CN211107041U - Thermal management system of vehicle and vehicle that has it - Google Patents

Abstract

The utility model discloses a thermal management system of vehicle and vehicle that has it, the thermal management system of this vehicle includes: a battery branch circuit; a cooling branch; a transmission branch circuit; the transmission branch is communicated with the heat dissipation branch to form a first heat exchange loop, and the battery branch is communicated with the cooling branch; the first on-off valve is provided with a first conduction state and a first separation state, the first on-off valve is communicated with the heating branch and the battery branch in the first conduction state, so that the heat exchange medium is allowed to circularly flow in the battery branch and the heating branch, and the first on-off valve is used for separating the heating branch from the battery branch in the first separation state. The utility model discloses thermal management system of vehicle through setting up cooling branch road and heating branch road, can cool off battery pack when high temperature, heats battery pack when low temperature, and the operating temperature of the control battery pack of being convenient for improves battery pack's operational reliability, reduces the energy consumption of traveling of vehicle.

Description

Thermal management system of vehicle and vehicle that has it

Technical Field

The utility model relates to a vehicle manufacturing technical field particularly, relates to a thermal management system of vehicle and have thermal management system's of vehicle.

Background

Because each system and its spare part of pure electric vehicles all have different optimum operating temperature intervals because attribute, design demand are different, so need with the help of external auxiliary means, maintain each spare part in suitable temperature range, ensure that the normal, stable, high-efficient work of spare part and passenger cabin satisfy passenger's comfort level demand.

In the prior art, most electric vehicles are formed by modifying traditional internal combustion engine vehicles, in order to reduce the development cost of parts, most host plants are connected with water ways of high-voltage parts in series, the high-voltage parts are cooled by a radiator by virtue of cooling liquid, and most battery packs are cooled by adopting a natural cooling mode. Although the cooling system is low in cost and convenient to modify, the cooling system is difficult to ensure that all parts are in the optimal temperature range to work, the energy consumption of the whole vehicle is large, and the endurance mileage of the whole vehicle is influenced. The systems are independent of each other, and the energy utilization rate is poor. Especially, when the working temperature of the battery pack is too high or too low, the normal operation of the battery pack is seriously influenced, and the charging and discharging performance of the battery pack is influenced.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model aims at providing a thermal management system of vehicle to make the thermal management system of this vehicle have the operating temperature who is convenient for control battery pack, improve battery pack's operational reliability, reduce advantages such as the energy consumption that traveles of vehicle.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a thermal management system for a vehicle, the thermal management system comprising: a battery branch in thermal communication with the battery assembly; a cooling branch in thermal communication with the cooler assembly; a drive branch in thermal communication with the drive and control assembly; the transmission branch is communicated with the heat dissipation branch to form a first heat exchange loop, and the battery branch is communicated with the cooling branch to allow a heat exchange medium to circularly flow between the battery branch and the cooling branch; the first on-off valve is provided with a first conduction state and a first separation state, the first on-off valve is communicated with the heating branch and the battery branch when being in the first conduction state, so that a heat exchange medium is allowed to flow in a circulating mode between the battery branch and the heating branch, and the first on-off valve is arranged when being in the first separation state and separates the heating branch from the battery branch.

According to the utility model discloses heat management system of vehicle has the operating temperature who is convenient for control battery pack, improves battery pack's operational reliability, reduces advantages such as the energy consumption that traveles of vehicle.

In addition, the thermal management system of the vehicle according to the above embodiment of the present invention may further have the following additional technical features:

according to some embodiments of the utility model, the thermal management system of vehicle still includes the second on-off valve, the second on-off valve has second on-state and second and cuts off the state the second on-off valve is in during the second on-state, the second on-off valve intercommunication the battery branch road with the cooling branch road to allow heat transfer medium to be in the battery branch road with cooling branch road circulation flow the second on-off valve is in during the second cuts off the state, the second on-off valve cuts off the battery branch road with the cooling branch road.

According to some embodiments of the utility model, the thermal management system of vehicle still includes first three-way pipe, first three-way pipe has first three-way pipe first interface, first three-way pipe second interface and first three-way pipe third interface, first three-way pipe first interface with battery branch road intercommunication, first three-way pipe second interface with the one end intercommunication of heating branch road, first three-way pipe third interface with the other end intercommunication of heating branch road.

