Thermal management system and vehicle with same

Abstract

The invention discloses a thermal management system and a vehicle with the same. The thermal management system comprises an air conditioner module, a motor cooling module and an ejector. The air conditioner module comprises a compressor, a first in-vehicle heat exchanger and an out-vehicle heat exchanger which are connected to form a refrigerant loop. The motor cooling module comprises a motor and a plate heat exchanger. The ejector comprises a first ejection inlet, a second ejection inlet and an ejection outlet, the first ejection inlet is connected to the first end of the first in-vehicle heat exchanger, the second ejection inlet is connected to the first end of the out-vehicle heat exchanger, and the plate heat exchanger is provided with a first heat exchange channel and a second heat exchange channel; the two ends of the first heat exchange channel are connected with the motor cooling channel, and one end of the second heat exchange channel is connected with the injection outlet. According to the thermal management system, the heat sources of the thermal management system are increased, so that the thermal management system has double heat sources, the heating rate of the thermal management system is increased, and the working efficiency of the thermal management system is improved.

Description

Technical Field

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

[0002] The thermal management system of electric vehicles is different from the air conditioning system of traditional fuel vehicles. When the temperature is low in winter, the thermal management system is needed to heat the passenger compartment and the battery so that the air temperature in the passenger compartment meets the comfort requirements of the passengers, while improving the battery charging and discharging efficiency and avoiding irreversible damage to the battery caused by lithium plating.

[0003] In the prior art, electric vehicles generally use heat pumps or PTC solutions. Compared with the PTC heater solution, the heat pump solution has the advantage of high heating efficiency and is the development trend of electric vehicle heating solutions. However, in the heating mode, the heat source for the heat pump system to absorb heat only comes from the surrounding low-temperature air. The heat source is single, and the surrounding air temperature in the heating mode is also low. The heat that the heat pump system can absorb is also less, resulting in problems such as slow heating rate and low heating efficiency. Summary of the invention

[0004] 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 increases the heat source of the thermal management system, enables the thermal management system to have dual heat sources, improves the heating rate of the thermal management system, improves the working efficiency of the thermal management system, and reduces energy consumption.

[0005] Another object of the present invention is to provide a vehicle adopting the above thermal management system.

[0006] According to a first aspect of an embodiment of the present invention, a thermal management system includes: an air-conditioning module, the air-conditioning module includes a compressor, a first in-vehicle heat exchanger and an out-vehicle heat exchanger connected to form a refrigerant circuit; a motor cooling module, the motor cooling module includes a motor cooling channel and a plate heat exchanger; an ejector, the ejector includes a first ejection inlet, a second ejection inlet and an ejection outlet, the first ejection inlet is connected to a first end of the first in-vehicle heat exchanger, the second ejection inlet is connected to a first end of the out-vehicle heat exchanger, the plate heat exchanger has a first heat exchange channel and a second heat exchange channel, the two ends of the first heat exchange channel are respectively connected to the two ends of the motor cooling channel, one end of the second heat exchange channel is connected to the ejection outlet, and the other end of the second heat exchange channel is connected to the inlet of the compressor.

[0007] According to the thermal management system of the embodiment of the present invention, the heat source of the thermal management system is increased, so that the thermal management system has dual heat sources, the heating rate of the thermal management system is improved, the working efficiency of the thermal management system is improved, and the energy consumption is reduced.

[0008] 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.

[0009] According to some embodiments of the present invention, the ejector includes: a suction section, the first ejection inlet and the second ejection inlet are formed on the suction section; a mixing section, the mixing section is connected to the suction section; and a diffuser section, the diffuser section is connected to an end of the mixing section away from the suction section, and the ejection outlet is formed on the diffuser section.

[0010] 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.

[0011] According to some embodiments of the present invention, the thermal management system further includes: a first on-off valve, which is arranged between the first end of the first in-vehicle heat exchanger and the first injection inlet to control the on-off between the first in-vehicle heat exchanger and the first injection inlet; and a second on-off valve, which is arranged between the injection outlet and the first end of the second heat exchange channel to control the on-off between the injection outlet and the first end of the second heat exchange channel.

[0012] According to some embodiments of the present invention, the thermal management system further includes: a first throttling element, which is connected to the second end of the external heat exchanger and cuts off the connection between the external heat exchanger and the first internal heat exchanger when the first throttling element is closed.

[0013] According to some embodiments of the present invention, the thermal management system further includes: a third on-off valve, one end of the third on-off valve is connected to the second end of the second heat exchange channel, and the other end of the third on-off valve is connected to the inlet of the compressor to control the on-off between the plate heat exchanger and the inlet of the compressor.

[0014] According to some embodiments of the present invention, when the air-conditioning module is in a heating mode or a defog mode, the first on-off valve, the second on-off valve, the third on-off valve and the first throttling element are all opened, wherein the first throttling element opens throttling.

[0015] According to some embodiments of the present invention, when the air conditioning module is in the defrost mode, the first on-off valve, the second on-off valve and the third on-off valve are all opened, and the first throttling element is closed.

[0016] According to some embodiments of the present invention, the air-conditioning module also includes a second in-vehicle heat exchanger, one end of which is respectively connected to the second end of the second heat exchange channel, the second end of the external heat exchanger and the second injection inlet, and the other end of the second in-vehicle heat exchanger is connected to the inlet of the compressor; the motor cooling module also includes a motor heat exchanger, both ends of which are respectively connected to the first heat exchange channel and the motor cooling channel.

[0017] According to some embodiments of the present invention, the thermal management system further includes: a fourth on-off valve, one end of the fourth on-off valve being connected between the external heat exchanger and the second injection inlet, and the other end of the fourth on-off valve being connected between the second end of the second heat exchange channel and the one end of the third on-off valve and the other end of the second internal heat exchanger to control the on-off between the external heat exchanger and the second internal heat exchanger.

[0018] According to some embodiments of the present invention, when the air-conditioning module is in the parking heating mode, the fourth on-off valve, the first throttling element and the third on-off valve are opened, the first on-off valve and the second on-off valve are closed, and the first throttling element is turned on for throttling.

[0019] According to some embodiments of the present invention, the thermal management system further includes: a second throttling element, one end of the second throttling element is connected to the one end of the second in-vehicle heat exchanger, and the other end of the second throttling element is selectively connected to the external heat exchanger and one of the second ends of the second heat exchange channel.

[0020] According to some embodiments of the present invention, when the air-conditioning module is in cooling mode, cooling plus motor heat dissipation mode or dehumidification mode, the first throttling element, the second throttling element and the fourth on-off valve are all opened, and the third on-off valve and the second on-off valve are both closed, wherein the second throttling element opens throttling.

[0021] According to some embodiments of the present invention, the thermal management system further includes: a battery pack heat exchanger, one end of the battery pack heat exchanger is selectively connected to one of the first injection inlet and the fourth on-off valve, and the other end of the battery pack heat exchanger is selectively connected to one of the inlet and the outlet of the compressor.

[0022] According to some embodiments of the present invention, when one end of the battery pack heat exchanger is connected to the first injection inlet, the other end of the battery pack heat exchanger is connected to the outlet of the compressor; when one end of the battery pack heat exchanger is connected to the external heat exchanger, the other end of the battery pack heat exchanger is connected to the inlet of the compressor.

