CN115489267A - Thermal management system and vehicle - Google Patents

Abstract

The application relates to the field of heat pumps, in particular to a thermal management system and a vehicle. The battery is communicated with a first outlet of the heat exchanger through a first battery water path, the battery is communicated with a first inlet of the heat exchanger through a second battery water path, a first outlet of the first condenser is communicated with a second inlet of the heat exchanger through a first warm air water path, a first inlet of the first condenser is communicated with a second outlet of the heat exchanger through a second warm air water path, the first radiator is communicated between the first outlet and the first inlet of the first condenser, and an outlet of the first compressor, the first condenser, the first evaporator and an inlet of the first compressor are sequentially communicated through a first refrigerant pipeline. According to the thermal management system and the vehicle, the problems that when the battery is heated by the conventional vehicle thermal management system, the PTC is completely relied on, the system performance coefficient is poor, the energy consumption is high, a battery loop and a warm air loop of a passenger cabin are mutually independent, and the heat cannot be effectively utilized are solved.

Description

Thermal management system and vehicle

Technical Field

The application relates to the field of heat pumps, in particular to a thermal management system and a vehicle.

Background

When the existing vehicle thermal management system heats the battery, a battery loop (water path) is separately connected with a PTC heater, and the water path is heated by the PTC heater so as to heat the battery.

However, if the capacity of the PTC heater is too small, the battery temperature rise rate is low, if the capacity is too large, no mass-produced mature product exists in the market, and the heating completely depends on the PTC, so that the system COP (coefficient of performance) is poor, and the energy consumption is high.

In addition, in the conventional vehicle thermal management system, a battery loop and a warm air loop of a passenger cabin are mutually independent, so that heat cannot be effectively utilized.

Disclosure of Invention

The application aims to provide a thermal management system and a vehicle, so that the problems that when the battery is heated by the conventional vehicle thermal management system, the battery completely depends on PTC (positive temperature coefficient), the system performance coefficient is poor, the energy consumption is high, a battery loop and a warm air loop of a passenger compartment are mutually independent, and the heat cannot be effectively utilized are solved.

According to a first aspect of the present application, there is provided a thermal management system, the thermal management system comprising a battery, a first battery water path, a second battery water path, a heat exchanger, a first warm air water path, a second warm air water path, a first condenser, a first evaporator, a first compressor, a first refrigerant line and a first radiator, the battery passing through the first battery water path communicates with a first outlet of the heat exchanger, the battery passing through the second battery water path communicates with a first inlet of the heat exchanger, a first outlet of the first condenser passes through the first warm air water path communicates with a second inlet of the heat exchanger, a first inlet of the first condenser passes through the second warm air water path communicates with a second outlet of the heat exchanger, the first radiator communicates between the first outlet and the first inlet of the first condenser, an outlet of the first compressor, a second inlet of the first condenser, a second outlet of the first condenser, a first inlet of the first evaporator, a first outlet of the first evaporator and an inlet of the first compressor communicate with the first refrigerant line in sequence.

In any of the above technical solutions, further, the thermal management system further includes a first heater and a second heater, and both the first heater and the second heater are communicated between the first outlet of the first condenser and the second inlet of the heat exchanger.

In any of the above technical solutions, further, the thermal management system further includes a third warm air water path, a fourth warm air water path, and a first three-way valve, an inlet of the first three-way valve is communicated with the first heater, a first outlet of the first three-way valve is communicated with the second heater, a second outlet of the first three-way valve is communicated with an inlet of the first radiator through the third warm air water path, and an outlet of the first radiator is communicated with the first inlet of the first condenser through the fourth warm air water path.

In any of the above technical solutions, the thermal management system further includes a second refrigerant pipeline, a third refrigerant pipeline, an outdoor heat exchanger, a first electronic expansion valve, and a first two-way valve, a second outlet of the first condenser is communicated with an inlet of the outdoor heat exchanger through the second refrigerant pipeline, the first electronic expansion valve is communicated between a second outlet of the first condenser and the inlet of the outdoor heat exchanger, a first outlet of the outdoor heat exchanger is communicated with an inlet of the first compressor through the third refrigerant pipeline, and the first two-way valve is communicated between a first outlet of the outdoor heat exchanger and the inlet of the first compressor.

