Thermal management system and vehicle with same

Abstract

The invention discloses a heat management system and a vehicle with the same, the heat management system comprises an air conditioning module, the air conditioning module comprises a compressor, an exterior heat exchanger and an interior evaporator which are connected to form a refrigerant loop, the compressor is provided with a first inlet, a second inlet and an outlet, the first inlet is connected with the first end of the interior evaporator, and the outlet is connected with the first end of the exterior heat exchanger; the ejector is provided with a first ejection inlet, a second ejection inlet and an ejection outlet, the first ejection inlet is connected with the second end of the exterior heat exchanger, the ejection outlet is connected with the first inlet, and the second ejection inlet is connected with the first end of the interior evaporator; the battery pack heat exchanger is connected between the injection outlet and the first inlet; and the refrigerator refrigeration module is connected between one end of the external heat exchanger and the second inlet. According to the heat management system, the refrigerant pressure loss of the battery pack heat exchanger and the in-vehicle evaporator can be reduced, and therefore it can be guaranteed that the refrigerating capacity and the refrigerating efficiency of the heat management system are high.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a thermal management system and a vehicle having the same. Background Art

[0002] The thermal management system in the related technology usually includes an air-conditioning module, a battery pack heat exchanger and a refrigerator refrigeration module, wherein, in the refrigeration mode, since the target evaporation temperatures of the passenger compartment, the battery pack and the refrigerator are different, the target evaporation temperature and the corresponding evaporation pressure of the battery pack are higher than the target evaporation temperature and the corresponding evaporation pressure of the passenger compartment, and the target evaporation temperature and the corresponding evaporation pressure of the passenger compartment are higher than the target evaporation temperature and the corresponding evaporation pressure of the refrigerator. Therefore, it is necessary to reduce the outlet pressure of the battery pack heat exchanger and the pressure of the evaporator outlet in the vehicle to the same as the pressure at the outlet of the refrigerator refrigeration module and then merge and flow back to the compressor, which will cause the pressure loss of the battery pack heat exchanger and the air-conditioning module to increase, the refrigerant flow rate to decrease, and the cooling capacity to decrease, which will affect the refrigeration performance of the air-conditioning module. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present invention is to propose a thermal management system that can reduce the refrigerant pressure loss of the battery pack heat exchanger and the evaporator in the vehicle, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system are high.

[0004] The present invention also provides a vehicle having the thermal management system.

[0005] In order to achieve the above-mentioned purpose, a thermal management system is proposed according to a first aspect of the present invention, comprising: an air-conditioning module, the air-conditioning module comprising a compressor, an external heat exchanger and an internal evaporator connected to form a refrigerant circuit, the compressor having a first inlet, a second inlet and an outlet, the first inlet being connected to a first end of the internal evaporator, and the outlet being connected to a first end of the external heat exchanger; an ejector, the ejector having a first ejection inlet, a second ejection inlet and an ejection outlet, the first ejection inlet being connected to the second end of the external heat exchanger, the ejection outlet being connected to the first inlet, and the second ejection inlet being connected to the first end of the internal evaporator; a battery pack heat exchanger, the first end of the battery pack heat exchanger being connected to the ejection outlet, and the second end of the battery pack heat exchanger being connected to the first inlet; and a refrigerator refrigeration module, the first end of the refrigerator refrigeration module being connected to the second end of the external heat exchanger, and the second end of the refrigerator refrigeration module being connected between the second inlets.

[0006] The thermal management system according to the embodiment of the present invention can reduce the refrigerant pressure loss of the battery pack heat exchanger and the in-vehicle evaporator, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system are high.

[0007] According to some embodiments of the present invention, the first injection inlet and the injection outlet are respectively arranged at opposite ends of the ejector, and the second injection inlet is arranged at the periphery of the ejector.

[0008] According to some embodiments of the present invention, the ejector includes: an intake section, the intake section being provided with the first ejection inlet and the second ejection inlet; a mixing section, the mixing section being connected to the intake section; and a diffuser section, the diffuser section being connected to the mixing section and being provided with the ejection outlet.

[0009] According to some embodiments of the present invention, a cross-sectional area of ​​the diffuser section gradually increases in a direction away from the mixing section.

[0010] According to some embodiments of the present invention, the compressor has a first working chamber and a second working chamber, the first working chamber is connected to the first inlet, the second working chamber is connected to the second inlet, and the first working chamber is closer to the central axis of the compressor than the second working chamber.

[0011] According to some embodiments of the present invention, the compressor includes: a casing; a driving member, the driving member is arranged in the casing; a stator, the stator is arranged in the casing, and the first inlet, the second inlet and the outlet are arranged on the stator; a moving plate, the moving plate is arranged in the casing and is transmission-connected to the driving member, the moving plate and the stator together define the first working chamber and the second working chamber, and the driving member drives the moving plate to revolve relative to the central axis of the stator to adjust the air pressure in the first working chamber and the second working chamber.

[0012] According to some embodiments of the present invention, the air-conditioning module also includes: a first on-off valve, a first end of the first on-off valve being connected to a first end of the in-vehicle evaporator, and a second end of the first on-off valve being connected to the first inlet to control the on-off between the in-vehicle evaporator and the first inlet.

[0013] According to some embodiments of the present invention, the thermal management system also includes: a second on-off valve, wherein the first end of the second on-off valve is connected to the second end of the external heat exchanger, and the second end of the second on-off valve is connected to the first injection inlet to control the on-off between the external heat exchanger and the first injection inlet; a first throttling element, wherein the second on-off valve is connected in series with the injector and are connected in parallel with the first throttling element, and when the second on-off valve disconnects the external heat exchanger from the second injection inlet, the refrigerant of the external heat exchanger passes through the first throttling element and enters the battery pack heat exchanger.

[0014] According to some embodiments of the present invention, the thermal management system further includes: a third on-off valve, a first end of the third on-off valve being connected to the second end of the battery pack heat exchanger, and a second end of the third on-off valve being connected to the first inlet to control the on-off between the battery pack heat exchanger and the first inlet.

[0015] According to some embodiments of the present invention, the air-conditioning module also includes: an in-vehicle condenser, a first end of the in-vehicle condenser is connected to the outlet of the compressor, and a second end of the in-vehicle condenser is connected to the first end of the external heat exchanger; a second throttling element, a first end of the second throttling element is connected to the second end of the in-vehicle condenser, and a second end of the fourth on-off valve is connected to the first end of the external heat exchanger; a fourth on-off valve, a first end of the fourth on-off valve is connected to the second end of the external heat exchanger, and a second end of the fourth on-off valve is connected to the first inlet to control the on-off between the external heat exchanger and the first inlet, and the fourth on-off valve is connected in parallel with the in-vehicle evaporator.

[0016] According to some embodiments of the present invention, the thermal management system further includes: a refrigerator heating module, the in-vehicle condenser and the second throttling element are connected in series and are connected in parallel with the refrigerator heating module.

[0017] According to some embodiments of the present invention, the refrigerator heating module also includes: a refrigerator heating heat exchanger; a third throttling element, a first end of the third throttling element is connected to the outlet, and a second end of the third throttling element is connected to the first end of the refrigerator heating heat exchanger; a fourth throttling element, a first end of the fourth throttling element is connected to the second end of the refrigerator heating heat exchanger, and a second end of the fourth throttling element is connected to the first end of the outdoor heat exchanger.

[0018] According to some embodiments of the present invention, the thermal management system also includes: a fifth on-off valve, a first end of the fifth on-off valve being connected to the outlet, and a second end of the fifth on-off valve being connected to the second end of the battery pack heat exchanger to control the on-off between the outlet of the compressor and the battery pack heat exchanger; a fifth throttling element, a first end of the fifth throttling element being connected to the second end of the fifth on-off valve and the first end of the third on-off valve, respectively, and a second end of the fifth throttling element being connected to the second end of the battery pack heat exchanger.

[0019] According to some embodiments of the present invention, the thermal management system further includes: a first one-way valve, wherein a first end of the first one-way valve is connected to a first end of the first throttling element, and a second end of the first one-way valve is respectively connected to the first end of the fourth on-off valve, the second end of the in-vehicle evaporator and the first end of the refrigerator refrigeration module, and the first one-way valve only allows refrigerant to flow from the battery pack heat exchanger to at least one of the fourth on-off valve (840), the in-vehicle evaporator (130) and the refrigerator refrigeration module (400); and a second one-way valve, wherein a first end of the second one-way valve is connected to the second end of the external heat exchanger, and a second end of the second one-way valve is respectively connected to the first end of the first throttling element and the first end of the second on-off valve, and the second one-way valve only allows refrigerant to flow from the external heat exchanger to the battery pack heat exchanger.

[0020] According to some embodiments of the present invention, the outdoor heat exchanger includes: a first outdoor heat exchanger, a first end of the first outdoor heat exchanger is connected to the second end of the indoor condenser, and the second end of the first outdoor heat exchanger is respectively connected to the second end of the indoor evaporator, the first end of the second on-off valve and the first end of the fourth on-off valve; and a second outdoor heat exchanger, the second outdoor heat exchanger is connected in parallel with the first outdoor heat exchanger.

[0021] According to some embodiments of the present invention, a motor cooling module is also included, which includes: a three-way valve, which includes a first connection port, a second connection port and a third connection port; a motor cooling channel, wherein the first end of the motor cooling channel is connected to the first connection port; a motor heat exchanger, wherein the first end of the motor heat exchanger is connected to the second connection port; the second external heat exchanger has a first heat exchange channel and a second heat exchange channel, the first end of the first heat exchange channel is respectively connected to the third connection port and the second end of the motor heat exchanger, the second end of the first heat exchange channel is connected to the second end of the motor cooling channel, the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger, and the second end of the second heat exchange channel is respectively connected to the first end of the fourth on-off valve, the second end of the in-vehicle evaporator and the first end of the refrigerator refrigeration module.

[0022] According to some embodiments of the present invention, the air-conditioning module also includes: a sixth on-off valve, a first end of the sixth on-off valve being connected to the second end of the in-vehicle condenser, and a second end of the sixth on-off valve being connected to the first end of the first external heat exchanger to control the on-off between the in-vehicle condenser and the first external heat exchanger; a seventh on-off valve, a first end of the seventh on-off valve being connected to the second end of the in-vehicle condenser, and a second end of the seventh on-off valve being connected to the first end of the second external heat exchanger to control the on-off between the in-vehicle condenser and the second external heat exchanger.

[0023] According to some embodiments of the present invention, the air-conditioning module also includes: an eighth on-off valve, the first end of the eighth on-off valve being connected to the second end of the in-vehicle condenser, the second end of the eighth on-off valve being connected to the first end of the external heat exchanger to control the on-off between the in-vehicle condenser and the external heat exchanger, and the second throttling element is connected in parallel with the eighth on-off valve.