According to the utility model discloses a some embodiments, the thermal management system of vehicle still includes the second three-way pipe, the second three-way pipe has second three-way pipe first interface, second three-way pipe second interface and second three-way pipe third interface, the first interface of second three-way pipe with cooling branch road intercommunication, second three-way pipe second interface with battery branch road intercommunication, second three-way pipe third interface with first three-way pipe first interface intercommunication.

According to some embodiments of the utility model, the thermal management system of vehicle still includes the third three-way pipe, the third three-way pipe has third three-way pipe first interface, third three-way pipe second interface and third three-way pipe third interface, the first interface of third three-way pipe with first on-off valve intercommunication, third three-way pipe second interface with heating branch road intercommunication, third three-way pipe third interface with first three-way pipe third interface intercommunication.

According to the utility model discloses a some embodiments, the thermal management system of vehicle still includes the fourth three-way pipe, the fourth three-way pipe has fourth three-way pipe first interface, fourth three-way pipe second interface and fourth three-way pipe third interface, fourth three-way pipe first interface with the second on-off valve intercommunication, fourth three-way pipe second interface with battery branch road intercommunication, fourth three-way pipe third interface with first on-off valve intercommunication.

According to some embodiments of the present invention, the thermal management system of the vehicle further comprises a first drive pump, the first drive pump being located between the first tee pipe second interface and the heating assembly.

According to some embodiments of the present invention, the thermal management system of the vehicle further comprises a second drive pump, the second drive pump being located between the second three-way pipe second interface and the battery assembly.

According to some embodiments of the invention, the cooler assembly has a first pipe and a second pipe, the first pipe being heat exchangeable with the second pipe, the first pipe being in the cooling branch.

Compared with the prior art, the thermal management system of vehicle has following advantage:

thermal management system of vehicle, through setting up cooling branch road and heating branch road, can cool off battery pack when high temperature, heat battery pack when low temperature, be convenient for control battery pack's operating temperature improves battery pack's operational reliability, reduces the energy consumption that traveles of vehicle.

Another object of the present invention is to provide a vehicle, such that the vehicle has advantages of reliable operation, low energy consumption.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a vehicle comprises the thermal management system of the vehicle. The vehicle and the thermal management system of the vehicle have the same advantages compared with the prior art, and the detailed description is omitted.

Drawings

The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:

fig. 1 is a schematic structural diagram of a thermal management system of a vehicle according to an embodiment of the present invention.

Fig. 2 is a schematic structural diagram of a thermal management system of a vehicle according to an embodiment of the present invention.

Fig. 3 is a schematic structural diagram of a thermal management system of a vehicle according to an embodiment of the present invention.

Fig. 4 is a schematic structural diagram of a thermal management system of a vehicle according to an embodiment of the present invention.

Reference numerals: the heat management system 1, the battery assembly 101, the battery branch 100, the cooler assembly 201, the cooling branch 200, the transmission and control assembly 301, the control element 302, the driving motor 303, the transmission branch 300, the heat dissipation assembly 401, the heat dissipation branch 400, the first on-off valve 550, the second on-off valve 560, the first three-way pipe 610, the first three-way pipe first interface 611, the first three-way pipe second interface 612, the first three-way pipe third interface 613, the second three-way pipe 620, the second three-way pipe first interface 621, the second three-way pipe second interface 622, the second three-way pipe third interface 623, the third three-way pipe 630, the third three-way pipe first interface 631, the third three-way pipe second interface 632, the third three-way pipe third interface 633, the fourth three-way pipe 640, the fourth three-way pipe first interface, the fourth three-way pipe second interface 642, the fourth three-way pipe third interface 643, the first driving pump 710, the second driving pump 720, the driving pump 641, the driving motor 303, the driving motor, A third driving pump 730, a first overflow tank 811, a second overflow tank 812, an electric heater 820, a heating assembly 901, a heating branch 900 and a warm air core 910.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

The present invention will be described in detail with reference to fig. 1 to 4 in conjunction with the embodiments.

Referring to fig. 1 to 4, a thermal management system 1 of a vehicle according to an embodiment of the present invention includes a battery branch 100, a cooling branch 200, a transmission branch 300, a heat dissipation branch 400, and a heating branch 900.

