigerant, is configured to achieve heat exchange between the refrigerant and a first device, wherein the first device includes the vehicle's battery unit and / or the vehicle's passenger compartment. A first heat exchanger is connected in series with the heat pump subsystem and configured to realize heat exchange between the refrigerant and the second device, wherein the second device includes an external heat source; The first valve body assembly is connected in series with the first heat exchanger and the heat pump subsystem; The control subsystem is configured to control the first valve body assembly to be in a first working state and control the refrigerant to flow from the first valve body assembly to the first heat exchanger, so as to control the first heat exchanger to be in condensation mode. The control subsystem is further configured to control the first valve body assembly to be in a second operating state and to control the refrigerant to flow from the first valve body assembly to the first heat exchanger, so as to control the first valve body assembly to throttle the refrigerant and control the first heat exchanger to be in evaporation mode.

2. The thermal management system of claim 1, wherein, The heat pump subsystem includes: a compressor, a condenser, and an evaporator connected in series. The first heat exchanger is connected in series between the condenser and the evaporator; the first valve body assembly is connected in series between the condenser and the first heat exchanger.

3. The thermal management system of claim 1 or 2, wherein, The first valve body assembly includes a multi-functional valve. The first operating state includes a shut-off valve state, and the second operating state includes an electronic expansion valve state. When the control subsystem controls the multi-functional valve to be in the shut-off valve state, the first heat exchanger is in the condensation mode; when the control subsystem controls the multi-functional valve to be in the electronic expansion valve state, the first heat exchanger is in the condensation mode.

4. The thermal management system of claim 3, wherein, The condenser is configured to exchange heat with the crew compartment; the thermal management system further includes a second heat exchanger, or the battery device is equipped with a second heat exchanger; the second heat exchanger is connected in series with the compressor and configured to exchange heat with the battery device; The thermal management system also includes: The second valve body assembly is connected in series between the compressor and the second heat exchanger and between the compressor and the first heat exchanger; The control subsystem is configured to control the second valve body assembly to be in a first conducting state, forming a first refrigerant circuit from the compressor to the second heat exchanger, thereby achieving at least heat exchange between the second heat exchanger and the battery device; And / or, the control subsystem is further configured to control the second valve body assembly to a second conduction state, forming a second refrigerant circuit from the compressor to the first heat exchanger, for realizing heat exchange between the first heat exchanger and the crew compartment.

5. The thermal management system of claim 4, wherein, The second valve body assembly includes a three-way valve, which is connected to the first port of the condenser, the first port of the first heat exchanger, and the first port of the second heat exchanger, respectively.

6. The thermal management system of claim 4, wherein, The second valve body assembly includes a three-way valve, which is connected to the second port of the condenser, the first port of the first heat exchanger, and the first port of the second heat exchanger, respectively.

7. The thermal management system of claim 4, wherein, The second valve body assembly includes: A first shut-off valve is connected in series between the first port of the condenser and the first port of the first heat exchanger; The second shut-off valve is connected in series between the first port of the condenser and the first port of the second heat exchanger.

8. The thermal management system of claim 4, wherein, The second valve body assembly includes: A third shut-off valve is connected in series between the second port of the condenser and the first port of the first heat exchanger; A fourth shut-off valve is connected in series between the second port of the condenser and the first port of the second heat exchanger.

9. The thermal management system of claim 5, wherein, The thermal management system further includes: a first electronic expansion valve and a fifth shut-off valve. The first electronic expansion valve is connected in series between the first heat exchanger and the evaporator. The first valve body assembly is connected in series between the three-way valve and the first port of the first heat exchanger. The fifth shut-off valve is arranged in parallel with the evaporator and the first electronic expansion valve. The compressor, the condenser, the three-way valve, the first valve body assembly, the first heat exchanger, the first electronic expansion valve, and the evaporator are connected in series to form a first heat exchange circuit; the compressor, the condenser, the three-way valve, the first valve body assembly, the first heat exchanger, and the fifth shut-off valve are connected in series to form a second heat exchange circuit.

10. The thermal management system of claim 9, wherein, The external heat source includes a coolant circuit; When the control subsystem controls the first valve body assembly to be in the shut-off valve state, the three-way valve to connect the condenser and the first valve body assembly, the first electronic expansion valve to be connected, and the fifth shut-off valve to be closed, the first heat exchange circuit is connected. The first heat exchange circuit is turned on, the coolant circuit is turned on, and the refrigerant flows sequentially through the condenser, the three-way valve, the first valve body assembly, the first heat exchanger, the first electronic expansion valve, and the evaporator, and then flows back to the compressor to reduce the temperature of the passenger compartment.