[0024] According to some embodiments of the present invention, the air-conditioning module further includes: a sixth throttling element, a first end of the sixth throttling element being connected to the second end of the external heat exchanger, and a second end of the sixth throttling element being connected to the second end of the internal evaporator; the refrigerator refrigeration module includes: a refrigerator refrigeration heat exchanger; a seventh throttling element, a first end of the seventh throttling element being connected to the second end of the external heat exchanger, and a second end of the seventh throttling element being connected to the first end of the refrigerator refrigeration heat exchanger, and a second end of the refrigerator refrigeration heat exchanger being connected to the second inlet.

[0025] According to some embodiments of the present invention, the thermal management system has an air-cooling state; when the thermal management system is in the air-cooling state, the first on-off valve and the eighth on-off valve are opened, the second on-off valve, the third on-off valve, the fourth on-off valve and the fifth on-off valve are closed, the sixth throttling element is opened and plays a throttling role, the seventh throttling element is closed, the outdoor heat exchanger acts as a condenser, and the indoor evaporator acts as an evaporator.

[0026] According to some embodiments of the present invention, the thermal management system has an air-cooling and electric-cooling state; when the thermal management system is in the air-cooling and electric-cooling state, the second on-off valve, the third on-off valve and the eighth on-off valve are opened, the first on-off valve, the fourth on-off valve and the fifth on-off valve are closed, the sixth throttling element is opened and plays a throttling role, the fifth throttling element is opened, the seventh throttling element is closed, the external heat exchanger acts as a condenser, and the internal evaporator and the battery pack heat exchanger act as evaporators.

[0027] According to some embodiments of the present invention, the thermal management system has an air-cooled, electric-cooled, and ice-cooled state; when the thermal management system is in the air-cooled, electric-cooled, and ice-cooled state, the second on-off valve, the third on-off valve, and the eighth on-off valve are opened, the first on-off valve, the fourth on-off valve, and the fifth on-off valve are closed, the sixth throttling element and the seventh throttling element are opened and play a throttling role, the fifth throttling element is opened, the external heat exchanger acts as a condenser, and the internal evaporator, the battery pack heat exchanger, and the refrigerator refrigeration module act as an evaporator.

[0028] According to some embodiments of the present invention, the thermal management system has an air-cooled and ice-cold state; when the thermal management system is in the air-cooled and ice-cold state, the first on-off valve and the eighth on-off valve are opened, the second on-off valve, the third on-off valve, the fourth on-off valve and the fifth on-off valve are closed, the sixth throttling element and the seventh throttling element are opened and play a throttling role, the outdoor heat exchanger acts as a condenser, and the indoor evaporator and the refrigerator refrigeration module act as evaporators.

[0029] According to some embodiments of the present invention, the thermal management system has an electric cooling and ice cooling state; when the thermal management system is in the electric cooling and ice cooling state, the third on-off valve and the eighth on-off valve are opened, the first on-off valve, the second on-off valve, the fourth on-off valve and the fifth on-off valve are closed, the first throttling element and the seventh throttling element are opened and play a throttling role, the fifth throttling element is opened, the external heat exchanger acts as a condenser, and the battery pack heat exchanger and the refrigerator refrigeration module act as an evaporator.

[0030] According to some embodiments of the present invention, the thermal management system has a cold state; when the thermal management system is in the cold state, the eighth on-off valve is opened, the first on-off valve, the second on-off valve, the third on-off valve, the fourth on-off valve and the fifth on-off valve are closed, the seventh throttling element is opened and plays a throttling role, the outdoor heat exchanger acts as a condenser, and the refrigerator refrigeration module acts as an evaporator.

[0031] According to some embodiments of the present invention, the thermal management system has an electric cooling state; when the thermal management system is in the electric cooling state, the third on-off valve and the eighth on-off valve are opened, the first on-off valve, the second on-off valve, the fourth on-off valve and the fifth on-off valve are closed, the first throttling element is opened and plays a throttling role, the fifth throttling element is opened, the seventh throttling element is closed, the external heat exchanger acts as a condenser, and the battery pack heat exchanger acts as an evaporator.

[0032] According to some embodiments of the present invention, the thermal management system has an empty-heat state; when the thermal management system is in the empty-heat state, the fourth on-off valve is opened, the first on-off valve, the second on-off valve, the third on-off valve, the fifth on-off valve and the eighth on-off valve are closed, the second throttling element is opened and plays a throttling role, the seventh throttling element is closed, the in-vehicle condenser acts as a condenser, and the out-of-vehicle heat exchanger acts as an evaporator.

[0033] According to some embodiments of the present invention, the thermal management system has an empty-heat-electric-heat state; when the thermal management system is in the empty-heat-electric-heat state, the fourth on-off valve and the fifth on-off valve are opened, the first on-off valve, the second on-off valve, the third on-off valve and the eighth on-off valve are closed, the first throttling element and the second throttling element are opened and play a throttling role, the fifth throttling element is opened, the seventh throttling element is closed, the in-vehicle condenser and the battery pack heat exchanger act as condensers, and the out-of-vehicle heat exchanger acts as an evaporator.

[0034] According to some embodiments of the present invention, the thermal management system has an electric heating state; when the thermal management system is in the electric heating state, the fourth on-off valve and the fifth on-off valve are opened, the first on-off valve, the second on-off valve, the third on-off valve and the eighth on-off valve are closed, the first throttling element is opened and plays a throttling role, the fifth throttling element is opened, the second throttling element and the seventh throttling element are closed, the battery pack heat exchanger acts as a condenser, and the external heat exchanger acts as an evaporator.

[0035] According to some embodiments of the present invention, the thermal management system has an air dehumidification state; when the thermal management system is in the air dehumidification state, the first on-off valve and the eighth on-off valve are opened, the second on-off valve, the third on-off valve, the fourth on-off valve and the fifth on-off valve are closed, the sixth throttling element is opened and plays a throttling role, the seventh throttling element is closed, the in-vehicle condenser and the outdoor heat exchanger act as condensers, and the in-vehicle evaporator acts as an evaporator.

[0036] According to some embodiments of the present invention, the thermal management system has an air defogger state; when the thermal management system is in the air defogger state, the fourth on-off valve is opened, the first on-off valve, the second on-off valve, the third on-off valve, the fifth on-off valve and the eighth on-off valve are closed, the second throttling element is opened and plays a throttling role, the seventh throttling element is closed, the in-vehicle condenser acts as a condenser, and the out-of-vehicle heat exchanger acts as an evaporator.

[0037] According to a second aspect of the present invention, a vehicle is provided. The vehicle includes a thermal management system according to the first aspect of the present invention.

[0038] The vehicle according to the second aspect of the present invention can reduce the refrigerant pressure loss of the battery pack heat exchanger and the evaporator in the vehicle by utilizing the thermal management system according to the first aspect of the present invention, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system are high.

[0039] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0041] Figure 1 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;

[0042] Figure 2 is a schematic structural diagram of a thermal management system in an air cooling state according to an embodiment of the present invention;

[0043] Figure 3 is a schematic structural diagram of a thermal management system in an air-cooling or electric-cooling state according to an embodiment of the present invention;

[0044] Figure 4 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention in an air-cooling, electric-cooling, and ice-cooling state;

[0045] Figure 5 is a schematic structural diagram of a thermal management system in an air-cooling and ice-cooling state according to an embodiment of the present invention;

[0046] Figure 6 is a schematic structural diagram of a thermal management system in an electric cooling state according to an embodiment of the present invention;

[0047] Figure 7 is a schematic structural diagram of a thermal management system in a cold state according to an embodiment of the present invention;

[0048] Figure 8 is a schematic structural diagram of a thermal management system in an electric cooling state according to an embodiment of the present invention;

[0049] Fig. 9 is a schematic structural diagram of a thermal management system in an empty heat state according to an embodiment of the present invention;

[0050] Fig.10 is a schematic structural diagram of a thermal management system in an empty-heat and electric-heat state according to an embodiment of the present invention;

[0051] Fig.11 is a schematic structural diagram of a thermal management system in an electric heating state according to an embodiment of the present invention;

[0052] Fig.12 is a schematic structural diagram of a thermal management system in an air dehumidification state according to an embodiment of the present invention;

[0053] Fig.13 is a schematic structural diagram of a thermal management system in an air defogging state according to an embodiment of the present invention;

[0054] Fig.14 is a schematic structural diagram of a thermal management system according to another embodiment of the present invention;

[0055] Fig.15 is a schematic structural diagram of a thermal management system according to yet another embodiment of the present invention;

[0056] Fig.16 is a schematic structural diagram of an ejector of a thermal management system according to an embodiment of the present invention;

[0057] Fig.17 Schematic diagram of the cavity structure of a compressor according to an embodiment of the present invention.

[0058] Reference numerals:

[0059] 1. Thermal management system;

[0060] 100, compressor; 111, first inlet; 112, second inlet; 113, outlet; 114, first working chamber; 115, second working chamber; 120, external heat exchanger; 121, first external heat exchanger; 122, second external heat exchanger; 130, internal evaporator; 140, internal condenser; 150, first gas-liquid separator; 160, second gas-liquid separator;

[0061] 200, ejector; 210, suction section; 211, first ejection inlet; 212, second ejection inlet; 220, mixing section; 230, expansion section; 231, ejection outlet;

[0062] 300. Battery pack heat exchanger;

[0063] 400, refrigerator refrigeration module; 410, refrigerator refrigeration heat exchanger;

[0064] 500, refrigerator heating module; 510, refrigerator heating heat exchanger;

[0065] 600, motor cooling module; 610, three-way valve; 611, first connection port; 612, second connection port; 613, third connection port; 620, motor cooling channel; 630, motor heat exchanger;

[0066] 710, a first throttling element; 720, a second throttling element; 730, a third throttling element; 740, a fourth throttling element; 750, a fifth throttling element; 760, a sixth throttling element; 770, a seventh throttling element;

[0067] 810, first on-off valve; 820, second on-off valve; 830, third on-off valve; 840, fourth on-off valve; 850, fifth on-off valve; 860, sixth on-off valve; 870, seventh on-off valve; 880, eighth on-off valve;

[0068] 910, first one-way valve; 920, second one-way valve. DETAILED DESCRIPTION

[0069] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0070] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0071] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0072] In the description of the present invention, "plurality" means two or more.

[0073] In the description of the present invention, a first feature being “on” or “under” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact with each other but are in contact with each other via another feature therebetween.

[0074] In the description of the present invention, “on”, “over” and “above” a first feature from a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0075] The following describes a thermal management system 1 according to an embodiment of the present invention with reference to the accompanying drawings.

[0076] like Figure 1-Figure 17 As shown, the thermal management system 1 according to an embodiment of the present invention includes an air conditioning module, an ejector 200 , a battery pack heat exchanger 300 and a refrigerator refrigeration module 400 .