In any of the above technical solutions, the thermal management system further includes a fourth refrigerant pipeline, a fifth refrigerant pipeline, a second electronic expansion valve, and a second evaporator, a second outlet of the outdoor heat exchanger is communicated with an inlet of the second evaporator through the fourth refrigerant pipeline, the second electronic expansion valve is communicated between the second outlet of the outdoor heat exchanger and the inlet of the second evaporator, and an outlet of the second evaporator is communicated with the inlet of the first compressor through the fifth refrigerant pipeline.

In any of the above technical solutions, further, the thermal management system further includes a fan, the fan can blow air to the outdoor heat exchanger, and the second evaporator and the first radiator are both disposed in the passenger compartment.

In any of the above technical solutions, further, the thermal management system further includes a third evaporator, a second compressor, a second condenser, a third electronic expansion valve, a second three-way valve, a third battery water path, and a fourth battery water path, where a first outlet of the third evaporator, the second compressor, the second condenser, the third electronic expansion valve, and a first inlet of the third evaporator are sequentially communicated, an inlet of the second three-way valve is communicated with the battery, a first outlet of the second three-way valve is communicated with a first inlet of the heat exchanger, a second outlet of the second three-way valve is communicated with a second inlet of the third evaporator through the fourth battery water path, and a second outlet of the third evaporator is communicated with the first battery water path through the third battery water path.

In any of the above technical solutions, the heat management system further includes a motor circuit and a four-way valve, a first opening and a second opening of the four-way valve are respectively communicated with the first battery water path and the second battery water path, a third opening and a fourth opening of the four-way valve are respectively communicated with two openings of the motor circuit, and the motor circuit flows through a second inlet and a second outlet of the first evaporator.

In any of the above technical solutions, further, the thermal management system further includes a second heat sink, and the second heat sink is disposed in the motor loop.

According to a second aspect of the application there is provided a vehicle comprising a thermal management system as described above.

The heat management system comprises a battery, a first battery water path, a second battery water path, a heat exchanger, a first warm air water path, a second warm air water path, a first condenser, a first evaporator, a first compressor, a first refrigerant pipeline and a first radiator, wherein the battery is communicated with a first outlet of the heat exchanger through the first battery water path, the battery is communicated with a first inlet of the heat exchanger through the second battery water path, a first outlet of the first condenser is communicated with a second inlet of the heat exchanger through the first warm air water path, a first inlet of the first condenser is communicated with a second outlet of the heat exchanger through the second warm air water path, the first radiator is communicated between the first outlet and the first inlet of the first condenser, and an outlet of the first compressor, a second inlet of the first condenser, a second outlet of the first condenser, a first inlet of the first evaporator, a first outlet of the first evaporator and an inlet of the first compressor are sequentially communicated through the first refrigerant pipeline.

The utility model provides a heat management system, the refrigerant evaporation in the first evaporimeter is endothermic, refrigerant condensation in the first condenser is exothermic, the heat transfer of release is to in the warm braw return circuit, the heat in warm braw return circuit (first warm braw return circuit and second warm braw return circuit) is absorbed through the heat exchanger in the battery water route (first battery water route and second battery water route), finally in order to heat the intensification to the battery, and also can pass through first radiator simultaneously, give off the heat in the warm braw return circuit to the passenger cabin, heat the passenger cabin. In addition, a PTC heater can be arranged in the battery water path and the warm air loop according to requirements.

The heat management system is high in heating rate and high in system performance coefficient compared with the traditional system, the battery loop is communicated with the warm air loop of the passenger cabin, and heat can be effectively utilized.

In order to make the aforementioned objects, features and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.

Drawings

To more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and those skilled in the art can also obtain other related drawings based on the drawings without inventive efforts.