[0023] According to some embodiments of the present invention, the thermal management system further includes: a third throttling element, which is connected between the one end of the battery pack heat exchanger and the first injection inlet; a fifth on-off valve, which is connected between the other end of the battery pack heat exchanger and the outlet of the compressor to control the on-off between the battery pack heat exchanger and the outlet of the compressor; and a sixth on-off valve, which is connected between the other end of the battery pack heat exchanger and the inlet of the compressor to control the on-off between the battery pack heat exchanger and the inlet of the compressor.

[0024] According to some embodiments of the present invention, the thermal management system further includes: a first one-way valve, which is connected between the third throttling element and the fourth on-off valve, and the first one-way valve is configured to flow the refrigerant flowing through the external heat exchanger unidirectionally to the battery pack heat exchanger.

[0025] According to some embodiments of the present invention, the thermal management system further comprises: a fourth throttling element connected between the other end of the battery pack heat exchanger and the fifth on-off valve and the sixth on-off valve.

[0026] According to some embodiments of the present invention, when the air-conditioning module is in the heating plus battery heating mode, the first on-off valve, the second on-off valve, the third on-off valve, the first throttling element, the third throttling element, the fourth throttling element and the fifth on-off valve are all opened, and the sixth on-off valve, the fourth on-off valve and the second throttling element are all closed.

[0027] According to some embodiments of the present invention, when the air-conditioning module is in a battery cooling mode, the first throttling element, the fourth on-off valve, the sixth on-off valve, the third throttling element and the fourth throttling element are all opened, and the fifth on-off valve, the first on-off valve, the second on-off valve and the third on-off valve are closed, wherein the third throttling element opens throttling.

[0028] According to some embodiments of the present invention, when the air-conditioning module is in a cooling mode plus a battery cooling mode, the first throttling element, the second throttling element, the fourth on-off valve, the sixth on-off valve, the third throttling element and the fourth throttling element are all opened, and the fifth on-off valve, the first on-off valve, the second on-off valve and the third on-off valve are all closed, wherein the third throttling element and the second throttling element are opened for throttling.

[0029] According to some embodiments of the present invention, when the air-conditioning module is in a battery heating mode, the first on-off valve, the second on-off valve, the third on-off valve, the first throttling element, the third throttling element, the fourth throttling element and the fifth on-off valve are all opened, and the sixth on-off valve and the fourth on-off valve are both closed.

[0030] A vehicle according to an embodiment of a second aspect of the present invention comprises the thermal management system according to the embodiment of the first aspect of the present invention.

[0031] 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

[0032] 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:

[0033] Figure 1 is a schematic diagram of the principle of a thermal management system according to a first embodiment of the present invention;

[0034] Figure 2 is a schematic diagram of an air conditioning and heating mode according to a first embodiment of the present invention;

[0035] Figure 3 is a schematic diagram of an air conditioning heating mode during defrosting according to a first embodiment of the present invention;

[0036] Figure 4 is a schematic diagram of an air conditioning and heating synchronous battery heating mode according to a first embodiment of the present invention;

[0037] Figure 5 is a schematic diagram of a battery heating mode according to a first embodiment of the present invention;

[0038] Figure 6 is a schematic diagram of an air conditioning demisting mode according to a first embodiment of the present invention;

[0039] Figure 7 is a schematic diagram of an air conditioning cooling mode according to a first embodiment of the present invention;

[0040] Figure 8 is a schematic diagram of air conditioning cooling and motor heat dissipation modes according to a first embodiment of the present invention;

[0041] Fig. 9 is a schematic diagram of an air conditioning refrigeration synchronous battery cooling mode according to a first embodiment of the present invention;

[0042] Fig.10 is a schematic diagram of a battery cooling mode according to a first embodiment of the present invention;

[0043] Fig.11 is a schematic diagram of an air conditioning dehumidification mode according to a first embodiment of the present invention;

[0044] Fig.12 is a schematic diagram of an air conditioning and heating mode during parking according to a first embodiment of the present invention;

[0045] Fig.13 is a schematic diagram of the principle of a thermal management system according to a second embodiment of the present invention;

[0046] Fig.14 is a schematic diagram of an air conditioning and heating mode according to a second embodiment of the present invention;

[0047] Fig.15 is a schematic diagram of an air conditioning heating mode during defrosting according to a second embodiment of the present invention;

[0048] Fig.16 is a schematic diagram of an air conditioning and heating mode when the vehicle is parked according to a second embodiment of the present invention;

[0049] Fig.17 is a schematic diagram of an air conditioning demisting mode according to a second embodiment of the present invention;

[0050] Fig.18 is a schematic diagram of an air conditioning cooling mode according to a second embodiment of the present invention;

[0051] Fig.19 is a schematic diagram of air conditioning cooling and motor heat dissipation modes according to a second embodiment of the present invention;

[0052] Fig. 20 is a schematic diagram of an air conditioning dehumidification mode according to a second embodiment of the present invention;

[0053] Fig.21 Schematic diagram of an ejector for a thermal management system according to an embodiment of the present invention.

[0054] Reference numerals:

[0055] 100. Thermal management system;

[0056] 1. Air conditioning module; 11. Compressor; 12. First in-vehicle heat exchanger; 13. External heat exchanger; 14. Second in-vehicle heat exchanger; 2. Motor cooling module; 21. Motor cooling channel; 22. Plate heat exchanger; 221. First heat exchange channel; 222. Second heat exchange channel; 23. Motor heat exchanger; 3. Ejector; 31. First ejector inlet; 32. Second ejector inlet; 33. Ejector outlet; 34. Suction section; 35. Mixing section; 36. Diffuser section; 4. First on-off valve; 5. Second on-off valve; 6. First throttling element; 7. Second throttling element; 8. Third on-off valve; 9. Fourth on-off valve; 101. Battery pack heat exchanger; 102. Third throttling element; 103. First one-way valve; 104. Fifth on-off valve; 105. Sixth on-off valve; 106. Fourth throttling element; 107. Gas-liquid separator. DETAILED DESCRIPTION

[0057] Reference below Figure 1-Figure 21 A thermal management system 100 according to an embodiment of a first aspect of the present invention is described.

[0058] like Figure 1-Figure 21 As shown, the thermal management system 100 according to the first embodiment of the present invention includes an air conditioning module 1, a motor cooling module 2 and an ejector 3.

[0059] Specifically, the air conditioning module 1 includes a compressor 11, a first in-vehicle heat exchanger 12, and an external heat exchanger 13 connected to form a refrigerant circuit. The motor cooling module 2 includes a motor cooling channel 21 and a plate heat exchanger 22. The ejector 3 includes a first ejection inlet 31, a second ejection inlet 32, and an ejection outlet 33. The first ejection inlet 31 is connected to the first end of the first in-vehicle heat exchanger 12, and the second ejection inlet 32 ​​is connected to the first end of the external heat exchanger 13. The plate heat exchanger 22 has a first heat exchange channel 221 and a first heat exchange channel 222. Both ends of the first heat exchange channel 221 are respectively connected to the motor cooling channel 21, one end of the first heat exchange channel 222 is connected to the ejection outlet 33, and the other end of the first heat exchange channel 222 is connected to the inlet of the compressor 11.

[0060] For example, in Figure 1-Figure 21 In the example, one end of the compressor 11 is connected to the first in-vehicle heat exchanger 12, and the other end of the compressor 11 is connected to the gas-liquid separator 107. The other end of the first in-vehicle heat exchanger 12 is connected to the outside heat exchanger 13. The compressor 11 can compress the refrigerant into a high-temperature and high-pressure gas. The gas-liquid separator 107 can separate the refrigerant and the refrigeration oil, and act as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 11.