[0077] The air conditioning module includes a compressor 100, an external heat exchanger 120, and an internal evaporator 130 connected to form a refrigerant circuit. The compressor 100 has a first inlet 111, a second inlet 112, and an outlet 113. The first inlet 111 is connected to a first end of the internal evaporator 130, and the outlet 113 is connected to a first end of the external heat exchanger 120. The ejector 200 has a first ejection inlet 211, a second ejection inlet 212, and an ejection outlet 231. The first ejection inlet 211 is connected to the internal evaporator 130, and the outlet 113 is connected to the first end of the external heat exchanger 120. The second end of the external heat exchanger 120 is connected, the injection outlet 231 is connected to the first inlet 111, the second injection inlet 212 is connected to the first end of the in-vehicle evaporator 130, the first end of the battery pack heat exchanger 300 is connected to the injection outlet 231, and the second end of the battery pack heat exchanger 300 is connected to the first inlet 111, the first end of the refrigerator refrigeration module 400 is connected to the second end of the external heat exchanger 120, and the second end of the refrigerator refrigeration module 400 is connected to the second inlet 112.

[0078] Among them, the compressor 100 in the embodiment of the present invention can be a scroll compressor, the first inlet 111 can be a high-pressure air intake port of the compressor 100, and the second inlet 112 can be a low-pressure air intake port of the compressor 100. In this way, the first inlet 111 and the second inlet 112 can respectively correspond to cavities with different compression profiles inside the compressor 100, that is, the first inlet 111 and the second inlet 112 can respectively correspond to different gas compression stages in the compressor 100.

[0079] In addition, the air conditioning module can cool or heat the passenger compartment, the ejector 200 can draw in low-pressure fluid through the ejection effect of high-pressure fluid, thereby achieving fluid mixing and energy exchange, and the refrigerator refrigeration module 400 can refrigerate food or items.

[0080] According to the thermal management system 1 of the embodiment of the present invention, the first injection inlet 211 is connected to the second end of the external heat exchanger 120, the injection outlet 231 is connected to the first inlet 111, the second injection inlet 212 is connected to the first end of the internal evaporator 130, the first end of the battery pack heat exchanger 300 is connected to the injection outlet 231, and the second end of the battery pack heat exchanger 300 is connected to the first inlet 111.

[0081] As a result, the high-pressure and medium-temperature refrigerant flowing from the external heat exchanger 120 to the ejector 200 can undergo isentropic expansion in the first ejection inlet 211, and the flow velocity of the refrigerant increases (the refrigerant at the ejection outlet 231 can generally reach supersonic speed, and will be accompanied by a series of shock waves), and the pressure decreases, that is, the conversion of pressure energy into kinetic energy is realized. In addition, since there is a large speed difference and pressure difference between the working fluid (the refrigerant entering the first ejection inlet 211 from the external heat exchanger 120) and the ejection fluid (the refrigerant flowing from the internal evaporator 130 into the second ejection inlet 212), the ejection fluid is continuously sucked into the working fluid and gradually begins to mix with the working fluid, thereby achieving The transfer of momentum and energy, and as the two refrigerant fluids are evenly mixed, the velocity and pressure of the fluids gradually tend to be consistent. After the mixed fluid reaches the injection outlet 231, the fluid velocity decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. The pressure of the mixed fluid at the injection outlet 231 is between the pressures of the working fluid and the injection fluid, that is, the ejector 200 can play a role in increasing the pressure of the injection fluid. The fluid pressure at the injection outlet 231 can meet the evaporation pressure requirement for battery pack cooling. The refrigerant cools the battery pack through the battery pack heat exchanger 300 and then flows into the compressor 100 through the first gas-liquid separator 150 to complete the cycle.

[0082] Furthermore, under the condition that the in-vehicle evaporator 130 and the battery pack heat exchanger 300 are operated simultaneously, the refrigerant can be mixed with the refrigerant entering the ejector 200 from the external heat exchanger 120 after cooling the passenger compartment through the in-vehicle evaporator 130, so that the refrigerant can reach a higher evaporation pressure, that is, the present invention can increase the pressure of the refrigerant flowing out of the in-vehicle evaporator 130 through the ejector 200, and then the refrigerant cools the battery pack through the battery pack heat exchanger 300, and then flows back to the compressor 100 through the first gas-liquid separator 150 and the first inlet 111, thereby realizing the entire refrigeration cycle. With this arrangement, there is no need to artificially reduce the refrigerant pressure at the outlet of the battery pack heat exchanger 300 before merging it with the refrigerant flowing out of the in-vehicle evaporator 130, thereby reducing the pressure loss of the refrigerant flowing out of the battery pack heat exchanger 300, which is beneficial to improving the cooling capacity and cooling efficiency of the thermal management system 1.

[0083] In addition, by connecting the first inlet 111 to the in-vehicle evaporator 130 and the battery pack heat exchanger 300, and connecting the outlet 113 to the out-vehicle heat exchanger 120, the first end of the refrigerator refrigeration module 400 is connected to the second end of the out-vehicle heat exchanger 120, and the second end of the refrigerator refrigeration module 400 is connected to the second inlet 112. In this way, when the passenger compartment, the battery pack and the refrigerator need to be refrigerated, the refrigerant flowing out of the compressor 100 can release heat to the outside of the vehicle through the out-vehicle heat exchanger 120 to reduce the temperature of the refrigerant, and then the refrigerant flows into the in-vehicle evaporator 130, the battery pack heat exchanger 300 or the refrigerator refrigeration module 400 to absorb the heat in the vehicle through the in-vehicle evaporator 130, or absorb the heat of the battery pack through the battery pack heat exchanger 300, or absorb the heat inside the refrigerator through the refrigerator refrigeration module 400, so as to achieve the refrigeration of the passenger compartment, the cooling of the battery pack and the refrigeration of the refrigerator.

[0084] Moreover, the in-vehicle evaporator 130 and the battery pack heat exchanger 300 are connected to the first inlet 111, and the refrigerator refrigeration module 400 is connected to the second inlet 112. The first inlet 111 of the compressor 100 may correspond to a cavity with a higher pressure, and the second inlet 112 may correspond to a cavity with a lower pressure. When the in-vehicle evaporator 130, the battery pack heat exchanger 300, and the refrigerator refrigeration module 400 are operated simultaneously, the refrigerant with a higher pressure flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300 may flow directly into the compressor 100 through the first inlet 111, and the refrigerant with a lower pressure flowing out of the refrigerator refrigeration module 400 may flow into the compressor 100 through the second inlet 112. 0, and then the above two parts of refrigerant are pressurized in the compressor 100 and then discharged from the compressor 100 through the outlet 113, thereby completing the refrigeration cycle of the thermal management system 1, and realizing the refrigeration of the passenger compartment, the battery pack and the refrigerator at the same time, and there is no need to think about reducing the pressure of the refrigerant flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300, thereby greatly reducing the pressure loss of the refrigerant, which is beneficial to maintaining the cooling capacity and cooling efficiency of the thermal management system 1. The cooling capacity of the in-vehicle evaporator 130, the battery pack heat exchanger 300 and the refrigerator refrigeration module 400 are relatively sufficient. In hot weather, the thermal management system 1 can meet the cooling needs of the passenger compartment, the battery pack and the vehicle refrigerator.

[0085] In this way, the thermal management system 1 according to the embodiment of the present invention can reduce the refrigerant pressure loss of the battery pack heat exchanger 300 and the in-vehicle evaporator 130, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system 1 are high.

[0086] In some specific embodiments of the present invention, Fig.16 As shown, the first injection inlet 211 and the injection outlet 231 are respectively disposed at opposite ends of the ejector 200 , and the second injection inlet 212 is disposed at the periphery of the ejector 200 .

[0087] Among them, the high-pressure refrigerant flowing from the external heat exchanger 120 to the ejector 200 can be the mainstream, that is, the refrigerant entering the ejector 200 through the first ejection inlet 211 is the mainstream, and the low-pressure refrigerant flowing from the internal evaporator 130 to the ejector 200 can be the secondary flow, that is, the refrigerant entering the ejector 200 through the second ejection inlet 212 is the secondary flow. In this way, the first ejection inlet 211 and the ejection outlet 231 can be coaxially arranged, so that the refrigerant entering the ejector 200 through the first ejection inlet 211 can be discharged more smoothly through the ejection outlet 231, which is beneficial to improving the circulation of the refrigerant.

[0088] In some specific embodiments of the present invention, Fig.16 As shown, the ejector 200 includes a suction section 210 , a mixing section 220 , and a diffuser section 230 .

[0089] The suction section 210 is provided with a first injection inlet 211 and a second injection inlet 212 , the mixing section 220 is connected to the suction section 210 , and the diffuser section 230 is connected to the mixing section 220 and is provided with an injection outlet 231 .

[0090] In this way, the high-pressure refrigerant flowing out of the external heat exchanger 120 can enter the suction section 210 through the first injection inlet 211, and the refrigerant flowing out of the internal evaporator 130 can be continuously sucked into the suction section 210 from the second injection inlet 212, and then the two parts of the refrigerant can be fully mixed in the mixing section 220 to achieve the transfer of momentum and energy. After reaching the diffusion section 230, the flow velocity of the refrigerant decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. Finally, the refrigerant can flow from the injection outlet 231 to the battery pack heat exchanger 300.

[0091] Furthermore, if Fig.16 As shown, the cross-sectional area of ​​the diffuser section 230 gradually increases in a direction away from the mixing section 220 .

[0092] That is to say, when the fluid passes through the diffuser section 230, due to the inconsistent diameter of the diffuser section 230, the flow rate and pressure of the fluid will change. According to the Bernoulli equation and the continuity equation, when the fluid passes through the diffuser section 230, due to the increase in cross-sectional area, the flow rate of the fluid will decrease and the pressure will increase, thereby having the effect of increasing the evaporation pressure on one side of the battery pack heat exchanger 300.

[0093] In some specific embodiments of the present invention, Fig.17 As shown, the compressor 100 has a first working chamber 114 and a second working chamber 115 . The first working chamber 114 is connected to the first inlet 111 , and the second working chamber 115 is connected to the second inlet 112 . The first working chamber 114 is closer to the central axis of the compressor 100 than the second working chamber 115 .

[0094] Among them, the compression profiles of the first working chamber 114 and the second working chamber 115 can be different, and by setting the first working chamber 114 closer to the central axis of the compressor 100, that is, the first working chamber 114 and the second working chamber 115 are at different distances from the central axis of the compressor 100, the first working chamber 114 and the second working chamber 115 can respectively correspond to different gas compression stages, and the refrigerant flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300 can be passed into the first working chamber 114 with higher air pressure through the first inlet 111, while the refrigerant flowing out of the refrigerator refrigeration module 400 can be passed into the second working chamber 115 with lower air pressure through the second inlet 112, thereby eliminating the need to keep the pressure of the refrigerant flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300 and the refrigerant flowing out of the refrigerator refrigeration module 400 consistent before flowing back to the compressor 100, resulting in smaller pressure loss, which is beneficial to maintaining a high refrigeration efficiency of the thermal management system 1.

[0095] In some specific embodiments of the present invention, the compressor 100 includes a casing, a driving member, a stator plate, and a rotor plate.

[0096] The driving member is arranged in the casing, the static disk is arranged in the casing, and the first inlet 111, the second inlet 112 and the outlet 113 are arranged on the static disk, the moving disk is arranged in the casing and is transmission-connected to the driving member, the moving disk and the static disk jointly define a first working chamber 114 and a second working chamber 115, and the driving member drives the moving disk to revolve relative to the central axis of the static disk to adjust the air pressure in the first working chamber 114 and the second working chamber 115.