FIG. 1 shows an overall schematic diagram of a thermal management system according to an embodiment of the present application;

fig. 2 shows an overall schematic diagram of a heat management system in the prior art.

Icon: 1-an evaporator; 2-a condenser; 3-a battery pack; 4-a heater; 5-a radiator;

100-a battery; 101-a first battery waterway; 102-a second battery water circuit; 103-a third battery water circuit; 104-a fourth battery water circuit; 201-a first warm air waterway; 202-a second warm air waterway; 203-a third warm air waterway; 204-a fourth warm air waterway; 205-a first three-way valve; 206-a first heater; 207-a second heater; 300-a heat exchanger; 400-a first heat sink; 501-a first condenser; 502-a first evaporator; 503-a first compressor; 504-a second evaporator; 505-an outdoor heat exchanger; 506-a fan; 507 — a first refrigerant line; 508-a second refrigerant line; 509-a third refrigerant line; 510-a fourth refrigerant line; 511-a fifth refrigerant line; 512-a first two-way valve; 513 — a first electronic expansion valve; 514-second electronic expansion valve; 601-four-way valve; 602-a third electronic expansion valve; 603-a second three-way valve; 701-a fourth electronic expansion valve; 702-a third three-way valve; 800-second heat sink.

Detailed Description

The following detailed description is provided to assist the reader in obtaining a thorough understanding of the methods, devices, and/or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatus, and/or systems described herein will be apparent to those skilled in the art in view of the disclosure of the present application. For example, the order of operations described herein is merely an example, which is not limited to the order set forth herein, but rather, variations may be made in addition to operations which must occur in a particular order, which will be apparent upon understanding the disclosure of the present application. Moreover, descriptions of features known in the art may be omitted for clarity and conciseness.

The features described herein may be embodied in different forms and should not be construed as limited to the examples described herein. Rather, the examples described herein have been provided merely to illustrate some of the many possible ways to implement the methods, devices, and/or systems described herein that will be apparent after understanding the disclosure of the present application.

Throughout the specification, when an element (such as a layer, region, or substrate) is described as being "on," "connected to," coupled to, "over," or "overlying" another element, it may be directly "on," "connected to," coupled to, "over," or "overlying" the other element, or one or more other elements may be present therebetween. In contrast, when an element is referred to as being "directly on," "directly connected to," directly coupled to, "directly on" or "directly over" another element, there may be no intervening elements present.

As used herein, the term "and/or" includes any one of the associated listed items and any combination of any two or more of the items.

Although terms such as "first", "second", and "third" may be used herein to describe various elements, components, regions, layers or sections, these elements, components, regions, layers or sections should not be limited by these terms. Rather, these terms are only used to distinguish one element, component, region, layer or section from another element, component, region, layer or section. Thus, a first member, component, region, layer or section discussed in the examples described herein could be termed a second member, component, region, layer or section without departing from the teachings of the examples.

For ease of description, spatial relationship terms such as "above 8230 \8230; above", "upper", "above 8230 \8230; below" and "lower" may be used herein to describe the relationship of one element to another element as shown in the figures. Such spatial relationship terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "upper" relative to other elements would then be oriented "below" or "lower" relative to the other elements. Thus, the terms "over 8230 \ 8230;" above "include both orientations" over 8230; \8230; "over 8230;" under 8230; "depending on the spatial orientation of the device. The device may also be otherwise oriented (e.g., rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

The terminology used herein is for the purpose of describing various examples only and is not intended to be limiting of the disclosure. The singular forms are also intended to include the plural forms unless the context clearly indicates otherwise. The terms "comprises," "comprising," and "having" specify the presence of stated features, quantities, operations, elements, components, and/or combinations thereof, but do not preclude the presence or addition of one or more other features, quantities, operations, components, elements, and/or combinations thereof.

Variations from the shapes of the illustrations as a result, for example, of manufacturing techniques and/or tolerances, may be expected. Thus, the examples described herein are not limited to the particular shapes shown in the drawings, but include changes in shape that occur during manufacturing.