[0061] When the working mode of the air-conditioning module 1 is the heating mode, the refrigerant in the gas-liquid separator 107 enters the compressor 11, is compressed by the compressor 11 and becomes a high-temperature and high-pressure gas, and then the high-temperature and high-pressure gas enters the first in-vehicle heat exchanger 12. At the same time, air passes through the first in-vehicle heat exchanger 12. The low-temperature air in the environment is heated into high-temperature air through the first in-vehicle heat exchanger 12 and provided to the vehicle for heating. The refrigerant is cooled into a medium-temperature and high-pressure fluid through the first in-vehicle heat exchanger 12. Thus, the air-conditioning module 1 realizes heating.

[0062] When the working mode of the air-conditioning module 1 is the cooling mode, the refrigerant in the gas-liquid separator 107 enters the compressor 11, and the compressor 11 forms high-temperature and high-pressure gas after compression. The high-temperature and high-pressure gas passes through the first in-vehicle heat exchanger 12 and the outdoor heat exchanger 13, and the outflow is still high-temperature and high-pressure gas. The high-temperature and high-pressure gas needs to be further throttled and cooled, and then passes through the second in-vehicle heat exchanger 14 to exchange heat with the surrounding air to cool the surrounding air, thereby achieving refrigeration.

[0063] The motor cooling channel 21 and the plate heat exchanger 22 are connected on the first heat exchange channel 221 to form a non-heat dissipation loop. On the second heat exchange channel 222, the two ends of the plate heat exchanger 22 are respectively connected to the compressor 11 and the ejector 3, so that the plate heat exchanger 22 can receive the refrigerant from the air conditioning module 1. The refrigerant enters the first heat exchange channel 221 through the plate heat exchanger 22. In the first heat exchange channel 221, the coolant passes through the motor cooling channel 21 to take away the heat of the motor cooling module 2, and enters the plate heat exchanger 22 through the motor cooling channel 2. The refrigerant and the coolant exchange heat in the plate heat exchanger 22, thereby reducing the temperature of the motor cooling module 2, and the heat of the motor enters the circulation of the thermal management system 100 with the refrigerant.

[0064] The first ejection inlet 31 of the ejector 3 is arranged in the axial direction of the ejector 3 (for example, Fig.21 The second ejection inlet 32 ​​is arranged at one end of the ejector 3 in the radial direction (for example, Fig.21 The first ejection inlet 31 is connected to one end of the first in-vehicle heat exchanger 12 connected to the outside heat exchanger 13, and the second ejection inlet 32 ​​is connected to one end of the outside heat exchanger 13 connected to the inlet of the compressor 11. The ejection outlet 33 is arranged at the other axial end of the ejector 3. Such an arrangement facilitates the connection between the compressor 11 and the plate heat exchanger 22 and the ejector 3, and is conducive to the ejector 3 mixing and pressurizing the refrigerant.

[0065] Specifically, the ejector 3 is arranged between the first in-vehicle heat exchanger 12 and the plate heat exchanger 22, and the first ejection inlet 31 and the second ejection inlet 32 ​​of the ejector 3 can respectively inhale the refrigerant from the first in-vehicle heat exchanger 12 and the external heat exchanger 13. After the refrigerant enters the ejector 3, the ejector 3 mixes the refrigerants of different temperatures and pressures, so that the speed of the refrigerant increases and the pressure decreases, thereby realizing the conversion of pressure energy into kinetic energy. Thus, the ejector 3 can recycle the refrigerant from the first in-vehicle heat exchanger 12 and the in-vehicle heat exchanger, so that the refrigerant re-enters the loop, thereby improving the efficiency of the thermal management system 100. When the refrigerant flows out from the ejection outlet 33 of the ejector 3, the refrigerant will be ejected at a supersonic speed, and a series of shock waves will be generated.

[0066] After the refrigerant is ejected from the ejection outlet 33, the refrigerant reaches a relatively high evaporation pressure and enters the plate heat exchanger 22, meeting the evaporation pressure requirement for recovering waste heat from the coolant with waste heat in the motor cooling channel 21. Specifically, the refrigerant enters the plate heat exchanger 22, because in the first heat exchange channel 221, the coolant can exchange heat in the motor cooling channel 21, taking away the heat of the motor cooling module 2, so that the coolant can exchange heat with the refrigerant in the plate heat exchanger 22, so that the refrigerant recovers the waste heat of the motor in the coolant and returns to the circulation, thereby making the waste heat of the motor become the heat source of the thermal management system 100, increasing the heat source of the thermal management system 100.

[0067] In summary, by setting the ejector 3 in the thermal management system 100, the refrigerant can meet the evaporation pressure requirement, and can absorb the waste heat of the motor when passing through the plate heat exchanger 22, so that the refrigerant with the waste heat of the motor enters the circulation of the thermal management system 100, so that the thermal management system 100 has a dual heat source, thereby improving the working efficiency of the thermal management system 100, increasing the heating amount and heating speed, and reducing energy consumption.

[0068] According to the thermal management system 100 of the embodiment of the present invention, by providing the ejector 3 in the thermal management system 100, the waste heat of the motor can be absorbed when the refrigerant passes through the plate heat exchanger 22, so that the refrigerant with the waste heat of the motor enters the circulation of the thermal management system 100. Therefore, compared with the traditional thermal management system, the heat source of the thermal management system 100 is increased, so that the thermal management system 100 has a dual heat source, the heating rate of the thermal management system 100 is improved, the working efficiency of the thermal management system 100 is improved, and the energy consumption is reduced.

[0069] According to some embodiments of the present invention, the first injection inlet 31 and the injection outlet 33 are respectively disposed at opposite ends of the ejector 3, and the second injection inlet 32 ​​is disposed at the periphery of the ejector 3. Figure 1-Figure 21, the first ejection inlet 31 and the ejection outlet 33 are respectively located at the two ends of the axial direction of the ejector 3. The second ejection inlet 32 ​​is arranged on the side of the outer periphery of the ejector 3 adjacent to the first ejection inlet 31. Therefore, after the refrigerant enters the ejector 3 from the first ejection inlet 31 and the second ejection inlet 32, the ejector 3 mixes the refrigerant through energy conversion and increases the pressure of the refrigerant, and then ejects it from the ejection outlet 33. Therefore, the ejector 3 realizes the function of increasing the fluid pressure without directly consuming mechanical energy, thereby improving the efficiency of the thermal management system 100.

[0070] According to some embodiments of the present invention, the ejector 3 includes a suction section 34, a mixing section 35 and a diffuser section 36. The first ejector inlet 31 and the second ejector inlet 32 ​​are formed on the suction section 34. The mixing section 35 is connected to the suction section 34. The diffuser section 36 is connected to one end of the mixing section 35 away from the suction section 34, and an ejector outlet 33 is formed on the diffuser section 36.

[0071] like Fig.21 As shown, the suction section 34 and the diffuser section 36 are respectively located at the two ends of the ejector 3 in the axial direction, and the mixing section 35 is located between the suction section 34 and the diffuser section 36. The first ejection inlet 31 is formed at one end of the suction section 34 away from the mixing section 35, and the second ejection inlet 32 ​​is formed at the periphery of the suction section 34, so that the refrigerant from the first in-vehicle heat exchanger 12 and the plate heat exchanger 22 can enter the suction section 34 from the first ejection inlet 31 and the second ejection inlet 32 ​​respectively.