[0097] The driving member can be constructed as a main shaft, and the main shaft and the stator are arranged coaxially, so that the driving member can drive the moving disk to revolve around the central axis of the stator, and the moving disk does not rotate. The vortex parameters of the moving disk and the stator are the same, but the phases are different. The moving disk and the stator are meshed to form a first working chamber 114 and a second working chamber 115. The volumes of the first working chamber 114 and the second working chamber 115 change with the meshing angle of the moving disk and the stator. At this time, the gas can be sucked into the compressor 100 through the first inlet 111 and the second inlet 112 under the action of the pressure difference, and the closer to the central axis of the stator, the smaller the volume of the cavity and the higher the gas pressure. By arranging the first working chamber 114 and the second working chamber 115 at different positions from the central axis of the compressor 100, the first working chamber 114 and the second working chamber 115 can correspond to different gas compression stages respectively, and the refrigerant flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300 can be passed through the first inlet 111 into the first working chamber 114 with higher gas pressure, and the pressure loss is smaller.

[0098] In some specific embodiments of the present invention, Figure 1 , Fig.14 and Fig.15 As shown, the air conditioning module further includes a first on-off valve 810. The first on-off valve 810 may be a solenoid valve.

[0099] The first end of the first on-off valve 810 is connected to the first end of the in-vehicle evaporator 130, and the second end of the first on-off valve 810 is connected to the first inlet 111 to control the on-off between the in-vehicle evaporator 130 and the first inlet 111. In this way, the flow direction of the refrigerant flowing out of the in-vehicle evaporator 130 can be controlled by controlling the on-off of the first on-off valve 810. Specifically, when the first on-off valve 810 is opened, the refrigerant flowing out of the in-vehicle evaporator 130 can directly flow back to the compressor 100 through the first on-off valve 810, and when the first on-off valve 810 is closed, the refrigerant flowing out of the in-vehicle evaporator 130 can flow into the ejector 200 through the second ejection inlet 212, and then flow back to the compressor 100 after absorbing the heat of the battery pack through the battery pack heat exchanger 300.

[0100] In some specific embodiments of the present invention, Figure 1 , Fig.14 and Fig.15 As shown, the thermal management system 1 further includes a second on-off valve 820 and a first throttling element 710 .

[0101] The first end of the second on-off valve 820 is connected to the second end of the external heat exchanger 120, and the second end of the second on-off valve 820 is connected to the first injection inlet 211 to control the on-off between the external heat exchanger 120 and the first injection inlet 211. The second on-off valve 820 is connected in series with the injector 200 and in parallel with the first throttling element 710. When the second on-off valve 820 disconnects the external heat exchanger 120 and the second injection inlet 212, the refrigerant of the external heat exchanger 120 enters the battery pack heat exchanger 300 through the first throttling element 710.

[0102] The second on-off valve 820 may be a solenoid valve, and the first throttling element 710 may be an electronic expansion valve.

[0103] In this way, when the thermal management system 1 only cools the battery pack and does not need to cool the passenger compartment, the second on-off valve 820 can be closed and the first throttling element 710 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the external heat exchanger 120 can be throttled and reduced in pressure through the first throttling element 710 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the battery pack heat exchanger 300 to fully absorb the heat of the battery pack.

[0104] When the thermal management system 1 needs to cool the battery pack and the passenger compartment at the same time, the first throttling element 710 can be closed and the second on-off valve 820 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the external heat exchanger 120 can flow to the first injection inlet 211 through the second on-off valve 820, and at the same time, the low-temperature low-pressure refrigerant flowing out of the internal evaporator 130 can enter the ejector 200 through the second injection inlet 212. The two parts of the refrigerant are mixed in the ejector 200 to form wet steam or supercooled liquid with a higher evaporation pressure, and flow to the battery pack heat exchanger 300 through the injection outlet 231, so as to fully absorb the heat of the battery pack through the battery pack heat exchanger 300, thereby realizing cooling of the passenger compartment and the battery pack at the same time.

[0105] In some specific embodiments of the present invention, Figure 1 , Fig.14 and Fig.15 As shown, the thermal management system 1 further includes a third on-off valve 830. The third on-off valve 830 may be a solenoid valve.

[0106] The first end of the third on-off valve 830 is connected to the second end of the battery pack heat exchanger 300, and the second end of the third on-off valve 830 is connected to the first inlet 111 to control the on-off between the battery pack heat exchanger 300 and the first inlet 111. This facilitates switching between the heating and cooling states of the battery pack. When the thermal management system 1 cools the battery pack, the third on-off valve 830 can be opened so that the refrigerant flowing through the battery pack heat exchanger 300 can flow back to the compressor 100 through the third on-off valve 830. When the thermal management system 1 heats the battery pack, the third on-off valve 830 can be closed so that the high-temperature refrigerant flowing out of the compressor 100 can flow to the battery pack heat exchanger 300, avoiding the high-temperature refrigerant from directly flowing back to the compressor 100 from the third on-off valve 830, and the refrigerant flow control is more accurate.

[0107] In some specific embodiments of the present invention, Figure 1 , Fig.14 and Fig.15 As shown, the air conditioning module further includes an in-vehicle condenser 140 , a second throttling element 720 and a fourth on-off valve 840 .

[0108] The first end of the in-vehicle condenser 140 is connected to the outlet 113 of the compressor 100, and the second end of the in-vehicle condenser 140 is connected to the first end of the outdoor heat exchanger 120, the first end of the second throttling element 720 is connected to the second end of the in-vehicle condenser 140, and the second end of the in-vehicle condenser 140 is connected to the first end of the outdoor heat exchanger 120, the first end of the fourth on-off valve 840 is connected to the second end of the outdoor heat exchanger 120, and the second end of the fourth on-off valve 840 is connected to the first inlet 111 to control the on-off between the outdoor heat exchanger 120 and the first inlet 111, and the fourth on-off valve 840 is connected in parallel with the in-vehicle evaporator 130.

[0109] The fourth on-off valve 840 may be a solenoid valve, and the second throttling element 720 may be an electronic expansion valve.

[0110] Therefore, when the thermal management system 1 heats the passenger compartment, the second throttling element 720 and the fourth on-off valve 840 can be opened. At this time, the refrigerant flowing through the in-vehicle condenser 140 can be throttled and cooled by the second throttling element 720 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then fully absorbs the heat from the external environment through the outdoor heat exchanger 120 to complete the heat absorption process. Then the refrigerant can flow directly back to the compressor 100 through the fourth on-off valve 840 and the first gas-liquid separator 150 to complete the heating cycle of the passenger compartment.

[0111] In some specific embodiments of the present invention, Fig.14 As shown, the thermal management system 1 further includes a refrigerator heating module 500 .

[0112] The in-vehicle condenser 140 is connected in series with the second throttling element 720 and is connected in parallel with the refrigerator heating module 500. In this way, the in-vehicle condenser 140 and the refrigerator heating module 500 may not interfere with each other, and the thermal management system 1 may heat the interior of the vehicle without heating the refrigerator, or may heat the refrigerator without heating the interior of the vehicle, or may heat the interior of the vehicle and the refrigerator at the same time.

[0113] Furthermore, if Fig.14 As shown, the refrigerator heating module 500 further includes a refrigerator heating heat exchanger 510 , a third throttling element 730 and a fourth throttling element 740 .

[0114] The first end of the third throttling element 730 is connected to the outlet 113, and the second end of the third throttling element 730 is connected to the first end of the refrigerator heating heat exchanger 510, the first end of the fourth throttling element 740 is connected to the second end of the refrigerator heating heat exchanger 510, and the second end of the fourth throttling element 740 is connected to the first end of the vehicle external heat exchanger 120.

[0115] The third throttling element 730 and the fourth throttling element 740 may both be electronic expansion valves, and the third throttling element 730 may be a large-diameter electronic expansion valve.

[0116] In this way, the fourth throttling element 740 can throttle and reduce the pressure of the refrigerant flowing out of the refrigerator heating heat exchanger 510, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat from the external environment through the external heat exchanger 120, thereby absorbing heat more fully.

[0117] In addition, by setting the third throttling element 730, when the inlet temperature of the refrigerator heating heat exchanger 510 exceeds a certain range, the local temperature in the refrigerator is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the refrigerator heating heat exchanger 510 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the third throttling element 730 can be reduced to lower the inlet temperature of the refrigerator heating heat exchanger 510, thereby realizing the control of different heating temperatures of the refrigerator heating heat exchanger 510 and the in-vehicle condenser 140.

[0118] In some specific embodiments of the present invention, Fig.14 As shown, the thermal management system 1 further includes a fifth on-off valve 850 and a fifth throttling element 750 .

[0119] The first end of the fifth on-off valve 850 is connected to the outlet 113, and the second end of the fifth on-off valve 850 is connected to the second end of the battery pack heat exchanger 300 to control the on-off between the outlet 113 of the compressor 100 and the battery pack heat exchanger 300. The first end of the fifth throttling element 750 is respectively connected to the second end of the fifth on-off valve 850 and the first end of the third on-off valve 830, and the second end of the fifth throttling element 750 is connected to the second end of the battery pack heat exchanger 300.

[0120] Among them, the fifth on-off valve 850 can be a solenoid valve, the fifth throttling element 750 can be an electronic expansion valve, and the fifth throttling element 750 can be a large-diameter electronic expansion valve.

[0121] In this way, when the battery pack needs to be heated, the fifth on-off valve 850 can be opened, and the high-temperature and high-pressure refrigerant flowing out of the compressor 100 can flow directly to the battery pack heat exchanger 300 through the fifth on-off valve 850, and then release heat to the battery pack through the battery pack heat exchanger 300 to fully heat the battery pack and avoid the battery pack temperature being too low.

[0122] In addition, by setting the fifth throttling element 750, when the inlet temperature of the battery pack heat exchanger 300 exceeds a certain range, the local temperature of the battery pack is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the battery pack heat exchanger 300 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 750 can be reduced to reduce the inlet temperature of the battery pack heat exchanger 300, thereby realizing the control of different heating temperatures of the in-vehicle condenser 140 and the battery pack heat exchanger 300.

[0123] In some specific embodiments of the present invention, Fig.14 As shown, the thermal management system 1 further includes a first one-way valve 910 and a second one-way valve 920 .

[0124] The first end of the first one-way valve 910 is connected to the first end of the first throttling element 710, and the second end of the first one-way valve 910 is respectively connected to the first end of the fourth on-off valve 840, the second end of the in-vehicle evaporator 130 and the first end of the refrigerator refrigeration module 400. The first one-way valve 910 only allows the refrigerant to flow from the battery pack heat exchanger 300 to at least one of the fourth on-off valve 840, the in-vehicle evaporator 130 and the refrigerator refrigeration module 400. The first end of the second one-way valve 920 is connected to the second end of the outdoor heat exchanger 120, and the second end of the second one-way valve 920 is respectively connected to the first end of the first throttling element 710 and the first end of the second on-off valve 820. The second one-way valve 920 only allows the refrigerant to flow from the outdoor heat exchanger 120 to the battery pack heat exchanger 300.