11. The thermal management system of claim 9 or 10, wherein, The control subsystem controls the first valve body assembly to be in the electronic expansion valve state, the three-way valve to connect the condenser and the first valve body assembly, the first electronic expansion valve to be turned off, and the fifth shut-off valve to be turned on, and the second heat exchange circuit to be turned on. The second heat exchange circuit is turned on, the coolant circuit is turned on, and the refrigerant flows sequentially through the condenser, the three-way valve, the first valve body assembly, the first heat exchanger, and the fifth shut-off valve, and then flows back to the compressor to increase the temperature of the crew compartment.

12. The thermal management system of any one of claims 9 to 11, wherein, The thermal management system further includes a second electronic expansion valve, which is connected in series between the second port of the first heat exchanger and the first port of the second heat exchanger, and the second port of the second heat exchanger is connected in series between the three-way valve and the first valve body assembly. The compressor, the condenser, the three-way valve, the first valve body assembly, the first heat exchanger, the second electronic expansion valve, and the second heat exchanger are connected in series to form a third heat exchange circuit; the compressor, the condenser, the three-way valve, the second heat exchanger, the first heat exchanger, and the fifth shut-off valve are connected in series to form a fourth heat exchange circuit.

13. The thermal management system of claim 12, wherein, The external heat source includes a coolant circuit; the control subsystem controls the three-way valve to shut off the connection with the second heat exchanger, the first valve body assembly to be in the shut-off valve state, the second electronic expansion valve to be turned on, and the third heat exchange circuit to be turned on. The third heat exchange circuit is turned on, the coolant circuit is turned on, and the refrigerant flows sequentially through the condenser, the three-way valve, the first valve body assembly, the first heat exchanger, the second electronic expansion valve, and the second heat exchanger, and then flows back to the compressor to reduce the temperature of the battery device.

14. The thermal management system of claim 12 or 13, wherein, The control subsystem controls the first valve body assembly to be in the state of an electronic expansion valve, and the three-way valve is connected to the second heat exchanger, the second heat exchanger is connected to the first valve body assembly, the first electronic expansion valve is turned off and the fifth shut-off valve is turned on, the second electronic expansion valve is turned off, and the fourth heat exchange circuit is turned on. The fourth heat exchange circuit is turned on, the coolant circuit is turned on, and the refrigerant flows sequentially through the condenser, the three-way valve, the second heat exchanger, the first valve body assembly, the first heat exchanger, and the fifth shut-off valve, and then flows back to the compressor to increase the temperature of the battery device.

15. The thermal management system of any one of claims 12 to 14, wherein, The thermal management system also includes a third electronic expansion valve, which is connected in series between the air inlet of the compressor and the second port of the second heat exchanger.

16. The thermal management system of any one of claims 4 to 15, wherein, The thermal management system also includes a bypass valve, which is connected to the first port of the condenser and the air inlet of the compressor, respectively.

17. The thermal management system of any one of claims 4 to 16, wherein, The condenser includes a first liquid-cooled heat exchanger, and the thermal management system further includes an internal heat exchanger. The first liquid-cooled heat exchanger and the internal heat exchanger exchange liquid-cooled heat, and the internal heat exchanger exchange heat directly with the crew compartment. The first liquid-cooled heat exchanger is integrated with the first heat exchanger, the first valve body assembly, and the second valve body assembly.

18. The thermal management system of any one of claims 4 to 16, wherein, The condenser includes a direct-cooling heat exchanger that directly exchanges heat with the crew compartment.

19. The thermal management system of any one of claims 4 to 16, wherein, The second heat exchanger includes a second liquid-cooled heat exchanger, which exchanges liquid-cooled heat with the battery device; The second liquid-cooled heat exchanger is integrated with the first heat exchanger, the first valve body assembly, and the second valve body assembly.

20. The thermal management system of any one of claims 1 to 19, wherein, The thermal management system further includes a radiator, a water pump, a cooling fan, and an electric drive mechanism, wherein the radiator, the water pump, the cooling fan, and the electric drive mechanism form the external heat source.

21. A method of thermal management of a vehicle, characterized by, The thermal management method is used in a thermal management system, which includes a heat pump subsystem, a first heat exchanger, a first valve assembly, and a control subsystem, wherein the first heat exchanger is connected in series with the heat pump subsystem, and the first valve assembly is connected in series with both the first heat exchanger and the heat pump subsystem; the thermal management method includes: The control subsystem controls the first valve body assembly to be in a first working state and controls the refrigerant to flow from the first valve body assembly to the first heat exchanger, so as to control the first heat exchanger to be in condensation mode. The control subsystem controls the first valve body assembly to be in a second working state and controls the refrigerant to flow from the first valve body assembly to the first heat exchanger, so as to control the first valve body assembly to throttle the refrigerant, thereby controlling the first heat exchanger to be in evaporation mode.

22. A vehicle characterized by Includes the thermal management system as described in any one of claims 1 to 20.

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