[0072] Among them, the refrigerant from the first in-vehicle heat exchanger 12 and the plate heat exchanger 22 enter the suction section 34 from the first injection inlet 31 and the second injection inlet 32 ​​respectively. Since the refrigerant entering from the first injection inlet 31 and the refrigerant entering from the second injection inlet 32 ​​have a large speed difference and pressure difference, the refrigerants from different paths enter the mixing section 35 and are mixed, and the refrigerant is entropically expanded in the expansion section 36. In this process, the speed of the refrigerant is increased and the pressure is reduced, realizing the conversion of pressure energy into kinetic energy. As a result, the refrigerant can be ejected from the injection outlet 33, and the injection outlet 33 meets the evaporation pressure requirement of absorbing heat from the coolant with motor waste heat, without consuming mechanical energy, so that the refrigerant can absorb the motor waste heat when passing through the plate heat exchanger 22, increase the heat source of the thermal management system 100, and improve the efficiency of the thermal management system 100.

[0073] Furthermore, the cross-sectional area of ​​the diffuser section 36 gradually increases in a direction away from the mixing section 35. Fig.21In the example, the cross-section of the diffuser section 36 is in the shape of an isosceles trapezoid, so that the shape of the ejection outlet 33 is in the shape of a trumpet. The speed of the refrigerant decreases and the pressure increases in the diffuser section 36, realizing the conversion of kinetic energy into pressure energy. Therefore, when the refrigerant flows out of the ejection outlet 33, the speed of the refrigerant will also increase. Such a setting can reduce the pressure of the refrigerant on the ejector 3 in the diffuser section 36, while ensuring that the refrigerant can be ejected at high pressure, so that after the high-pressure refrigerant flows to the plate heat exchanger 22, it can exchange heat with the coolant in the motor cooling channel 21.

[0074] Thus, the ejection outlet 33 meets the evaporation pressure requirement for absorbing heat from the coolant with motor waste heat, that is, the refrigerant ejected from the ejection outlet 33 enters the plate heat exchanger 22, so that the refrigerant in the plate heat exchanger 22 enters the first heat exchange channel 221, so that the refrigerant absorbs heat from the coolant of the motor cooling module 2, and then enters the first heat exchange channel 221, and flows into the compressor 11 after passing through the gas-liquid separator 107, completing the entire cycle. That is, the refrigerant coming out of the first in-vehicle heat exchanger 12 can absorb heat from the outside heat exchanger 13 at a lower evaporation pressure, and then mix with the refrigerant from the first in-vehicle heat exchanger 12 after passing through the ejector 3, and enter the plate heat exchanger 22 after reaching a higher evaporation pressure to recover waste heat from the coolant with motor waste heat, and then enter the air intake of the compressor 11 after separation by the gas-liquid separator 107.

[0075] In summary, the ejector 3 achieves mixing of refrigerants from different paths and absorbs heat from the motor cooling module 2, thereby increasing the heat source of the air conditioning module 1 during operation and improving the efficiency of the thermal management system 100.

[0076] According to some embodiments of the present invention, the thermal management system 100 further includes a first on-off valve 4 and a second on-off valve 5. The first on-off valve 4 is provided between the first end of the first in-vehicle heat exchanger 12 and the first injection inlet 31 to control the on-off between the first in-vehicle heat exchanger 12 and the first injection inlet 31. The second on-off valve 5 is provided between the injection outlet 33 and the first end of the first heat exchange channel 222 to control the on-off between the injection outlet 33 and the first end of the first heat exchange channel 222.

[0077] like Figure 1-Figure 20 As shown, the first on-off valve 4 is disposed between one end of the first in-vehicle heat exchanger 12 connected to the outside heat exchanger 13 and the first injection inlet 31, and the first on-off valve 4 can control whether the refrigerant in the first in-vehicle heat exchanger 12 flows into the first injection inlet 31. The second on-off valve 5 can control whether the refrigerant can flow from the injection outlet 33 to the plate heat exchanger 22.

[0078] Specifically, when the air conditioning module 11 is in the heating mode, the defog mode or the defrosting mode, the first on-off valve 4 and the second on-off valve 5 are opened, and the compressor 11 compresses the refrigerant to form a high-temperature and high-pressure gas. The high-temperature and high-pressure gas passes through the first in-vehicle heat exchanger 12, so that the low-temperature air in the surrounding environment passing through the first in-vehicle heat exchanger 12 is heated to high-temperature air and provided to the vehicle for heating. At this time, the high-temperature and high-pressure refrigerant is cooled by the first in-vehicle heat exchanger 12 to a medium-temperature and high-pressure fluid. Subsequently, the medium-temperature and high-pressure fluid is divided into two paths, one path of the refrigerant passes through the external heat exchanger 13, absorbs heat from the surrounding air, and enters the ejector 3 through the second ejection inlet 32; the other path of the refrigerant passes through the first on-off valve 4 and the first ejection inlet 31 and enters the ejector 3.

[0079] The high-pressure refrigerant formed after the two refrigerants are mixed in the ejector 3 is ejected from the ejection outlet 33, passes through the first heat exchange channel 222 of the plate heat exchanger 22, and the high-pressure refrigerant enters the plate heat exchanger 22. In the first heat exchange channel 221, the coolant can pass through the motor cooling channel 21 to absorb the heat generated by the motor, so that the motor is cooled. When the coolant passes through the plate heat exchanger 22, the coolant exchanges heat with the refrigerant, so that the refrigerant can absorb the residual heat of the motor in the coolant. Subsequently, the refrigerant that absorbs the residual heat of the motor flows from the plate heat exchanger 22 to the gas-liquid separator 107, so that the refrigerant with the residual heat of the motor enters the cycle. In this way, the residual heat of the motor is applied to the working cycle of the air-conditioning module 1, so that when the air-conditioning module 1 is heated, the energy efficiency of the compressor 11 for heating the refrigerant is reduced, the working efficiency of the air-conditioning module 1 is improved, the working energy consumption is reduced, and the thermal management system 100 has a dual heat source, thereby improving the working efficiency of the thermal management system 100.

[0080] When the air conditioning module 11 is in the parking heating mode, the first on-off valve 4 and the second on-off valve 5 are closed, and the high-temperature and high-pressure gas compressed by the compressor 11 passes through the first in-vehicle heat exchanger 12, so that the surrounding air is heated, and the high-temperature and high-pressure refrigerant is also cooled into a medium-temperature and high-pressure fluid, and then the medium-temperature and high-pressure refrigerant passes through the outside heat exchanger 13, and the medium-temperature and high-pressure refrigerant absorbs heat from the surrounding air and becomes a low-temperature and low-pressure refrigerant, and then the low-temperature and low-pressure refrigerant enters the gas-liquid separator 107. The gas-liquid separator 107 can separate the refrigerant and the refrigeration oil, and the gas-liquid separator 107 also serves as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11 again, thereby forming a cycle. In this mode, since the motor does not work when the car is parked, the motor does not need to be cooled, so there is no need to exchange the waste heat of the motor cooling module 2, so in this mode, it does not pass through the ejector 3 and the plate heat exchanger 22.

[0081] To sum up, by setting the first on-off valve 4 and the second on-off valve 5, the on-off between the compressor 11, the ejector 3 and the plate heat exchanger 22 can be controlled, so that the air-conditioning module 1 can absorb the heat of the motor cooling module 21, increase the heat source of the air-conditioning module 1, and improve the efficiency of the thermal management system 100.