The battery leg 100 is in thermal communication with the battery assembly 101. The cooling branch 200 is in thermal communication with a chiller assembly 201. The drive branch 300 is in thermal communication with a drive and control assembly 301. The heat dissipating branches 400 are in thermal communication with a heat dissipating assembly 401. The heating branch 900 is in communication with the heating assembly 901. The transmission branch 300 is communicated with the heat dissipation branch 400 to form a first heat exchange loop, and the battery branch 100 is communicated with the cooling branch 200, so that the heat exchange medium is allowed to circulate between the battery branch 100 and the cooling branch 200. The first on-off valve 550 has a first on state and a first off state. When the first on-off valve 550 is in the first on state, the first on-off valve 550 communicates the heating branch 900 with the battery branch 100, so as to allow the heat exchange medium to circulate between the battery branch 100 and the heating branch 900. When the first on-off valve 550 is in the first blocking state, the first on-off valve 550 blocks the heating branch 900 from the battery branch 100.

It is to be understood herein that "thermal communication" means that heat exchange can take place. The transmission and control assembly 301 includes a control element 302 and a driving motor 303, and the control element 302 may include high voltage components such as a charger, a DC-DC voltage converter, and a distribution box.

Specifically, the heating assembly 901 is not affected by the ambient temperature when operating, for example, the heating assembly 901 may be a separate heating system having a compressor and a heating agent. The chiller assembly 201 operates independently of ambient temperature, for example, the chiller assembly 201 may be a stand alone refrigeration system having a compressor and a coolant. Further, the heating assembly 901 may comprise a condenser, the cooler assembly 201 may comprise an evaporator, and the heating assembly 901 and the cooler assembly 201 are disposed in the same heat exchange system. The heat dissipation assembly 401 is affected by the ambient temperature when operating, and cannot achieve effective heat dissipation when the ambient temperature is higher, for example, the heat dissipation assembly 401 is an electronic fan.

According to the utility model discloses thermal management system 1 of vehicle through setting up cooler subassembly 201, can utilize cooler subassembly 201 to cool off the heat dissipation to battery pack 101. Therefore, the cooling effect of the battery assembly 101 can be ensured, the battery assembly 101 works within a proper temperature range, the working stability and reliability of the battery assembly 101 are improved, the phenomenon that the battery assembly 101 is overheated is avoided, and the service life of the battery assembly 101 is conveniently prolonged.

By providing the heating branch 900, the battery pack 101 can be heated by the heating unit 901. Can improve battery pack 101's heating effect like this, when external environment temperature is lower, can heat battery pack 101 to the interval of best charge-discharge temperature, improve battery pack 101's job stabilization nature and reliability, avoid the temperature to hang down and influence the discharge of battery pack 101, accumulate ability, promote battery pack 101's available electric quantity, guarantee battery pack 101's working property to satisfy the maximum discharge capacity of vehicle, continuation of the journey mileage and the time requirement of filling soon.

That is to say, through setting up heating element 901 and cooler subassembly 201, can cool off battery pack 101 when high temperature, heat battery pack 101 when low temperature, make battery pack 101 be in suitable temperature range all the time and work, be convenient for guarantee that battery pack 101 works high-efficiently, improve user's driving comfort.

In addition, when battery pack 101 has the waste heat and passenger cabin has the heating demand, can utilize cooler subassembly 201 to retrieve the heat of battery pack 101 to with heat transfer to passenger cabin in order to heat passenger cabin, can reduce thermal management system 1's energy consumption and running cost like this, improve thermal management system 1's energy utilization, reduce the energy consumption of traveling of vehicle, improve the continuation of the journey mileage of vehicle.

Meanwhile, the transmission branch circuit 300 is communicated with the heat dissipation branch circuit 400, so that the transmission and control assembly 301 can be cooled and dissipated by the heat dissipation assembly 401, the transmission and control assembly 301 can be controlled to work within a proper temperature range conveniently, damage caused by overhigh temperature of the transmission and control assembly 301 is avoided, the working reliability of the transmission and control assembly 301 is ensured, and the driving safety and stability of the vehicle are improved.

Therefore, according to the utility model discloses heat management system 1 of vehicle has the operating temperature who is convenient for control battery pack, improves battery pack's operational reliability, reduces advantages such as the energy consumption of traveling of vehicle.

A thermal management system 1 for a vehicle according to an embodiment of the present invention is described below with reference to the drawings.

In some embodiments of the present invention, referring to fig. 1-4, a thermal management system 1 of a vehicle according to embodiments of the present invention includes a battery branch 100, a cooling branch 200, a transmission branch 300, a heat dissipation branch 400, and a heating branch 900.