The features of the examples described herein may be combined in various ways that will be apparent after understanding the disclosure of this application. Further, while the examples described herein have a variety of configurations, other configurations are possible as will be apparent after understanding the disclosure of the present application.

The first aspect of the application provides a thermal management system, thereby solving the problems that when the battery is heated by the existing vehicle thermal management system, the battery completely depends on PTC, the system performance coefficient is poor, the energy consumption is high, and the battery loop and the warm air loop of the passenger cabin are mutually independent, and the heat can not be effectively utilized.

Before the present application is proposed, as shown in fig. 2, in the conventional vehicle thermal management system, when the battery pack 3 is heated, a battery circuit (water path) is separately connected to a PTC heater 4, and the water path is heated by the PTC heater 4 to heat the battery. However, if the capacity of the PTC heater is too small, the temperature rise rate of the battery is low, and if the capacity is too large, mass-produced mature products are not produced in the market, and the heating completely depends on PTC, so that the system COP (coefficient of performance) is poor, and the energy consumption is high. In addition, in the conventional vehicle thermal management system, a battery loop and a warm air loop of the passenger compartment are mutually independent, and the warm air loop gives off heat to the passenger compartment through the radiator 5 alone, so that the heat cannot be effectively utilized.

In view of this, as shown in fig. 1, according to a first aspect of the present application, there is provided a thermal management system, comprising a battery 100, a first battery water path 101, a second battery water path 102, a heat exchanger 300, a first warm air water path 201, a second warm air water path 202, a first condenser 501, a first evaporator 502, a first compressor 503, a first refrigerant line 507, and a first radiator 400, wherein the battery 100 is communicated with a first outlet of the heat exchanger 300 through the first battery water path 101, the battery 100 is communicated with a first inlet of the heat exchanger 300 through the second battery water path 102, a first outlet of the first condenser 501 is communicated with a second inlet of the heat exchanger 300 through the first warm air water path 201, a first inlet of the first condenser 501 is communicated with a second outlet of the heat exchanger 300 through the second warm air water path 202, the first radiator 400 is communicated between the first outlet and the first inlet of the first condenser 501, and an outlet of the first compressor 503, a second inlet of the first condenser 501, a first inlet of the first evaporator 502, and a first outlet of the first evaporator 502 are communicated with a first refrigerant line 507 in sequence.

The heat management system of the application, the refrigerant in the first evaporator 502 evaporates and absorbs heat, the refrigerant in the first condenser 501 condenses and releases heat, the released heat is transferred to the warm air loop, the battery water paths (the first battery water path 101 and the second battery water path 102) absorb the heat in the warm air loop (the first warm air loop water path and the second warm air loop 202) through the heat exchanger 300, and finally the battery 100 is heated and warmed, and meanwhile, the heat in the warm air loop is dissipated to the passenger compartment through the first radiator 400 to heat the passenger compartment. In addition, a PTC heater can be arranged in the battery water path and the warm air loop according to requirements. The heat management system is high in heating rate and high in system performance coefficient compared with the traditional system, the battery loop is communicated with the warm air loop of the passenger cabin, and heat can be effectively utilized. The specific structures and communication relationships of the battery circuit, the warm air circuit, the refrigerant circuit, and the motor circuit will be described in detail below.

As an example, as shown in fig. 1, the thermal management system may further include a first heater 206 and a second heater 207, and the first heater 206 and the second heater 207 are both communicated between the first outlet of the first condenser 501 and the second inlet of the heat exchanger 300. When the battery 100 is heated in winter, the fourth electronic expansion valve 701 is turned on, and the first and second heaters 206 and 207 may improve the efficiency of temperature elevation.