[0082] According to some embodiments of the present invention, the thermal management system 100 further includes a first throttling element 6, which is connected to the second end of the external heat exchanger 13, and when the first throttling element 6 is closed, the connection between the external heat exchanger 13 and the first internal heat exchanger 12 is cut off.

[0083] Reference Figure 1-Figure 20 The first throttling element 6 is connected to one end of the outdoor heat exchanger 13 connected to the first indoor heat exchanger 12. When the refrigerant passes through the first throttling element 6, the first throttling element 6 can throttle the refrigerant to form a low-temperature and low-pressure refrigerant, and then the low-temperature and low-pressure refrigerant flows into the outdoor heat exchanger 13, and the low-temperature and low-pressure refrigerant absorbs heat from the surrounding air. Alternatively, the first throttling element 6 can only serve as a flow channel without a throttling effect. Alternatively, when the first throttling element 6 is closed, the refrigerant cannot pass through the first throttling element 6, that is, the refrigerant cannot flow from the first indoor heat exchanger 12 to the outdoor heat exchanger 13.

[0084] Specifically, when the air conditioning module 11 is in the heating mode or the defog mode, the first on-off valve 4 and the second on-off valve 5 are opened, and the compressor 11 compresses the refrigerant to form a high-temperature and high-pressure gas. The high-temperature and high-pressure gas passes through the first in-vehicle heat exchanger 12, so that the low-temperature air passing through the first in-vehicle heat exchanger 12 is heated to high-temperature air and provided to the vehicle for heating. At this time, the high-temperature and high-pressure refrigerant is cooled by the first in-vehicle heat exchanger 12 to a medium-temperature and high-pressure fluid. Subsequently, the medium-temperature and high-pressure fluid is divided into two paths, one path of refrigerant passes through the first on-off valve 4 and the first injection inlet 31 to enter the ejector 3; the other path of refrigerant will be throttled by the first throttling element 6 to form a low-temperature and low-pressure refrigerant, and then passes through the external heat exchanger 13. The temperature and pressure of the refrigerant are lower than the temperature and pressure of the air. After absorbing heat from the surrounding air, it enters the ejector 3 through the second injection inlet 32. Therefore, the above two refrigerants are mixed in the ejector 3, and after being pressurized by the ejector 3, the refrigerant is finally ejected from the ejection outlet 33, and after absorbing the waste heat from the motor through the plate heat exchanger 22, it re-enters the working cycle to achieve heating or defogger.

[0085] When the air-conditioning module 1 is in the parking heating mode, the first on-off valve 4 and the second on-off valve 5 are closed, and the high-temperature and high-pressure gas compressed by the compressor 11 passes through the first in-vehicle heat exchanger 12, so that the surrounding air is heated, and the high-temperature and high-pressure refrigerant is also cooled into a medium-temperature and high-pressure fluid. Then, the medium-temperature and high-pressure refrigerant passes through the first throttling element 6, so that the refrigerant is throttled to form a low-temperature and low-pressure refrigerant. The low-temperature and low-pressure refrigerant enters the outdoor heat exchanger 13, and the medium-temperature and high-pressure refrigerant absorbs heat from the surrounding air and becomes a low-temperature and low-pressure refrigerant. Then, the low-temperature and low-pressure refrigerant enters the gas-liquid separator 107.

[0086] Therefore, the refrigerant can normally perform heat exchange when passing through the first in-vehicle heat exchanger 12 and the out-vehicle heat exchanger 13, so as to ensure that the air conditioning module 1 operates normally in each mode.

[0087] According to some embodiments of the present invention, the thermal management system 100 further includes a third on-off valve 8, one end of the third on-off valve 8 is connected to the second end of the first heat exchange channel 222, and the other end of the third on-off valve 8 is connected to the inlet of the compressor 11 to control the on-off between the plate heat exchanger 22 and the inlet of the compressor 11.

[0088] For example, in Figure 1-Figure 20 In the example of , the third on-off valve 8 can control whether the refrigerant flowing out of the plate heat exchanger 22 or the external heat exchanger 13 can enter a new cycle. When the third on-off valve 8 is closed, the refrigerant cannot enter the compressor 11 again after passing through the compressor 11, the first internal heat exchanger 12, the external heat exchanger 13 and the plate heat exchanger 22. When the third on-off valve 8 is opened, the refrigerant can enter the compressor 11 again after passing through the compressor 11, the first internal heat exchanger 12, the external heat exchanger 13 and the plate heat exchanger 22, and the cycle of the thermal management system 100 can operate normally, so that the air-conditioning module 1 can operate normally. As a result, the third on-off valve 8 can control the operating state of the air-conditioning module 1, so that the air-conditioning module 1 can work when the passenger needs it.

[0089] According to some embodiments of the present invention, when the air conditioning module 1 is in heating mode or defog mode, the first on-off valve 4, the second on-off valve 5, the third on-off valve 8 and the first throttling element 6 are all opened, wherein the first throttling element 6 starts throttling.

[0090] like Figure 2 As shown, the air conditioning module 1 is in heating mode. Figure 6As shown, the air conditioning module 1 is in the defog mode. After the compressor 11 compresses the refrigerant into a high-temperature and high-pressure gas, the high-temperature and high-pressure gas passes through the first in-vehicle heat exchanger 12, so that the low-temperature air passing through the first in-vehicle heat exchanger 12 is heated to high-temperature air, and the high-temperature air is used to heat the interior of the vehicle. At this time, the high-temperature and high-pressure refrigerant is cooled by the first in-vehicle heat exchanger 12 into a medium-temperature and high-pressure fluid. Subsequently, the medium-temperature and high-pressure fluid is divided into two paths. One path of the refrigerant becomes a low-temperature and low-pressure refrigerant after being throttled by the first throttling element 6. After the low-temperature and low-pressure refrigerant enters the outdoor heat exchanger 13, it absorbs heat from the surrounding air and enters the ejector 3 through the second injection inlet 32; the other path of the refrigerant enters the ejector 3 through the first on-off valve 4 and the first injection inlet 31. The two paths of refrigerants entering the ejector 3 are mixed in the ejector 3, so that the temperature and speed of the two paths of refrigerants are consistent, and the mixed refrigerant is ejected from the injection outlet 33 into the plate heat exchanger 22. In the first heat exchange channel 221, the coolant can pass through the motor cooling channel 21 to absorb the heat generated by the motor cooling module 2, so as to cool down the motor cooling module 2. When the coolant passes through the plate heat exchanger 22, the coolant and the refrigerant can exchange heat, so that the refrigerant can absorb the residual heat of the motor in the coolant. Subsequently, the refrigerant that absorbs the residual heat of the motor flows from the plate heat exchanger 22 to the gas-liquid separator 107, so that the refrigerant with the residual heat of the motor enters the circulation, so that the air-conditioning module 1 can utilize the heat source of the motor, thereby improving the efficiency of the thermal management system 100.