Optionally, as shown in fig. 1, the thermal management system 1 of the vehicle further includes a second on-off valve 560, and the second on-off valve 560 has a second on state and a second off state. When the second cut-off valve 560 is in the second conduction state, the second cut-off valve 560 connects the battery branch 100 and the cooling branch 200, thereby allowing the heat exchange medium to circulate between the battery branch 100 and the cooling branch 200. When the second cut-off valve 560 is in the second cut-off state, the second cut-off valve 560 cuts off the battery branch 100 from the cooling branch 200. The second cut-off valve 560 thus selectively connects or disconnects the battery branch 100 and the cooling branch 200 to facilitate controlling whether the cooler assembly 201 cools the battery assembly 101, thereby increasing the system flexibility of the thermal management system 1.

For example, the first on/off valve 550 is in the first on state, the second on/off valve 560 is in the second off state, and the initial state is the initial state, and after the power is turned on, the first on/off valve 550 is in the first off state, and the second on/off valve 560 is in the second on state.

Specifically, the battery branch 100 is communicated with the cooling branch 200 to form a second heat exchange loop, the heating branch 900 is communicated to form a third heat exchange loop, the thermal management system 1 of the vehicle further includes a first three-way pipe 610, the first three-way pipe 610 includes a first three-way pipe first interface 611, a first three-way pipe second interface 612 and a first three-way pipe third interface 613, the first three-way pipe first interface 611 is communicated with the battery branch 100, the first three-way pipe second interface 612 is communicated with one end of the heating branch 900, and the first three-way pipe third interface 613 is communicated with the other end of the heating branch 900. This facilitates communication between the battery branch 100 and the heating branch 900, and facilitates heating of the battery assembly 101.

More specifically, as shown in fig. 1, the thermal management system 1 of the vehicle further includes a second three-way pipe 620, the second three-way pipe 620 has a second three-way pipe first interface 621, a second three-way pipe second interface 622, and a second three-way pipe third interface 623, the second three-way pipe 620 first interface is communicated with the cooling branch 200, the second three-way pipe second interface 622 is communicated with the battery branch 100, and the second three-way pipe third interface 623 is communicated with the first three-way pipe first interface 611. This facilitates communication between the battery branches 100 and the heating branch 900, which further facilitates heating of the battery assembly 101.

Optionally, as shown in fig. 1, the thermal management system 1 of the vehicle further includes a third tee pipe 630, the third tee pipe 630 has a third tee pipe first interface 631, a third tee pipe second interface 632, and a third tee pipe third interface 633, the third tee pipe first interface 631 communicates with the first on-off valve 550, the third tee pipe second interface 632 communicates with the heating branch 900, and the third tee pipe third interface 633 communicates with the first tee pipe third interface 613. This facilitates communication between the battery branch 100 and the heating branch 900, facilitates setting of the first on-off valve 550, and facilitates heating or cooling of the battery assembly 101.

Optionally, as shown in fig. 1, the thermal management system 1 of the vehicle further comprises a fourth three-way pipe 640, the fourth three-way pipe 640 has a fourth three-way pipe first interface 641, a fourth three-way pipe second interface 642 and a fourth three-way pipe third interface 643, the fourth three-way pipe first interface 641 is communicated with the second on-off valve 560, the fourth three-way pipe second interface 642 is communicated with the battery branch 100, and the fourth three-way pipe third interface 643 is communicated with the first on-off valve 550. This facilitates communication between the battery branch 100 and the heating branch 900, facilitates the setting of the first on-off valve 550, and further facilitates heating or cooling of the battery assembly 101.

In some embodiments of the present invention, as shown in fig. 1, the thermal management system 1 of the vehicle further comprises a first driving pump 710, and the first driving pump 710 is located between the first tee second interface 612 and the heating assembly 901. Therefore, the first driving pump 710 can be used to drive the heat exchange medium in the first heat exchange loop to flow, which is convenient for the heat dissipation assembly 401 to cool and dissipate heat of the transmission and control assembly 301.

Optionally, as shown in fig. 1, the thermal management system 1 of the vehicle further includes a second drive pump 720, and the second drive pump 720 is located between the second tee second interface 622 and the battery assembly 101. In this way, the second driving pump 720 can be used to drive the heat exchange medium in the battery branch 100 to flow, so as to facilitate heating or cooling of the battery assembly 101.

Specifically, as shown in fig. 1, the thermal management system 1 of the vehicle further includes a third drive pump 730, the third drive pump 730 being located between the first tee 610 and the heating assembly 901. In this way, the third driving pump 730 can be used to drive the heat exchange medium in the heating branch 900 to flow, so as to facilitate the transfer and exchange of heat between the branches.

Specifically, a first drive pump 710 is located on the first heat exchange circuit. A second drive pump 720 is located on the second heat exchange circuit. A third drive pump 730 is located on the third heat exchange circuit.