In addition, in the embodiment of the present application, as shown in fig. 1, the thermal management system may further include a third warm air water path 203, a fourth warm air water path 204, and a first three-way valve 205, an inlet of the first three-way valve 205 is communicated with the first heater 206, a first outlet of the first three-way valve 205 is communicated with the second heater 207, a second outlet of the first three-way valve 205 is communicated with an inlet of the first radiator 400 through the third warm air water path 203, and an outlet of the first radiator 400 is communicated with a first inlet of the first condenser 501 through the fourth warm air water path 204. When the battery 100 and the passenger compartment are heated in winter, the fourth electronic expansion valve 701 and the first outlet and the second outlet of the first three-way valve 205 are opened, where the first radiator 400 is disposed in the passenger compartment, the first radiator 400 can radiate heat into the passenger compartment to heat the passenger compartment, and the first heater 206 can also improve the heating efficiency of the passenger compartment.

Further, in the embodiment of the present application, as shown in fig. 1, the thermal management system may further include a second refrigerant pipe 508, a third refrigerant pipe 509, an outdoor heat exchanger 505, a first electronic expansion valve 513, and a first two-way valve 512, the second outlet of the first condenser 501 is communicated with the inlet of the outdoor heat exchanger 505 through the second refrigerant pipe 508, the first electronic expansion valve 513 is communicated between the second outlet of the first condenser 501 and the inlet of the outdoor heat exchanger 505, the first outlet of the outdoor heat exchanger 505 is communicated with the inlet of the first compressor 503 through the third refrigerant pipe 509, and the first two-way valve 512 is communicated between the first outlet of the outdoor heat exchanger 505 and the inlet of the first compressor 503.

When the battery 100 and the passenger compartment are heated in winter, the fourth electronic expansion valve 701, the first electronic expansion valve 513, the first two-way valve 512 and the first outlet and the second outlet of the first three-way valve 205 are opened, the refrigerant in the outdoor heat exchanger 505 (at this time, the outdoor heat exchanger 505 is equivalent to an evaporator) and the refrigerant in the first evaporator 502 are evaporated at the same time to absorb external heat, and the refrigerant in the first condenser 501 (a water-cooled condenser) is condensed to release heat, so that the heating efficiency can be further improved.

Further, in the embodiment of the present application, as shown in fig. 1, the thermal management system may further include a fourth refrigerant pipe 510, a fifth refrigerant pipe 511, a second electronic expansion valve 514, and a second evaporator 504, wherein the second outlet of the outdoor heat exchanger 505 communicates with the inlet of the second evaporator 504 through the fourth refrigerant pipe 510, the second electronic expansion valve 514 communicates between the second outlet of the outdoor heat exchanger 505 and the inlet of the second evaporator 504, and the outlet of the second evaporator 504 communicates with the inlet of the first compressor 503 through the fifth refrigerant pipe 511.

When the passenger compartment is cooled in summer, the first electronic expansion valve 513 and the second electronic expansion valve 514 are opened, the second evaporator 504 is arranged in the passenger compartment, the refrigerant in the second evaporator 504 evaporates and absorbs the heat of the passenger compartment to cool the passenger compartment, the refrigerant in the outdoor heat exchanger 505 condenses and releases heat (at this moment, the outdoor heat exchanger 505 is equivalent to a condenser), and the heat is dissipated into the air.

It is worth mentioning here that, as shown in fig. 2, in the conventional thermal management system, the passenger compartment cooling process includes an evaporator 1, a condenser 2 and a compressor, and the condenser 2 can only be used for heat dissipation, and functions as a condenser, and does not absorb heat, and functions as a heat pump of the evaporator.

The heat management system has the advantages that the condenser is replaced by the outdoor heat exchanger 505 with the structure of one inlet and two outlets, the outdoor heat exchanger is used as the condenser in summer, heat can be dissipated outwards, heat in the passenger compartment is moved to the air, and the outdoor heat exchanger is used as the evaporator in winter, can absorb heat in the environment and is used for heating the passenger compartment.