[0091] In another embodiment of the present invention, Fig.14 As shown, the air conditioning module 1 is in heating mode. Fig.17As shown, the air conditioning module 1 is in the defog mode. After the compressor 11 compresses the refrigerant into a high-temperature and high-pressure gas, the high-temperature and high-pressure gas passes through the first in-vehicle heat exchanger 12, so that the low-temperature air passing through the first in-vehicle heat exchanger 12 is heated to high-temperature air, and the high-temperature air is used to heat the interior of the vehicle. At this time, the high-temperature and high-pressure refrigerant is cooled by the first in-vehicle heat exchanger 12 into a medium-temperature and high-pressure fluid. Subsequently, the medium-temperature and high-pressure fluid is divided into two paths. One path of the refrigerant becomes a low-temperature and low-pressure refrigerant after being throttled by the first throttling element 6. After the low-temperature and low-pressure refrigerant enters the outdoor heat exchanger 13, it absorbs heat from the surrounding air and enters the ejector 3 through the second injection inlet 32; the other path of the refrigerant enters the ejector 3 through the first on-off valve 4 and the first injection inlet 31. The two paths of refrigerants entering the ejector 3 are mixed in the ejector 3, so that the temperature and speed of the two paths of refrigerants are consistent, and the mixed refrigerant is ejected from the injection outlet 33 into the plate heat exchanger 22. In the first heat exchange channel 221, the coolant can pass through the motor cooling channel 21 to absorb the heat generated by the motor cooling module 2, so as to cool down the motor cooling module 2. When the coolant passes through the plate heat exchanger 22, the coolant and the refrigerant can exchange heat, so that the refrigerant can absorb the waste heat of the motor cooling module 2 in the coolant. Subsequently, the refrigerant that absorbs the waste heat of the motor cooling module 2 flows from the plate heat exchanger 22 to the gas-liquid separator 107, so that the refrigerant with the waste heat of the motor cooling module 2 enters the circulation, so that the air-conditioning module 1 can utilize the heat source of the motor, thereby improving the efficiency of the thermal management system 100.

[0092] According to some embodiments of the present invention, when the air conditioning module 1 is in the defrosting mode, the first on-off valve 4 , the second on-off valve 5 , and the third on-off valve 8 are all opened, and the first throttling element 6 is closed.

[0093] Reference Figure 3 When the air conditioning module 1 is in the defrosting mode, the compressor 11 compresses the refrigerant into a high-temperature and high-pressure gas, and the high-temperature and high-pressure gas passes through the first in-vehicle heat exchanger 12, so that the low-temperature air passing through the first in-vehicle heat exchanger 12 is heated to high-temperature air, and the high-temperature air is used to heat the interior of the vehicle. At this time, the first throttling element 6 blocks the path between the first in-vehicle heat exchanger 12 and the outside heat exchanger 13, and the refrigerant cannot pass through the first throttling element 6 to enter the outside heat exchanger 13. The high-temperature and high-pressure refrigerant enters the ejector 3 through the first on-off valve 4 and the first ejection inlet 31, and after the pressurization of the ejector 3, the ejection outlet 33 meets the evaporation pressure requirement of absorbing heat from the coolant with motor waste heat, that is, the refrigerant ejected from the ejection outlet 33 enters the plate heat exchanger 22.

[0094] At the same time, when the vehicle is driving, the motor generates heat, and the motor cooling module 2 can cool the motor, and the waste heat of the motor cooling module 2 can be recycled through the plate heat exchanger 22. The three-way water valve is switched to the motor heat dissipation circuit, and the coolant circulation water pump is turned on. The coolant first enters the motor heat exchanger 23 to absorb heat from the surrounding environment, and then enters the motor cooling channel 21 to take away the heat and further increase the temperature. The refrigerant in the plate heat exchanger 22 exchanges heat with the coolant, so that the refrigerant absorbs heat from the coolant in the motor cooling channel 21, so that the refrigerant absorbs the heat of the motor cooling module 2, and then the refrigerant flows out of the plate heat exchanger 22 and enters the gas-liquid separator 107 through the third on-off valve 8, so that the gas-liquid separator 107 separates the refrigerant and continues to enter the compressor 11, increasing the heat source of the air conditioning module 1 and improving the efficiency of the thermal management system 100. In addition, the frost on the surface of the external heat exchanger 13 can be gradually defrosted by air circulation.

[0095] In another embodiment of the present invention, Fig.15 As shown, when the air conditioning module 1 is in the defrosting mode, the compressor 11 compresses the refrigerant into a high-temperature and high-pressure gas, and the high-temperature and high-pressure gas passes through the first in-vehicle heat exchanger 12, so that the low-temperature air passing through the first in-vehicle heat exchanger 12 is heated to high-temperature air, and the high-temperature air is used to heat the interior of the vehicle. At this time, the first throttling element 6 blocks the path between the first in-vehicle heat exchanger 12 and the outside heat exchanger 13, and the refrigerant cannot pass through the first throttling element 6 to enter the outside heat exchanger 13. The high-temperature and high-pressure refrigerant enters the ejector 3 through the first on-off valve 4 and the first ejection inlet 31, and after the pressurization of the ejector 3, the ejection outlet 33 meets the evaporation pressure requirement of absorbing heat from the coolant with the residual heat of the motor cooling module 2, that is, the refrigerant ejected from the ejection outlet 33 enters the plate heat exchanger 22.

[0096] At the same time, when the vehicle is driving, the motor generates heat, and the motor cooling module 2 can cool the motor. The motor cooling module 2 that absorbs the residual heat of the motor can exchange heat with the refrigerant passing through the plate heat exchanger 22, thereby recycling the residual heat of the motor cooling module 2. The three-way water valve is switched to the motor heat exchanger 23 circuit, and the coolant circulation water pump is turned on. The coolant first enters the motor heat exchanger 23 to absorb heat from the surrounding environment, and then enters the motor cooling channel 21 to take away the heat and further increase the temperature. The refrigerant in the plate heat exchanger 22 exchanges heat with the coolant, so that the refrigerant absorbs heat from the coolant in the motor cooling channel 21, so that the refrigerant absorbs the heat of the motor cooling module 2, and then the refrigerant flows out of the plate heat exchanger 22 and passes through the third on-off valve 8 into the gas-liquid separator 107, so that the gas-liquid separator 107 separates the refrigerant and continues to enter the compressor 11, increasing the heat source of the air conditioning module 1 and improving the efficiency of the thermal management system 100. In addition, the frost on the surface of the external heat exchanger 13 is gradually defrosted through air circulation.

[0097] With such configuration, the thermal management system 100 can absorb heat from the motor, and at the same time, the frost on the surface of the external heat exchanger 13 can be smoothly defrosted, so that the working cycle of the thermal management system 100 is normal. The thermal management system 100 can heat the interior of the vehicle normally, maintain the temperature inside the vehicle stable, and improve the comfort experience of the passengers.

[0098] According to some embodiments of the present invention, the air conditioning module 1 further includes a second in-vehicle heat exchanger 14, one end of which is respectively connected to the second end of the first heat exchange channel 222, the other end of the external heat exchanger 13, and the second injection inlet 32, and the second end of the second in-vehicle heat exchanger 14 is connected to the inlet of the compressor 11. The motor cooling module 2 further includes a motor heat exchanger 23, which is connected to the motor cooling channel 21 and the plate heat exchanger 22.