In some embodiments of the present invention, the cooler assembly 201 has a first pipeline and a second pipeline, the first pipeline and the second pipeline being heat exchangeable, the first pipeline being in the cooling branch 200. Like this cooler subassembly 201 can transmit cold volume for first pipeline through the second pipeline, and the rethread first pipeline transmits cold volume for battery pack 101 to cool off the battery pack.

Specifically, the heating assembly 901 has a third pipeline and a fourth pipeline, the third pipeline and the fourth pipeline can exchange heat, and the third pipeline is located in the heating branch 900. In this way, the heating assembly 901 can transfer heat to the third pipeline through the fourth pipeline, and then transfer heat to the battery assembly 101 through the third pipeline, so as to heat the battery assembly.

In some embodiments of the present invention, as shown in fig. 1, the thermal management system 1 further includes a warm air core 910 for warming the passenger compartment, the warm air core 910 is disposed on the third heat exchanging loop, the heating assembly 901 can heat the warm air core 910, and the cold air is brought into the passenger compartment by the blower after flowing through the warm air core 910.

Alternatively, the heat of the battery assembly 101 is absorbed by the evaporation of the refrigerant inside the cooler assembly 201 and introduced into the air-conditioning-heat-pump system, the refrigerant is condensed and released heat after flowing through the water-cooled condenser, and finally the heat is introduced into the passenger compartment through the warm air core 910, thereby completing the heat recovery and the passenger compartment heating functions.

Specifically, as shown in fig. 1, the thermal management system 1 further includes a first overflow tank 811 and a second overflow tank 812, where the first overflow tank 811 is located on the first heat exchange loop, and the second overflow tank 812 is located on the third heat exchange loop. Thus, when the density of the heat exchange medium changes, the adjustment can be performed through the overflow tank, for example, the redundant heat exchange medium flows into the overflow tank or the heat exchange medium in the overflow tank compensates the heat management system 1, so that the working stability of the heat management system 1 is further improved.

Particularly, the second heat exchange loop and the third heat exchange loop are communicated through the first three-way pipe 610 and the second three-way pipe 620, a water channel can be exchanged between the second heat exchange loop and the third heat exchange loop, namely, a heat exchange medium can flow between the second heat exchange loop and the third heat exchange loop, and the arrangement of the water overflowing tank can be saved.

Optionally, as shown in fig. 1, the thermal management system 1 further includes an electric heater 820, and the electric heater 820 is disposed on the third heat exchanging loop. Thus, when the heating assembly 901 cannot meet the heating requirement of the battery assembly 101, the battery assembly 101 can be heated by the electric heater 820, so that the battery assembly 101 is in a proper working temperature range.

In some embodiments of the present invention, when the battery assembly 101 needs to be cooled, the first on-off valve 550 is in the first off state, the second on-off valve 560 is in the second on state, and at this time, the battery assembly 101 is cooled by the cooler assembly 201.

When the temperature of the battery assembly 101 and the passenger compartment is too low and heating is needed, the first on-off valve 550 is in the first on state, the second on-off valve 560 is in the second off state, and the battery assembly 101 and the heater core 910 are heated by the heating assembly 901 and/or the electric heater 820.

At this time, the battery branch 100 is in parallel communication with a part of the heating branch 900, and the high-temperature heat exchange medium passing through the heating assembly 901 is mixed with the low-temperature heat exchange medium passing through the battery assembly 101 to heat the battery assembly 101. The warm air core 910 is a heating component of the passenger compartment, and cool air is taken into the passenger compartment after flowing through the warm air core 910 by a blower. When the passenger compartment has no heating demand and the battery assembly 101 has heating demand, the blower is turned off. When the heating of the passenger compartment is required and the battery assembly 101 does not need to be heated, the operating states of the first on-off valve 550 and the second on-off valve 560 may be switched.

When the outside environment temperature is low, the passenger compartment has a heating demand and the battery assembly 101 has surplus heat, the first on-off valve 550 is in a first off state, the second on-off valve 560 is in a second on state, the heat of the battery assembly 101 is transferred to the passenger compartment through the cooler assembly 201, and the cooler assembly 201 is in a working state at the moment.

In this state, the refrigerant absorbs the waste heat of the battery assembly 101 by the evaporation heat absorption process of the refrigerant in the cooler assembly 201, and then is condensed by the heat pump system to release heat, so that the heat is introduced into the passenger compartment through the warm air core 910, thereby completing the heat recovery and the heating function of the passenger compartment. Therefore, the COP (coefficient of energy efficiency) and the comfort of the passenger compartment of the heat pump system are improved, and the applicable environment temperature of the heat pump system is reduced.