In addition, as shown in fig. 1, the thermal management system may further include a third evaporator, a second compressor, a second condenser, a third electronic expansion valve 602, a second three-way valve 603, a third battery water path 103, and a fourth battery water path 104, wherein a first outlet of the third evaporator, the second compressor, the second condenser, the third electronic expansion valve 602, and a first inlet of the third evaporator are sequentially communicated, an inlet of the second three-way valve 603 is communicated with the battery 100, a first outlet of the second three-way valve 603 is communicated with a first inlet of the heat exchanger, a second outlet of the second three-way valve 603 is communicated with a second inlet of the third evaporator through the fourth battery water path 104, and a second outlet of the third evaporator is communicated with the first battery water path 101 through the third battery water path 103.

When the battery is cooled in summer, the third electronic expansion valve 602 and the second outlet of the second three-way valve 603 are opened, and the refrigerant in the third evaporator evaporates and absorbs the heat in the water path of the battery, so as to cool the battery.

In an embodiment of the present application, as shown in fig. 1, the thermal management system may further include a motor circuit and a four-way valve 601, a first opening and a second opening of the four-way valve 601 are respectively communicated with the first battery water path 101 and the second battery water path 102, a third opening and a fourth opening of the four-way valve 601 are respectively communicated with two openings of the motor circuit, and the motor circuit flows through a second inlet and a second outlet of the first evaporator 502.

The residual heat in the motor loop can be transferred to the first evaporator 502, and then transferred to the air-conditioning warm air water channel through the refrigerant channel and the first condenser 501 for heating the passenger compartment or the battery.

In addition, the thermal management system may further include a second heat sink 800, where the second heat sink 800 is disposed in the motor circuit, for example, the second heat sink 800 is connected to the branch via a third three-way valve 702, and the second heat sink 800 may be opened by controlling the third three-way valve 702 in summer to dissipate heat of the motor circuit. The second radiator 800 can be closed by controlling the third three-way valve 702 in winter, that is, when the vehicle is started in winter, the second radiator 800 (low-temperature radiator) can be skipped, heat dissipation is reduced, and better cold start is realized.

According to a second aspect of the present application, there is provided a vehicle comprising a thermal management system as described above, which may be adapted for use in a new energy commercial vehicle, for example.

The heat management system comprises a battery, a first battery water path, a second battery water path, a heat exchanger, a first warm air water path, a second warm air water path, a first condenser, a first evaporator, a first compressor, a first refrigerant pipeline and a first radiator, wherein the battery is communicated with a first outlet of the heat exchanger through the first battery water path, the battery is communicated with a first inlet of the heat exchanger through the second battery water path, a first outlet of the first condenser is communicated with a second inlet of the heat exchanger through the first warm air water path, a first inlet of the first condenser is communicated with a second outlet of the heat exchanger through the second warm air water path, the first radiator is communicated between the first outlet and the first inlet of the first condenser, and an outlet of the first compressor, a second inlet of the first condenser, a second outlet of the first condenser, a first inlet of the first evaporator, a first outlet of the first evaporator and an inlet of the first compressor are communicated through the first refrigerant pipeline in sequence.

The utility model provides a heat management system, the refrigerant evaporation in the first evaporimeter is endothermic, refrigerant condensation in the first condenser is exothermic, the heat transfer of release is to in the warm braw return circuit, the heat in warm braw return circuit (first warm braw return circuit and second warm braw return circuit) is absorbed through the heat exchanger in the battery water route (first battery water route and second battery water route), finally in order to heat the intensification to the battery, and also can pass through first radiator simultaneously, give off the heat in the warm braw return circuit to the passenger cabin, heat the passenger cabin. In addition, PTC heaters can be arranged in the battery water path and the warm air loop according to requirements.

The heat management system is high in heating rate and high in system performance coefficient compared with the traditional system, the battery loop is communicated with the warm air loop of the passenger cabin, and heat can be effectively utilized.

Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present application, and are used for illustrating the technical solutions of the present application, but not limiting the same, and the scope of the present application is not limited thereto, and although the present application is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope disclosed in the present application; such modifications, changes or substitutions do not depart from the spirit and scope of the exemplary embodiments of the present application, and are intended to be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (10)

1. A heat management system is characterized by comprising a battery, a first battery water path, a second battery water path, a heat exchanger, a first warm air water path, a second warm air water path, a first condenser, a first evaporator, a first compressor, a first refrigerant pipeline and a first radiator,

the battery is communicated with the first outlet of the heat exchanger through the first battery waterway, the battery is communicated with the first inlet of the heat exchanger through the second battery waterway,

the first outlet of the first condenser is communicated with the second inlet of the heat exchanger through the first warm air water path, the first inlet of the first condenser is communicated with the second outlet of the heat exchanger through the second warm air water path,

the first radiator is communicated between a first outlet and a first inlet of the first condenser,

the outlet of the first compressor, the second inlet of the first condenser, the second outlet of the first condenser, the first inlet of the first evaporator, the first outlet of the first evaporator and the inlet of the first compressor are sequentially communicated through the first refrigerant pipeline.

2. The thermal management system of claim 1, further comprising a first heater and a second heater,

the first heater and the second heater are both communicated between the first outlet of the first condenser and the second inlet of the heat exchanger.

3. The thermal management system of claim 2, further comprising a third warm air water path, a fourth warm air water path, and a first three-way valve,

an inlet of the first three-way valve is communicated with the first heater, a first outlet of the first three-way valve is communicated with the second heater, a second outlet of the first three-way valve is communicated with an inlet of the first radiator through the third warm air water path, and an outlet of the first radiator is communicated with a first inlet of the first condenser through the fourth warm air water path.

4. The thermal management system of claim 1, further comprising a second refrigerant line, a third refrigerant line, an outdoor heat exchanger, a first electronic expansion valve, and a first two-way valve,

the second outlet of the first condenser is communicated with the inlet of the outdoor heat exchanger through the second refrigerant pipeline, the first electronic expansion valve is communicated between the second outlet of the first condenser and the inlet of the outdoor heat exchanger,

the first outlet of the outdoor heat exchanger is communicated with the inlet of the first compressor through the third refrigerant pipeline, and the first two-way valve is communicated between the first outlet of the outdoor heat exchanger and the inlet of the first compressor.

5. The thermal management system of claim 4, further comprising a fourth refrigerant line, a fifth refrigerant line, a second electronic expansion valve, and a second evaporator,

the second outlet of the outdoor heat exchanger is communicated with the inlet of the second evaporator through the fourth refrigerant pipeline, the second electronic expansion valve is communicated between the second outlet of the outdoor heat exchanger and the inlet of the second evaporator,

the outlet of the second evaporator is communicated with the inlet of the first compressor through the fifth refrigerant pipeline.

6. The thermal management system of claim 5, further comprising a fan capable of blowing air over the outdoor heat exchanger, the second evaporator and the first heat sink both being disposed in a passenger compartment.

7. The thermal management system of claim 1, further comprising a third evaporator, a second compressor, a second condenser, a third electronic expansion valve, a second three-way valve, a third battery water path, a fourth battery water path,

the first outlet of the third evaporator, the second compressor, the second condenser, the third electronic expansion valve and the first inlet of the third evaporator are communicated in sequence,

the inlet of the second three-way valve is communicated with the battery, the first outlet of the second three-way valve is communicated with the first inlet of the heat exchanger, the second outlet of the second three-way valve is communicated with the second inlet of the third evaporator through the fourth battery waterway,

and the second outlet of the third evaporator is communicated with the first battery water channel through the third battery water channel.

8. The thermal management system of claim 1, further comprising a motor circuit and a four-way valve, a first opening and a second opening of the four-way valve being in communication with the first battery water circuit and the second battery water circuit, respectively,

and a third opening and a fourth opening of the four-way valve are respectively communicated with two openings of the motor loop, and the motor loop flows through a second inlet and a second outlet of the first evaporator.

9. The thermal management system of claim 8, further comprising a second heat sink disposed in the electric machine circuit.

10. A vehicle comprising a thermal management system according to any of claims 1-9.

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