[0125] In this way, when the battery pack is heated, the refrigerant flowing out of the battery pack heat exchanger 300 can flow through the first one-way valve 910 to at least one of the fourth on-off valve 840, the in-vehicle evaporator 130 and the refrigerator refrigeration module 400, and when the battery pack is cooled, the refrigerant flowing out of the external heat exchanger 120 can flow through the second one-way valve 920 to the battery pack heat exchanger 300. There will be no interference in the flow path, and the refrigerant flow can be smoother.

[0126] In some specific embodiments of the present invention, Fig.15 As shown, the external heat exchanger 120 includes a first external heat exchanger 121 and a second external heat exchanger 122 .

[0127] The first end of the first outdoor heat exchanger 121 is connected to the second end of the indoor condenser 140, and the second end of the first outdoor heat exchanger 121 is respectively connected to the second end of the indoor evaporator 130, the first end of the second on-off valve 820 and the first end of the fourth on-off valve 840, and the second outdoor heat exchanger 122 is connected in parallel with the first outdoor heat exchanger 121.

[0128] In this way, the thermal management system 1 can absorb heat from the external environment through the first external heat exchanger 121 or the second external heat exchanger 122, or the thermal management system 1 can also absorb heat from the external environment through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, so that heat absorption from the external environment can be more sufficient.

[0129] In some specific embodiments of the present invention, Fig.15 As shown, the thermal management system 1 further includes a motor cooling module 600 , and the motor cooling module 600 includes a three-way valve 610 , a motor cooling channel 620 and a motor heat exchanger 630 .

[0130] The three-way valve 610 includes a first connection port 611, a second connection port 612 and a third connection port 613. The first end of the motor cooling channel 620 is connected to the first connection port 611, and the first end of the motor heat exchanger 630 is connected to the second connection port 612. The second external heat exchanger 122 has a first heat exchange channel and a second heat exchange channel for mutual heat exchange. The first end of the first heat exchange channel is respectively connected to the third connection port 613 and the second end of the motor heat exchanger 630, the second end of the first heat exchange channel is connected to the second end of the motor cooling channel 620, the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger 300, and the second end of the second heat exchange channel is respectively connected to the first end of the fourth on-off valve 840, the second end of the in-vehicle evaporator 130 and the first end of the refrigerator refrigeration module 500.

[0131] The motor heat exchanger 630 is a motor radiator, and the motor cooling module 600 can release the heat of the motor 620 to the outside air through the motor heat exchanger 630 to dissipate heat and cool the motor cooling module 600.

[0132] Among them, the second external heat exchanger 122 can be a plate heat exchanger, that is, the first heat exchange channel can be connected to the motor cooling module 600, and the second heat exchange channel can be connected to the refrigerant circuit, thereby realizing heat exchange between the refrigerant in the refrigerant circuit and the coolant in the motor cooling module 600, so that the heat in the motor cooling module 600 can be exchanged to the refrigerant circuit through the second external heat exchanger 122, that is, the thermal management system 1 can utilize the waste heat of the motor cooling module 600, which is beneficial to improving the energy utilization rate of the thermal management system 1, and when the outside temperature is low, the waste heat of the motor cooling module 600 can be used to heat the passenger compartment or the refrigerator to improve the heating efficiency of the thermal management system 1.

[0133] In some specific embodiments of the present invention, Fig.15 As shown, the air conditioning module further includes a sixth on-off valve 860 and a seventh on-off valve 870 .

[0134] The first end of the sixth on-off valve 860 is connected to the second end of the in-vehicle condenser 140, and the second end of the sixth on-off valve 860 is connected to the first end of the first external heat exchanger 121 to control the on-off between the in-vehicle condenser 140 and the first external heat exchanger 121. The first end of the seventh on-off valve 870 is connected to the second end of the in-vehicle condenser 140, and the second end of the seventh on-off valve 870 is connected to the first end of the second external heat exchanger 122 to control the on-off between the in-vehicle condenser 140 and the second external heat exchanger 122.

[0135] The sixth on-off valve 860 and the seventh on-off valve 870 may both be solenoid valves.

[0136] Therefore, the refrigerant can flow through the first external heat exchanger 121 and / or the second external heat exchanger 122 by cooperating with the sixth on-off valve 860 and the seventh on-off valve 870. Specifically, when the refrigerant needs to flow through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, the sixth on-off valve 860 and the seventh on-off valve 870 can be opened at the same time; when the refrigerant needs to flow through the first external heat exchanger 121 and not through the second external heat exchanger 122, the sixth on-off valve 860 can be opened and the seventh on-off valve 870 can be closed; and when the refrigerant needs to flow through the second external heat exchanger 122 and not through the first external heat exchanger 121, the seventh on-off valve 870 can be opened and the sixth on-off valve 860 can be closed.

[0137] In some specific embodiments of the present invention, Figure 1 , Fig.14 and Fig.15 As shown, the air conditioning module further includes an eighth on-off valve 880 .

[0138] The first end of the eighth on-off valve 880 is connected to the second end of the in-vehicle condenser 140, and the second end of the eighth on-off valve 880 is connected to the first end of the out-vehicle heat exchanger 120 to control the on-off between the in-vehicle condenser 140 and the out-vehicle heat exchanger 120, and the second throttling element 720 is connected in parallel with the eighth on-off valve 880.

[0139] Among them, the eighth on-off valve 880 can be a solenoid valve.

[0140] In this way, when the thermal management system 1 releases heat to the interior of the vehicle through the in-vehicle condenser 140 to heat the interior of the vehicle, the second throttling element 720 can be opened and the eighth on-off valve 880 can be closed. In this way, the refrigerant after releasing heat through the in-vehicle condenser 140 can be throttled and cooled through the second throttling element 720, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling. The refrigerant can fully absorb the heat of the external environment through the external heat exchanger 120, and the heat absorption is more sufficient; and when there is no need to heat the passenger compartment, there is no wind passing through the in-vehicle condenser 140, and the in-vehicle condenser 140 acts as a pipeline. At this time, the second throttling element 720 can be closed and the eighth on-off valve 880 can be opened. The refrigerant flowing through the in-vehicle condenser 140 can directly flow to the external heat exchanger 120 through the eighth on-off valve 880.

[0141] In some specific embodiments of the present invention, Figure 1 , Fig.14 and Fig.15 As shown, the air conditioning module further includes a sixth throttling element 760 , a first end of the sixth throttling element 760 is connected to a second end of the external heat exchanger 120 , and a second end of the sixth throttling element 760 is connected to a second end of the internal evaporator 130 .

[0142] The refrigerator refrigeration module 400 includes a refrigerator refrigeration heat exchanger 410 and a seventh throttling element 770, wherein the first end of the seventh throttling element 770 is connected to the second end of the external heat exchanger 120, and the second end of the seventh throttling element 770 is connected to the first end of the refrigerator refrigeration heat exchanger 410, and the second end of the refrigerator refrigeration heat exchanger 410 is connected to the second inlet 112.

[0143] Wherein, the sixth throttling element 760 and the seventh throttling element 770 can both be electronic expansion valves.

[0144] In this way, the sixth throttling element 760 can throttle and reduce the pressure of the refrigerant flowing into the in-vehicle evaporator 130, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat in the vehicle through the in-vehicle evaporator 130, thereby providing a better cooling effect on the passenger compartment; and the seventh throttling element 770 can throttle and reduce the pressure of the refrigerant flowing into the refrigerator refrigeration heat exchanger 410, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, thereby providing a better cooling effect on the refrigerator.

[0145] In some specific embodiments of the present invention, Figure 2 As shown, the thermal management system 1 has an air-cooling state.

[0146] When the thermal management system 1 is in an air-cooling state, the first on-off valve 810 and the eighth on-off valve 880 are opened, the second on-off valve 820, the third on-off valve 830, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 is opened and plays a throttling role, the seventh throttling element 770 is closed, the outdoor heat exchanger 120 acts as a condenser, and the indoor evaporator 130 acts as an evaporator.

[0147] That is, the first on-off valve 810, the eighth on-off valve 880 and the sixth throttling element 760 are opened, and the other valve bodies can be in a closed state.

[0148] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the external heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the external heat exchanger 120. The fluid flowing out of the external heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The medium-temperature and high-pressure refrigerant is throttled and reduced by the sixth throttling element 760. After being heated, it becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat in the car through the evaporator 130 in the car, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the car. Next, the refrigerant flows into the first gas-liquid separator 150 through the first on-off valve 810. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air-cooling state of the thermal management system 1.

[0149] In some specific embodiments of the present invention, Figure 3 As shown, the thermal management system 1 has air cooling and electric cooling states.

[0150] When the thermal management system 1 is in the air-cooling and electric-cooling state, the second on-off valve 820, the third on-off valve 830 and the eighth on-off valve 880 are opened, the first on-off valve 810, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 is opened and plays a throttling role, the fifth throttling element 750 is opened, the seventh throttling element 770 is closed, the outdoor heat exchanger 120 acts as a condenser, and the indoor evaporator 130 and the battery pack heat exchanger 300 act as evaporators.

[0151] That is, the second on-off valve 820, the third on-off valve 830, the eighth on-off valve 880, the fifth throttling element 750 and the sixth throttling element 760 are opened, and the other valve bodies can be in a closed state.

[0152] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0153] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0154] Branch 1: This part of the medium-temperature and high-pressure refrigerant is throttled and cooled by the sixth throttling element 760 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the in-vehicle evaporator 130 to absorb the heat in the vehicle, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the vehicle. Next, the refrigerant enters the ejector 200 through the second ejector inlet 212;

[0155] Branch 2: Another part of the medium-temperature and high-pressure refrigerant flows to the first injection inlet 211 through the second one-way valve 920 and the second on-off valve 820, and then the refrigerant flowing in from the first injection inlet 211 and the refrigerant flowing in from the second injection inlet 212 are mixed in the injector 200 to form wet steam or supercooled liquid with a higher evaporation pressure, and flow to the battery pack heat exchanger 300 through the injection outlet 231, so as to absorb the heat of the battery pack through the battery pack heat exchanger 300, thereby realizing the cooling of the battery pack. Next, the refrigerant flows out of the battery pack heat exchanger 300, and flows into the first gas-liquid separator 150 through the fifth throttling element 750 and the third on-off valve 830. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air-cooling and electric-cooling states of the thermal management system 1.

[0156] In some specific embodiments of the present invention, Figure 4 As shown, the thermal management system 1 has air cooling, electric cooling and ice cooling states.

[0157] When the thermal management system 1 is in the air-cooling, electric-cooling and ice-cooling state, the second on-off valve 820, the third on-off valve 830 and the eighth on-off valve 880 are opened, the first on-off valve 810, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 and the seventh throttling element are opened and play a throttling role, the fifth throttling element 750 is opened, the outdoor heat exchanger 120 acts as a condenser, and the indoor evaporator 130, the battery pack heat exchanger 300 and the refrigerator refrigeration module 400 act as evaporators.