[0099] For example, in Figure 1-Figure 20 In the example of, in the thermal management system 100, the second in-vehicle heat exchanger 14 is usually connected to the outdoor heat exchanger 13. When the air conditioning module 1 is in the cooling or dehumidification mode, the compressor 11 discharges high-temperature and high-pressure gas after compression, and the high-temperature and high-pressure refrigerant passes through the first in-vehicle heat exchanger 12. At this time, the first in-vehicle heat exchanger 12 only serves as a flow channel, and the gas flowing out of the first in-vehicle heat exchanger 12 is still high-temperature and high-pressure gas. The first in-vehicle heat exchanger 12 is connected to the outdoor heat exchanger 13 through the first throttling element 6. The refrigerant exchanges heat with the surrounding environment through the outdoor heat exchanger 13, and the refrigerant releases heat. The refrigerant flowing out of the outdoor heat exchanger 13 is medium-temperature and high-pressure refrigerant. At this time, the refrigerant may be liquid or gas, which is determined by the ambient temperature. The outdoor heat exchanger 13 is connected to the second in-vehicle heat exchanger 14, and the refrigerant continues to pass through the second in-vehicle heat exchanger 14. The second in-vehicle heat exchanger 14 acts as an evaporator, so that the refrigerant is cooled to low-temperature air and provided to the vehicle for cooling. Afterwards, the refrigerant flowing out of the second in-vehicle heat exchanger 14 is a low-temperature and low-pressure fluid. The second in-vehicle heat exchanger 14 is connected to the gas-liquid separator 107. The gas-liquid separator 107 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 11. Finally, the refrigerant returns to the electric compressor 11, thus forming a cycle.

[0100] When the motor heat exchanger 23 is connected to the motor cooling channel 21, the motor generates heat due to driving, and the motor cooling module 2 is required to cool the motor. At this time, the three-way water valve switches to the motor heat dissipation circuit, and the coolant circulation pump is turned on. The coolant enters the motor cooling channel 21 to take away the heat of the motor cooling module 2 and increase the temperature, and then flows into the motor heat exchanger 23 to release the heat to the surrounding environment, and the cycle is repeated to achieve the cooling of the motor.

[0101] Such an arrangement enables the air conditioning module 1 to cool the vehicle, and the motor can dissipate heat in the motor heat dissipation circuit, so that the thermal management system 100 can achieve multiple working modes, thereby improving the riding experience of passengers.

[0102] Furthermore, the thermal management system 100 further includes a fourth on-off valve 9, one end of the fourth on-off valve 9 is connected between the external heat exchanger 13 and the second injection inlet 32, and the other end of the fourth on-off valve 9 is connected between the second end of the first heat exchange channel 222 and one end of the third on-off valve 8 and the other end of the second internal heat exchanger 14 to control the on-off between the external heat exchanger 13 and the second internal heat exchanger 14.

[0103] like Figure 1-Figure 20 As shown, the fourth on-off valve 9 can control the communication between the external heat exchanger 13 and the second internal heat exchanger 14. When the fourth on-off valve 9 is closed, the refrigerant flowing out of the external heat exchanger 13 cannot enter the second internal heat exchanger 14, and the circulation of the air conditioning module 1 is interrupted. When the fourth on-off valve 9 is opened, the refrigerant flowing out of the external heat exchanger 13 can enter the second internal heat exchanger 14, and the air conditioning module 1 can circulate in the working mode.

[0104] Such a configuration facilitates the thermal management system 100 to realize multiple working modes and meet the various usage needs of passengers.

[0105] According to some embodiments of the present invention, when the air-conditioning module 1 is in the parking heating mode, the fourth on-off valve 9, the first throttling element 6 and the third on-off valve 8 are opened, the first on-off valve 4 and the second on-off valve 5 are closed, and the first throttling element 6 is throttled.

[0106] Reference Fig.12 In the parking heating mode, the air conditioning module 1 compresses the refrigerant into a high-temperature and high-pressure gas by the compressor 11. After the high-temperature and high-pressure refrigerant passes through the first in-car heat exchanger 12, it heats the low-temperature air around the first in-car heat exchanger 12, so that the surrounding air becomes high-temperature air for heating the car. The refrigerant passes through the first in-car heat exchanger 12 and is cooled into a medium-temperature and high-pressure fluid. Subsequently, the refrigerant is throttled by the first throttling element 6 to form a low-temperature and low-pressure refrigerant, which flows into the outdoor heat exchanger 13. After the refrigerant absorbs heat from the surrounding air, the refrigerant becomes a low-temperature and low-pressure refrigerant in the outdoor heat exchanger 13. The outdoor heat exchanger 13 is connected to the gas-liquid separator 107 through the third on-off valve 8. The gas-liquid separator 107 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 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle, realizing the parking heating function.

[0107] In another embodiment of the present invention, Fig.16As shown, in the parking heating mode, the air conditioning module 1, the compressor 11 compresses the refrigerant into a high-temperature and high-pressure gas. After the high-temperature and high-pressure refrigerant passes through the first in-car heat exchanger 12, it heats the low-temperature air around the first in-car heat exchanger 12, so that the surrounding air becomes high-temperature air for heating the car. The refrigerant passes through the first in-car heat exchanger 12 and is cooled into a medium-temperature and high-pressure fluid. Subsequently, the refrigerant is throttled by the first throttling element 6 to form a low-temperature and low-pressure refrigerant, which flows into the outdoor heat exchanger 13. After the refrigerant absorbs heat from the surrounding air, the refrigerant becomes a low-temperature and low-pressure refrigerant in the outdoor heat exchanger 13. The outdoor heat exchanger 13 is connected to the gas-liquid separator 107 through the third on-off valve 8. The gas-liquid separator 107 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 11. Finally, the refrigerant returns to the compressor 11, realizing the parking heating function.

[0108] According to some embodiments of the present invention, the thermal management system 100 further includes a second throttling element 7, one end of which is connected to one end of the second in-vehicle heat exchanger 14, and the other end of the second throttling element 7 is selectively connected to the out-of-vehicle heat exchanger 13 and one of the second ends of the first heat exchange channel 222.

[0109] For example, in Figure 1-Figure 20 In the example, the second throttling element 7 is adjacent to the second in-vehicle heat exchanger 14. The second throttling element 7 can control the communication between the second in-vehicle heat exchanger 14 and the external heat exchanger 13 or the first heat exchange channel 222, and can also play a throttling role. When the second throttling element 7 is throttled, the refrigerant can be cooled, so that the low-temperature refrigerant enters the second in-vehicle heat exchanger 14, and the low-temperature refrigerant works in the second in-vehicle heat exchanger 14, so that the air-conditioning module 1 can realize the refrigeration-related mode, improving the passenger experience.

[0110] According to some embodiments of the present invention, when the air-conditioning module 1 is in cooling mode, cooling plus motor heat dissipation mode or dehumidification mode, the first throttling element 6, the second throttling element 7 and the fourth on-off valve 9 are all opened, and the third on-off valve 8 and the second on-off valve 5 are both closed, wherein the second throttling element 7 opens throttling.

[0111] like Figure 7As shown, when the air conditioning module 1 is in cooling mode, the compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the first in-vehicle heat exchanger 12. At this time, the first in-vehicle heat exchanger 12 only serves as a flow channel, and the gas flowing out of the first in-vehicle heat exchanger 12 is still high-temperature and high-pressure gas. The first in-vehicle heat exchanger 12 is connected to the outside heat exchanger 13 through the first throttling element 6. The refrigerant exchanges heat with the surrounding air through the outside heat exchanger 13, and the refrigerant releases heat. The refrigerant flowing out of the outside heat exchanger 13 is a medium-temperature and high-pressure fluid or gas. The outside heat exchanger 13 is connected to the second throttling element 7. The refrigerant is throttled and cooled by the second throttling element 7 and becomes low-temperature and low-pressure wet steam or supercooled liquid. The second throttling element 7 is connected to the second in-car heat exchanger 14. At this time, high-temperature air passes through the second in-car heat exchanger 14. The second in-car heat exchanger 14 acts as an evaporator, so that the high-temperature air is cooled to low-temperature air and provided to the car for refrigeration. The refrigerant flowing out of the second in-car heat exchanger 14 is a low-temperature and low-pressure fluid. The other end of the second in-car heat exchanger 14 is connected to the gas-liquid separator 107, which 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 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle to achieve refrigeration.