According to another aspect of the present invention, the vehicle includes the thermal management system 1 of the vehicle of the above embodiment.

According to the utility model discloses the vehicle, because according to the utility model discloses the thermal management system 1 of vehicle of above-mentioned embodiment has above-mentioned technological effect, consequently, according to the utility model discloses the vehicle also has corresponding technological effect, even if be convenient for control battery pack's operating temperature, improves battery pack's operational reliability, reduces advantages such as the energy consumption that traveles of vehicle.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A thermal management system (1) of a vehicle, characterized by comprising:

a battery branch (100) in thermal communication with the battery assembly (101);

a cooling branch (200) in thermal communication with the cooler assembly (201);

a drive branch (300) in thermal communication with the drive and control assembly (301);

a heat dissipating branch (400) in thermal communication with the heat dissipating component (401),

a heating branch (900) communicated with the heating assembly (901),

wherein the transmission branch (300) is communicated with the heat dissipation branch (400) to form a first heat exchange loop, the battery branch (100) is communicated with the cooling branch (200), and therefore a heat exchange medium is allowed to circulate between the battery branch (100) and the cooling branch (200);

a first on-off valve (550), the first on-off valve (550) having a first on state and a first off state,

when the first on-off valve (550) is in the first conducting state, the first on-off valve (550) is communicated with the heating branch (900) and the battery branch (100), so that the heat exchange medium is allowed to circulate between the battery branch (100) and the heating branch (900),

when the first on-off valve (550) is in the first blocking state, the first on-off valve (550) blocks the heating branch (900) and the battery branch (100).

2. The thermal management system (1) of the vehicle according to claim 1, further comprising a second on-off valve (560), the second on-off valve (560) having a second on state and a second off state,

when the second cut-off valve (560) is in the second conducting state, the second cut-off valve (560) is communicated with the battery branch (100) and the cooling branch (200), so that the heat exchange medium is allowed to circulate in the battery branch (100) and the cooling branch (200),

when the second shut-off valve (560) is in the second shut-off state, the second shut-off valve (560) shuts off the battery branch (100) from the cooling branch (200).

3. The vehicle thermal management system (1) of claim 1, further comprising a first tee (610), the first tee (610) having a first tee first interface (611), a first tee second interface (612), and a first tee third interface (613), the first tee first interface (611) in communication with the battery branch (100), the first tee second interface (612) in communication with one end of the heating branch (900), the first tee third interface (613) in communication with the other end of the heating branch (900).

4. The vehicle thermal management system (1) of claim 3, further comprising a second tee (620), the second tee (620) having a second tee first interface (621), a second tee second interface (622), and a second tee third interface (623), the second tee (620) first interface in communication with the cooling branch (200), the second tee second interface (622) in communication with the battery branch (100), the second tee third interface (623) in communication with the first tee first interface (611).

5. The vehicle thermal management system (1) of claim 3, further comprising a third tee (630), the third tee (630) having a third tee first interface (631), a third tee second interface (632), and a third tee third interface (633), the third tee first interface (631) in communication with the first on-off valve (550), the third tee second interface (632) in communication with the heating branch (900), the third tee third interface (633) in communication with the first tee third interface (613).

6. The vehicle thermal management system (1) of claim 2, further comprising a fourth tee (640), the fourth tee (640) having a fourth tee first interface (641), a fourth tee second interface (642), and a fourth tee third interface (643), the fourth tee first interface (641) in communication with the second shut-off valve (560), the fourth tee second interface (642) in communication with the battery branch (100), the fourth tee third interface (643) in communication with the first shut-off valve (550).

7. The thermal management system (1) of the vehicle of claim 3, further comprising a first drive pump (710), the first drive pump (710) being located between the first tee second interface (612) and the heating assembly (901).

8. The thermal management system (1) of the vehicle of claim 4, further comprising a second drive pump (720), the second drive pump (720) being located between the second tee second interface (622) and the battery assembly (101).

9. The thermal management system (1) of a vehicle according to claim 1, characterized in that said cooler assembly (201) has a first pipe and a second pipe, said first pipe being heat-exchangeable with said second pipe, said first pipe being at said cooling branch (200).

10. A vehicle, characterized by comprising a thermal management system (1) of a vehicle according to any of claims 1-9.

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