[0158] That is to say, the second on-off valve 820, the third on-off valve 830, the eighth on-off valve 880, the sixth throttling element 760, the seventh throttling element and the fifth throttling element 750 are opened, and the other valve bodies can be in a closed state.

[0159] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0160] Then, the medium-temperature and high-pressure refrigerant is divided into three branches:

[0161] Branch 1: The first part of the refrigerant is throttled and cooled by the sixth throttling element 760 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the in-vehicle evaporator 130 to absorb the heat in the vehicle, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the vehicle. Next, the refrigerant enters the ejector 200 through the second ejector inlet 212.

[0162] Branch 2: The second part of the medium-temperature and high-pressure refrigerant flows to the first injection inlet 211 through the second one-way valve 920 and the second on-off valve 820, and then the refrigerant flowing in from the first injection inlet 211 and the refrigerant flowing in from the second injection inlet 212 are mixed in the ejector 200 to form wet steam or supercooled liquid with a higher evaporation pressure, and flow to the battery pack heat exchanger 300 through the injection outlet 231, so as to absorb the heat of the battery pack through the battery pack heat exchanger 300, thereby realizing the cooling of the battery pack. Next, the refrigerant flows out of the battery pack heat exchanger 300, and flows into the first gas-liquid separator 150 through the fifth throttling element 750 and the third on-off valve 830. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111;

[0163] Branch 3: The medium-temperature and high-pressure refrigerant in the third part is throttled and cooled by the seventh throttling element 770 and becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, thereby lowering the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Next, the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 410. The second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the air-cooling, electric-cooling and ice-cooling states of the thermal management system 1.

[0164] In some specific embodiments of the present invention, Figure 5 As shown, the thermal management system 1 has an air-cooled and ice-cooled state.

[0165] When the thermal management system 1 is in the air-cooling state, the first on-off valve 810 and the eighth on-off valve 880 are opened, the second on-off valve 820, the third on-off valve 830, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 and the seventh throttling element 770 are opened and play a throttling role, the outdoor heat exchanger 120 acts as a condenser, and the indoor evaporator 130 and the refrigerator refrigeration module 400 act as evaporators.

[0166] That is, the first on-off valve 810, the eighth on-off valve 880, the sixth throttling element 760 and the seventh throttling element 770 are opened, and the other valve bodies can be in a closed state.

[0167] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0168] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0169] Branch 1: This part of the refrigerant is throttled and cooled by the sixth throttling element 760 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat in the vehicle through the in-vehicle evaporator 130, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the vehicle. Next, the refrigerant flows into the first gas-liquid separator 150 through the first on-off valve 810. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111.

[0170] Branch 2: Another part of the medium-temperature and high-pressure refrigerant is throttled and cooled by the seventh throttling element 770 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Next, the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 410. The second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the air-cooling and icy-cooling state cycle of the thermal management system 1.

[0171] In some specific embodiments of the present invention, Figure 6 As shown, the thermal management system 1 has an electric cooling and an ice cooling state.

[0172] When the thermal management system 1 is in the electric cooling state, the third on-off valve 830 and the eighth on-off valve 880 are opened, the first on-off valve 810, the second on-off valve 820, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the first throttling element 710 and the seventh throttling element 770 are opened and play a throttling role, the fifth throttling element 750 is opened, the external heat exchanger 120 acts as a condenser, and the battery pack heat exchanger 300 and the refrigerator refrigeration module 400 act as an evaporator.

[0173] That is, the third on-off valve 830, the eighth on-off valve 880, the first throttling element 710, the fifth throttling element 750 and the seventh throttling element 770 are opened, and other valve bodies can be in a closed state.

[0174] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0175] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0176] Branch 1: This part of the medium-temperature and high-pressure refrigerant flows to the first throttling element 710 through the second one-way valve 920, and becomes low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling through the first throttling element 710. The low-temperature and low-pressure refrigerant then flows to the battery pack heat exchanger 300 to absorb the heat of the battery pack through the battery pack heat exchanger 300 to achieve cooling of the battery pack. Next, the refrigerant flows out of the battery pack heat exchanger 300 and flows into the first gas-liquid separator 150 through the fifth throttling element 750 and the third on-off valve 830. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111.

[0177] Branch 2: Another part of the medium-temperature and high-pressure refrigerant is throttled and cooled by the seventh throttling element 770 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Next, the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 410. The second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the electric cooling and icing state of the thermal management system 1.

[0178] In some specific embodiments of the present invention, Figure 7 As shown, the thermal management system 1 has a cold state.

[0179] When the thermal management system 1 is in a cold state, the eighth on-off valve 880 is opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the seventh throttling element 770 is opened and plays a throttling role, the outdoor heat exchanger 120 acts as a condenser, and the refrigerator refrigeration module 400 acts as an evaporator.

[0180] That is to say, the eighth on-off valve 880 and the seventh throttling element 770 are opened, and other valve bodies can be in a closed state.

[0181] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only flows through as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). Then, the medium-temperature and high-pressure refrigerant is throttled and cooled by the seventh throttling element 770 and becomes low-temperature refrigerant. The low-temperature and low-pressure wet steam or supercooled liquid, and the low-temperature and low-pressure refrigerant absorb the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Next, the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 410, and the second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stability of the compressor 100 suction. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the electric cooling and cooling state of the thermal management system 1.

[0182] In some specific embodiments of the present invention, Figure 8 As shown, the thermal management system 1 has an electric cooling state.

[0183] When the thermal management system 1 is in the electric cooling state, the third on-off valve 830 and the eighth on-off valve 880 are opened, the first on-off valve 810, the second on-off valve 820, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the first throttling element 710 is opened and plays a throttling role, the fifth throttling element 750 is opened, the seventh throttling element 770 is closed, the external heat exchanger 120 acts as a condenser, and the battery pack heat exchanger 300 acts as an evaporator.

[0184] That is, the third on-off valve 830, the eighth on-off valve 880, the first throttling element 710 and the fifth throttling element 750 are open, and the other valve bodies are in a closed state.

[0185] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). Then the medium-temperature and high-pressure refrigerant flows to the first throttling element 710 through the second one-way valve 920, and is throttled and cooled by the first throttling element 710 to become The low-temperature and low-pressure wet steam or supercooled liquid, the low-temperature and low-pressure refrigerant then flows to the battery pack heat exchanger 300 to absorb the heat of the battery pack through the battery pack heat exchanger 300, thereby realizing the cooling of the battery pack. Next, the refrigerant flows out of the battery pack heat exchanger 300, and flows into the first gas-liquid separator 150 through the fifth throttling element 750 and the third on-off valve 830. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, thereby realizing the circulation of the electric cooling state of the thermal management system 1.

[0186] In some specific embodiments of the present invention, Fig. 9 As shown, the thermal management system 1 has an empty thermal state.

[0187] When the thermal management system 1 is in an empty-heat state, the fourth on-off valve 840 is opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830, the fifth on-off valve 850 and the eighth on-off valve 880 are closed, the second throttling element 720 is opened and plays a throttling role, the seventh throttling element 770 is closed, the in-vehicle condenser 140 acts as a condenser, and the out-of-vehicle heat exchanger 120 acts as an evaporator.

[0188] That is, the fourth on-off valve 840 and the second throttling element 720 are opened, and other valve bodies can be in a closed state.

[0189] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and release heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and high-pressure refrigerant is then throttled and cooled by the second throttling element 720 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows into the outdoor heat exchanger 120, and absorbs external heat through the outdoor heat exchanger 120 to complete the process of absorbing heat from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the fourth on-off valve 840. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stability of the compressor 100 suction. Finally, the refrigerant returns to the compressor 100 through the first inlet 111 to complete the air-heat state cycle of the thermal management system 1.

[0190] In some specific embodiments of the present invention, Fig.10 As shown, the thermal management system 1 has an empty heat and electric heat state.

[0191] When the thermal management system 1 is in the empty-heat-electric-heat state, the fourth on-off valve 840 and the fifth on-off valve 850 are opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830 and the eighth on-off valve 880 are closed, the first throttling element 710 and the second throttling element 720 are opened and play a throttling role, the fifth throttling element 750 is opened, the seventh throttling element 770 is closed, the in-vehicle condenser 140 and the battery pack heat exchanger 300 act as condensers, and the out-of-vehicle heat exchanger 120 acts as an evaporator.

[0192] That is, the fourth on-off valve 840, the fifth on-off valve 850, the first throttling element 710, the second throttling element 720 and the fifth throttling element 750 are opened, and other valve bodies can be in a closed state.

[0193] Therefore, the high-temperature and high-pressure gaseous refrigerant can be divided into two branches after flowing out of the compressor 100:

[0194] Branch 1: This part of the refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and releases heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and high-pressure refrigerant is throttled and cooled by the second throttling element 720 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the outdoor heat exchanger 120.

[0195] Branch 2: Another part of the refrigerant flows to the battery pack heat exchanger 300 through the fifth on-off valve 850 and the fifth throttling element 750, and flows to the battery pack through the battery pack heat exchanger 300 to increase the temperature of the battery pack, avoid the battery pack temperature from being too low, and achieve heating of the battery pack. At the same time, the refrigerant flows through the battery pack heat exchanger 300 to become a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is throttled and cooled by the first throttling element 710 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the external heat exchanger 120 through the first one-way valve 910, that is, branch 1 flows from the second throttling element 72 The low-temperature and low-pressure refrigerant flowing out of branch 0 and the low-temperature and low-pressure refrigerant flowing out of the first throttling element 710 in branch 2 merge and flow into the external heat exchanger 120, and absorb the external heat through the external heat exchanger 120 to complete the process of absorbing heat from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the fourth on-off valve 840. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111 to complete the cycle of the air-heat-electric-heat state of the thermal management system 1.

[0196] In addition, it should be noted that when the inlet temperature of the battery pack heat exchanger 300 exceeds a certain range, the local temperature of the battery pack is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the battery pack heat exchanger 300 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 750 can be reduced at this time to reduce the inlet temperature of the battery pack heat exchanger 300, thereby realizing the control of different heating temperatures of the in-vehicle condenser 140 and the battery pack heat exchanger 300 under the air-heating and electric-heating states.

[0197] In some specific embodiments of the present invention, Fig.11 As shown, the thermal management system 1 has an electric thermal state.

[0198] When the thermal management system 1 is in the electric heating state, the fourth on-off valve 840 and the fifth on-off valve 850 are opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830 and the eighth on-off valve 880 are closed, the first throttling element 710 is opened and plays a throttling role, the fifth throttling element 750 is opened, the second throttling element 720 and the seventh throttling element 770 are closed, the battery pack heat exchanger 300 acts as a condenser, and the external heat exchanger 120 acts as an evaporator.

[0199] That is, the fourth on-off valve 840, the fifth on-off valve 850, the first throttling element 710 and the fifth throttling element 750 are opened, and other valve bodies can be in a closed state.

[0200] Thus, after flowing out of the compressor 100, the high-temperature and high-pressure gaseous refrigerant can flow to the battery pack heat exchanger 300 through the fifth on-off valve 850 and the fifth throttling element 750, and to the battery pack through the battery pack heat exchanger 300, so as to increase the temperature of the battery pack, avoid the battery pack temperature being too low, and realize heating of the battery pack. At the same time, the refrigerant flows through the battery pack heat exchanger 300 to become a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is throttled and cooled by the first throttling element 710 to become a low-temperature and low-pressure wet steam or supercooled liquid. The compressed refrigerant flows to the external heat exchanger 120 through the first one-way valve 910, and absorbs the external heat through the external heat exchanger 120 to complete the process of absorbing heat from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the fourth on-off valve 840. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111 to complete the cycle of the electric heating state of the thermal management system 1.

[0201] In some specific embodiments of the present invention, Fig.12 As shown, the thermal management system 1 has an empty dehumidification state.

[0202] When the thermal management system 1 is in the empty dehumidification state, the first on-off valve 810 and the eighth on-off valve 880 are opened, the second on-off valve 820, the third on-off valve 830, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 is opened and plays a throttling role, the seventh throttling element 770 is closed, the in-vehicle condenser 140 and the outdoor heat exchanger 120 act as condensers, and the in-vehicle evaporator 130 acts as an evaporator.

[0203] That is, the first on-off valve 810, the eighth on-off valve 880 and the sixth throttling element 760 are opened, and the other valve bodies can be in a closed state.

[0204] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the external heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the external heat exchanger 120. What flows out of the external heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The medium-temperature and high-pressure refrigerant is throttled and cooled by the sixth throttling element 760 and becomes a low-temperature and low-pressure wet steam or overheated steam. Cold liquid, low-temperature and low-pressure refrigerant flows into the evaporator 130 in the vehicle. At this time, high-humidity air passes through the evaporator 130 in the vehicle. The high-humidity air is cooled and condensed water is precipitated. The absolute moisture content of the air in the passenger compartment decreases, thereby achieving dehumidification in the vehicle. Next, the refrigerant first on-off valve 810 flows into the first gas-liquid separator 150. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage for the refrigerant gas to ensure the stability of the compressor 100's air intake. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air dehumidification state of the thermal management system 1.

[0205] In some specific embodiments of the present invention, Fig.13 As shown, the thermal management system 1 has an empty and defog state.

[0206] When the thermal management system 1 is in the air defog state, the fourth on-off valve 840 is opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830, the fifth on-off valve 850 and the eighth on-off valve 880 are closed, the second throttling element 720 is opened and plays a throttling role, the seventh throttling element 770 is closed, the in-vehicle condenser 140 acts as a condenser, and the outdoor heat exchanger 120 acts as an evaporator.

[0207] That is, the fourth on-off valve 840 and the second throttling element 720 are opened, and other valve bodies can be in a closed state.

[0208] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and release heat to the passenger compartment through the in-vehicle condenser 140. At this time, the low-temperature air is heated to high-temperature air through the in-vehicle condenser 140, and the fog beads on the glass are blown away through the defogger duct to achieve defogger in the vehicle. At the same time, the refrigerant is cooled to a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and high-pressure refrigerant is throttled and cooled by the second throttling element 720 to become a low-temperature and low-pressure wet steam or a supercooled liquid. The low-temperature and low-pressure refrigerant flows into the external heat exchanger 120, and absorbs the external heat through the external heat exchanger 120, completing the process of absorbing heat from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the fourth on-off valve 840. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air demisting state of the thermal management system 1.

[0209] A vehicle according to an embodiment of the present invention will be described below with reference to the accompanying drawings. The vehicle includes a thermal management system 1 according to the above-described embodiment of the present invention.

[0210] According to the vehicle of the embodiment of the present invention, by utilizing the thermal management system 1 according to the above-mentioned embodiment of the present invention, the refrigerant pressure loss of the battery pack heat exchanger 300 and the in-vehicle evaporator 130 can be reduced, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system 1 are high.

[0211] Other configurations and operations of the thermal management system 1 and the vehicle having the same according to the embodiment of the present invention are well known to those skilled in the art and will not be described in detail herein.

[0212] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0213] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system (1), characterized in that: include: An air conditioning module, the air conditioning module comprising a compressor (100), an off-vehicle heat exchanger (120), and an on-vehicle evaporator (130) connected to form a refrigerant circuit, the compressor (100) having a first inlet (111), a second inlet (112), and an outlet (113), the first inlet (111) being connected to a first end of the on-vehicle evaporator (130), and the outlet (113) being connected to a first end of the off-vehicle heat exchanger (120); An ejector (200), the ejector (200) comprising a first ejection inlet (211), a second ejection inlet (212), and an ejection outlet (231), the first ejection inlet (211) being connected to the second end of the off-vehicle heat exchanger (120), the ejection outlet (231) being connected to the first inlet (111), and the second ejection inlet (212) being connected to the first end of the on-vehicle evaporator (130); A battery pack heat exchanger (300), wherein a first end of the battery pack heat exchanger (300) is connected to the injection outlet (231), and a second end of the battery pack heat exchanger (300) is connected to the first inlet (111); A refrigerator refrigeration module (400), wherein a first end of the refrigerator refrigeration module (400) is connected to a second end of the off-vehicle heat exchanger (120), and a second end of the refrigerator refrigeration module (400) is connected to the second inlet (112).

2. The thermal management system (1) according to claim 1, characterized in that The first injection inlet (211) and the injection outlet (231) are respectively arranged at opposite ends of the ejector (200), and the second injection inlet (212) is arranged on the periphery of the ejector (200).

3. The thermal management system (1) according to claim 2, characterized in that: The ejector (200) comprises: A suction section (210), wherein the suction section (210) is provided with the first injection inlet (211) and the second injection inlet (212); A mixing section (220), the mixing section (220) being connected to the suction section (210); A diffuser section (230), the diffuser section (230) is connected to the mixing section (220) and is provided with the ejection outlet (231).

4. The thermal management system (1) according to claim 3, characterized in that The cross-sectional area of ​​the diffuser section (230) gradually increases in a direction away from the mixing section (220).

5. The thermal management system (1) according to claim 1, characterized in that: The compressor (100) comprises a first working chamber (114) and a second working chamber (115), wherein the first working chamber (114) is connected to the first inlet (111), and the second working chamber (115) is connected to the second inlet (112), and the first working chamber (114) is closer to the central axis of the compressor (100) than the second working chamber (115).

6. The thermal management system (1) according to claim 5, characterized in that The compressor (100) comprises: chassis; A driving member, wherein the driving member is disposed in the housing; a static disk, the static disk being disposed in the housing, and the first inlet (111), the second inlet (112) and the outlet (113) being disposed on the static disk; A moving disk is arranged in the casing and is in driving connection with the driving member. The moving disk and the static disk together define the first working chamber (114) and the second working chamber (115). The driving member drives the moving disk to revolve relative to the central axis of the static disk to adjust the air pressure in the first working chamber (114) and the second working chamber (115).

7. The thermal management system (1) according to any one of claims 1 to 6, characterized in that: The air conditioning module also includes: A first on-off valve (810), wherein a first end of the first on-off valve (810) is connected to a first end of the in-vehicle evaporator (130), and a second end of the first on-off valve (810) is connected to the first inlet (111) to control the on-off between the in-vehicle evaporator (130) and the first inlet (111).

8. The thermal management system (1) according to claim 7, characterized in that Also includes: a second on-off valve (820), wherein a first end of the second on-off valve (820) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the second on-off valve (820) is connected to the first injection inlet (211), so as to control the on-off between the off-vehicle heat exchanger (120) and the first injection inlet (211); The first throttling element (710), the second on-off valve (820) and the ejector (200) are connected in series and in parallel with the first throttling element (710). When the second on-off valve (820) disconnects the external heat exchanger (120) and the second ejection inlet (212), the refrigerant of the external heat exchanger (120) enters the battery pack heat exchanger (300) through the first throttling element (710).

9. The thermal management system (1) according to claim 8, characterized in that Also includes: A third on-off valve (830), wherein a first end of the third on-off valve (830) is connected to the second end of the battery pack heat exchanger (300), and a second end of the third on-off valve (830) is connected to the first inlet (111) to control the on-off between the battery pack heat exchanger (300) and the first inlet (111).

10. The thermal management system (1) according to claim 9, characterized in that The air conditioning module also includes: an in-vehicle condenser (140), wherein a first end of the in-vehicle condenser (140) is connected to an outlet (113) of the compressor (100), and a second end of the in-vehicle condenser (140) is connected to the first end of the out-vehicle heat exchanger (120); a second throttling element (720), wherein a first end of the second throttling element (720) is connected to the second end of the in-vehicle condenser (140), and a second end of the second throttling element (720) is connected to the first end of the out-vehicle heat exchanger (120); A fourth on-off valve (840), wherein the first end of the fourth on-off valve (840) is connected to the second end of the external heat exchanger (120), and the second end of the fourth on-off valve (840) is connected to the first inlet (111) to control the on-off between the external heat exchanger (120) and the first inlet (111), and the fourth on-off valve (840) is connected in parallel with the internal evaporator (130).

11. The thermal management system (1) according to claim 10, characterized in that Also includes: A refrigerator heating module (500), wherein the in-vehicle condenser (140) and the second throttling element (720) are connected in series and are connected in parallel to the refrigerator heating module (500).

12. The thermal management system (1) according to claim 11, characterized in that The refrigerator heating module (500) further includes: Refrigerator heating heat exchanger (510); a third throttling element (730), wherein a first end of the third throttling element (730) is connected to the outlet (113), and a second end of the third throttling element (730) is connected to a first end of the refrigerator heating heat exchanger (510); A fourth throttling element (740), wherein the first end of the fourth throttling element (740) is connected to the second end of the refrigerator heating heat exchanger (510), and the second end of the fourth throttling element (740) is connected to the first end of the vehicle exterior heat exchanger (120).

13. The thermal management system (1) according to claim 10, characterized in that Also includes: a fifth on-off valve (850), wherein a first end of the fifth on-off valve (850) is connected to the outlet (113), and a second end of the fifth on-off valve (850) is connected to the second end of the battery pack heat exchanger (300), so as to control the on-off between the outlet (113) of the compressor (100) and the battery pack heat exchanger (300); A fifth throttling element (750), wherein the first end of the fifth throttling element (750) is respectively connected to the second end of the fifth on-off valve (850) and the first end of the third on-off valve (830), and the second end of the fifth throttling element (750) is connected to the second end of the battery pack heat exchanger (300).

14. The thermal management system (1) according to claim 13, characterized in that Also includes: a first one-way valve (910), wherein a first end of the first one-way valve (910) is connected to a first end of the first throttling element (710), and a second end of the first one-way valve (910) is respectively connected to the first end of the fourth on-off valve (840), the second end of the in-vehicle evaporator (130), and the first end of the refrigerator refrigeration module (400), and the first one-way valve (910) only allows refrigerant to flow from the battery pack heat exchanger (300) to at least one of the fourth on-off valve (840), the in-vehicle evaporator (130), and the refrigerator refrigeration module (400); A second one-way valve (920), wherein the first end of the second one-way valve (920) is connected to the second end of the off-vehicle heat exchanger (120), and the second end of the second one-way valve (920) is respectively connected to the first end of the first throttling element (710) and the first end of the second on-off valve (820), and the second one-way valve (920) only allows refrigerant to flow from the off-vehicle heat exchanger (120) to the battery pack heat exchanger (300).

15. The thermal management system (1) according to claim 13, characterized in that The off-vehicle heat exchanger (120) comprises: a first off-vehicle heat exchanger (121), wherein a first end of the first off-vehicle heat exchanger (121) is connected to the second end of the on-vehicle condenser (140), and a second end of the first off-vehicle heat exchanger (121) is respectively connected to the second end of the on-vehicle evaporator (130), the first end of the second on-off valve (820), and the first end of the fourth on-off valve (840); A second off-vehicle heat exchanger (122), wherein the second off-vehicle heat exchanger (122) is connected in parallel with the first off-vehicle heat exchanger (121).

16. The thermal management system (1) according to claim 15, characterized in that The invention also includes a motor cooling module (600), wherein the motor cooling module (600) includes: A three-way valve (610), wherein the three-way valve (610) comprises a first connection port (611), a second connection port (612) and a third connection port (613); A motor cooling channel (620), wherein a first end of the motor cooling channel (620) is connected to the first connecting port (611); A motor heat exchanger (630), wherein a first end of the motor heat exchanger (630) is connected to the second connection port (612); The second off-vehicle heat exchanger (122) has a first heat exchange channel and a second heat exchange channel, the first end of the first heat exchange channel is respectively connected to the third connection port (613) and the second end of the motor heat exchanger (630), the second end of the first heat exchange channel is connected to the second end of the motor cooling channel (620), the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger (300), and the second end of the second heat exchange channel is respectively connected to the first end of the fourth on-off valve (840), the second end of the in-vehicle evaporator (130) and the first end of the refrigerator refrigeration module (500).

17. The thermal management system (1) according to claim 15, characterized in that The air conditioning module also includes: a sixth on-off valve (860), wherein a first end of the sixth on-off valve (860) is connected to the second end of the in-vehicle condenser (140), and a second end of the sixth on-off valve (860) is connected to the first end of the first out-vehicle heat exchanger (121), so as to control the on-off between the in-vehicle condenser (140) and the first out-vehicle heat exchanger (121); A seventh on-off valve (870), wherein the first end of the seventh on-off valve (870) is connected to the second end of the in-vehicle condenser (140), and the second end of the seventh on-off valve (870) is connected to the first end of the second out-vehicle heat exchanger (122), so as to control the on-off between the in-vehicle condenser (140) and the second out-vehicle heat exchanger (122).

18. The thermal management system (1) according to claim 13, characterized in that The air conditioning module also includes: An eighth on-off valve (880), wherein the first end of the eighth on-off valve (880) is connected to the second end of the in-vehicle condenser (140), and the second end of the eighth on-off valve (880) is connected to the first end of the out-vehicle heat exchanger (120) to control the on-off between the in-vehicle condenser (140) and the out-vehicle heat exchanger (120), and the second throttling element (720) is connected in parallel with the eighth on-off valve (880).

19. The thermal management system (1) according to claim 18, characterized in that The air conditioning module also includes: a sixth throttling element (760), wherein a first end of the sixth throttling element (760) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the sixth throttling element (760) is connected to the second end of the in-vehicle evaporator (130); The refrigerator refrigeration module (400) comprises: Refrigerator refrigeration heat exchanger (410); A seventh throttling element (770), wherein the first end of the seventh throttling element (770) is connected to the second end of the off-vehicle heat exchanger (120), and the second end of the seventh throttling element (770) is connected to the first end of the refrigerator refrigeration heat exchanger (410), and the second end of the refrigerator refrigeration heat exchanger (410) is connected to the second inlet (112).

20. The thermal management system (1) according to claim 19, characterized in that The thermal management system (1) has an air-cooling state; When the thermal management system (1) is in the air-cooling state, the first on-off valve (810) and the eighth on-off valve (880) are opened, the second on-off valve (820), the third on-off valve (830), the fourth on-off valve (840) and the fifth on-off valve (850) are closed, the sixth throttling element (760) is opened and plays a throttling role, the seventh throttling element (770) is closed, the outdoor heat exchanger (120) acts as a condenser, and the indoor evaporator (130) acts as an evaporator.

21. The thermal management system (1) according to claim 19, characterized in that The thermal management system (1) has an air cooling and electric cooling state; When the thermal management system (1) is in the air-cooling and electric-cooling state, the second on-off valve (820), the third on-off valve (830) and the eighth on-off valve (880) are opened, the first on-off valve (810), the fourth on-off valve (840) and the fifth on-off valve (850) are closed, the sixth throttling element (760) is opened and plays a throttling role, the fifth throttling element (750) is opened, the seventh throttling element (770) is closed, the external heat exchanger (120) acts as a condenser, and the internal evaporator (130) and the battery pack heat exchanger (300) act as evaporators.

22. The thermal management system (1) according to claim 19, characterized in that The thermal management system (1) has air cooling, electric cooling and ice cooling states; When the thermal management system (1) is in the air-cooling, electric-cooling, and ice-cooling state, the second on-off valve (820), the third on-off valve (830), and the eighth on-off valve (880) are opened, the first on-off valve (810), the fourth on-off valve (840), and the fifth on-off valve (850) are closed, the sixth throttling element (760) and the seventh throttling element are opened and play a throttling role, the fifth throttling element (750) is opened, the external heat exchanger (120) acts as a condenser, and the internal evaporator (130), the battery pack heat exchanger (300), and the refrigerator refrigeration module (400) act as an evaporator.

23. The thermal management system (1) according to claim 19, characterized in that The thermal management system (1) has an air-cooling and ice-cooling state; When the thermal management system (1) is in the air-cooling and ice-cooling state, the first on-off valve (810) and the eighth on-off valve (880) are opened, the second on-off valve (820), the third on-off valve (830), the fourth on-off valve (840) and the fifth on-off valve (850) are closed, the sixth throttling element (760) and the seventh throttling element (770) are opened and play a throttling role, the outdoor heat exchanger (120) acts as a condenser, and the indoor evaporator (130) and the refrigerator refrigeration module (400) act as evaporators.

24. The thermal management system (1) according to claim 19, characterized in that The thermal management system (1) has an electric cooling and ice cooling state; When the thermal management system (1) is in the electric cooling and ice cooling state, the third on-off valve (830) and the eighth on-off valve (880) are opened, the first on-off valve (810), the second on-off valve (820), the fourth on-off valve (840) and the fifth on-off valve (850) are closed, the first throttling element (710) and the seventh throttling element (770) are opened and play a throttling role, the fifth throttling element (750) is opened, the external heat exchanger (120) acts as a condenser, and the battery pack heat exchanger (300) and the refrigerator refrigeration module (400) act as an evaporator.

25. The thermal management system (1) according to claim 19, characterized in that The thermal management system (1) has a cold state; When the thermal management system (1) is in the cold state, the eighth on-off valve (880) is opened, the first on-off valve (810), the second on-off valve (820), the third on-off valve (830), the fourth on-off valve (840) and the fifth on-off valve (850) are closed, the seventh throttling element (770) is opened and plays a throttling role, the external heat exchanger (120) acts as a condenser, and the refrigerator refrigeration module (400) acts as an evaporator.

26. The thermal management system (1) according to claim 19, characterized in that The thermal management system (1) has an electric cooling state; When the thermal management system (1) is in the electric cooling state, the third on-off valve (830) and the eighth on-off valve (880) are opened, the first on-off valve (810), the second on-off valve (820), the fourth on-off valve (840) and the fifth on-off valve (850) are closed, the first throttling element (710) is opened and plays a throttling role, the fifth throttling element (750) is opened, the seventh throttling element (770) is closed, the external heat exchanger (120) acts as a condenser, and the battery pack heat exchanger (300) acts as an evaporator.

27. The thermal management system (1) according to claim 19, characterized in that The thermal management system (1) has an empty thermal state; When the thermal management system (1) is in the air-heat state, the fourth on-off valve (840) is opened, the first on-off valve (810), the second on-off valve (820), the third on-off valve (830), the fifth on-off valve (850) and the eighth on-off valve (880) are closed, the second throttling element (720) is opened and plays a throttling role, the seventh throttling element (770) is closed, the in-vehicle condenser (140) acts as a condenser, and the out-of-vehicle heat exchanger (120) acts as an evaporator.

28. The thermal management system (1) according to claim 19, characterized in that The thermal management system (1) has an air-heat and electric-heat state; When the thermal management system (1) is in the air-heat-electric-heat state, the fourth on-off valve (840) and the fifth on-off valve (850) are opened, the first on-off valve (810), the second on-off valve (820), the third on-off valve (830) and the eighth on-off valve (880) are closed, the first throttling element (710) and the second throttling element (720) are opened and play a throttling role, the fifth throttling element (750) is opened, the seventh throttling element (770) is closed, the in-vehicle condenser (140) and the battery pack heat exchanger (300) act as condensers, and the out-of-vehicle heat exchanger (120) acts as an evaporator.

29. The thermal management system (1) according to claim 19, characterized in that The thermal management system (1) has an electric heating state; When the thermal management system (1) is in the electric heating state, the fourth on-off valve (840) and the fifth on-off valve (850) are opened, the first on-off valve (810), the second on-off valve (820), the third on-off valve (830) and the eighth on-off valve (880) are closed, the first throttling element (710) is opened and plays a throttling role, the fifth throttling element (750) is opened, the second throttling element (720) and the seventh throttling element (770) are closed, the battery pack heat exchanger (300) acts as a condenser, and the off-vehicle heat exchanger (120) acts as an evaporator.

30. The thermal management system (1) according to claim 19, characterized in that The thermal management system (1) has an empty dehumidification state; When the thermal management system (1) is in the air dehumidification state, the first on-off valve (810) and the eighth on-off valve (880) are opened, the second on-off valve (820), the third on-off valve (830), the fourth on-off valve (840) and the fifth on-off valve (850) are closed, the sixth throttling element (760) is opened and plays a throttling role, the seventh throttling element (770) is closed, the in-vehicle condenser (140) and the outdoor heat exchanger (120) act as condensers, and the in-vehicle evaporator (130) acts as an evaporator.

31. The thermal management system (1) according to claim 19, characterized in that The thermal management system (1) has an air-defog state; When the thermal management system (1) is in the air defogger state, the fourth on-off valve (840) is opened, the first on-off valve (810), the second on-off valve (820), the third on-off valve (830), the fifth on-off valve (850) and the eighth on-off valve (880) are closed, the second throttling element (720) is opened and plays a throttling role, the seventh throttling element (770) is closed, the in-vehicle condenser (140) acts as a condenser, and the out-of-vehicle heat exchanger (120) acts as an evaporator.

32. A vehicle, characterized in that: include: The thermal management system (1) according to any one of claims 1 to 31.

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