[0112] In another embodiment of the present invention, Fig.18 As shown, when the air conditioning module 1 is in cooling mode, the compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the first in-vehicle heat exchanger 12. At this time, the first in-vehicle heat exchanger 12 only serves as a flow channel, and the gas flowing out of the first in-vehicle heat exchanger 12 is still high-temperature and high-pressure gas. The first in-vehicle heat exchanger 12 is connected to the outside heat exchanger 13 through the first throttling element 6. The refrigerant exchanges heat with the surrounding air through the outside heat exchanger 13, and the refrigerant releases heat. The refrigerant flowing out of the outside heat exchanger 13 is a medium-temperature and high-pressure fluid or gas. The outside heat exchanger 13 is connected to the second throttling element 7. The refrigerant is throttled and cooled by the second throttling element 7 and becomes low-temperature and low-pressure wet steam or supercooled liquid. The second throttling element 7 is connected to the second in-car heat exchanger 14. At this time, high-temperature air passes through the second in-car heat exchanger 14. The second in-car heat exchanger 14 acts as an evaporator, so that the high-temperature air in the surrounding environment is cooled to low-temperature air and provided to the car for refrigeration. The refrigerant flowing out of the second in-car heat exchanger 14 is a low-temperature and low-pressure fluid. The other end of the second in-car heat exchanger 14 is connected to the gas-liquid separator 107, which 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 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle to achieve refrigeration.

[0113] like Figure 8As shown, when the air conditioning module 1 is in the cooling and motor heat dissipation mode, the compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the first in-vehicle heat exchanger 12. The first in-vehicle heat exchanger 12 only flows through as a flow channel. At this time, the outlet of the first in-vehicle heat exchanger 12 is still high-temperature and high-pressure gas. The first in-vehicle heat exchanger 12 is connected to the outside heat exchanger 13 through the first throttling element 6. The refrigerant exchanges heat with the surrounding air through the outside heat exchanger 13, and the refrigerant releases heat. The outside heat exchanger 13 flows out of the medium-temperature and high-pressure fluid or gas. The outside heat exchanger 13 is connected to the second throttling element 7. The refrigerant is throttled and cooled by the second throttling element 7 and becomes low-temperature and low-pressure wet steam or supercooled liquid. The second throttling element 7 is connected to the second in-car heat exchanger 14. At this time, high-temperature air passes through the second in-car heat exchanger 14. The second in-car heat exchanger 14 acts as an evaporator. The high-temperature air is cooled to low-temperature air and provided to the car for refrigeration. The refrigerant at the outlet of the second in-car heat exchanger 14 is a low-temperature and low-pressure fluid. The outlet of the second in-car heat exchanger 14 is connected to the gas-liquid separator 107. The gas-liquid separator 107 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 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle to achieve heat dissipation of the motor while refrigerating.

[0114] At the same time, since the motor generates heat when driving, the motor needs to be cooled. At this time, the three-way water valve is switched to the motor cooling circuit, and the coolant circulation pump is turned on. The coolant enters the motor cooling channel 21 to take away the heat and increase the temperature, and then flows into the motor heat exchanger 23 to release the heat to the surrounding environment, and the cycle is repeated to achieve motor cooling.

[0115] In another embodiment of the present invention, Fig.19As shown, when the air conditioning module 1 is in the cooling and motor heat dissipation mode, the compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the first in-vehicle heat exchanger 12. The first in-vehicle heat exchanger 12 only flows through as a flow channel. At this time, the outlet of the first in-vehicle heat exchanger 12 is still high-temperature and high-pressure gas. The first in-vehicle heat exchanger 12 is connected to the outside heat exchanger 13 through the first throttling element 6. The refrigerant exchanges heat with the surrounding air through the outside heat exchanger 13, and the refrigerant releases heat. The outside heat exchanger 13 flows out of the medium-temperature and high-pressure fluid or gas. The outside heat exchanger 13 is connected to the second throttling element 7. The refrigerant is throttled and cooled by the second throttling element 7 and becomes low-temperature and low-pressure wet steam or supercooled liquid. The second throttling element 7 is connected to the second in-car heat exchanger 14. At this time, high-temperature air passes through the second in-car heat exchanger 14. The second in-car heat exchanger 14 acts as an evaporator, so that the high-temperature air is cooled to low-temperature air and provided to the car for refrigeration. The refrigerant at the outlet of the second in-car heat exchanger 14 is a low-temperature and low-pressure fluid. The outlet of the second in-car heat exchanger 14 is connected to the gas-liquid separator 107, which 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 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle to achieve heat dissipation of the motor while refrigerating.

[0116] At the same time, since the motor generates heat when driving, the motor needs to be cooled. At this time, the three-way water valve is switched to the motor cooling circuit, and the coolant circulation pump is turned on. The coolant enters the motor cooling channel 21 to take away the heat and increase the temperature, and then flows into the motor heat exchanger 23 to release the heat to the surrounding environment, and the cycle is repeated to achieve the cooling of the motor.

[0117] like Fig.11 As shown, when the air-conditioning module 1 is in the dehumidification mode, the compressor 11 discharges high-temperature and high-pressure gas after compression, and the compressor 11 is connected to the first in-vehicle heat exchanger 12, and the first in-vehicle heat exchanger 12 releases heat as needed. At this time, the refrigerant at the outlet of the first in-vehicle heat exchanger 12 is still a high-temperature and high-pressure gas, and the first in-vehicle heat exchanger 12 is connected to the outdoor heat exchanger through the first throttling element 6. The refrigerant exchanges heat with the surrounding air through the outdoor heat exchanger 13, and the refrigerant releases heat. The refrigerant at the outlet of the outdoor heat exchanger 13 is a medium-temperature and high-pressure fluid or gas, and the outdoor heat exchanger 13 is connected to the second throttling element 7. The refrigerant is throttled and cooled by the second throttling element 7 to become low-temperature and low-pressure wet steam or supercooled liquid.

[0118] The outlet of the second throttling element 7 is connected to the second in-car heat exchanger 14, which acts as an evaporator. When the high-temperature air in the surrounding environment passes through the second in-car heat exchanger 14, the high-humidity air can be cooled to precipitate condensed water, and the absolute moisture content in the car decreases. If the in-car air passing through the second in-car heat exchanger 14 needs temperature compensation after dehumidification, part of it flows through the first in-car heat exchanger 12 for heating, so as to control the temperature in the car while reducing the humidity in the car. The refrigerant at the outlet of the second in-car heat exchanger 14 is a low-temperature and low-pressure fluid; the outlet of the second in-car heat exchanger 14 is connected to the gas-liquid separator 107, which 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 11. Finally, the refrigerant returns to the compressor 11, thus forming a cycle.

[0119] In another embodiment of the present invention, Fig. 20 As shown, when the air-conditioning module 1 is in the dehumidification mode, the compressor 11 discharges high-temperature and high-pressure gas after compression, and the compressor 11 is connected to the first in-vehicle heat exchanger 12, and the first in-vehicle heat exchanger 12 releases heat as needed. At this time, the refrigerant at the outlet of the first in-vehicle heat exchanger 12 is still a high-temperature and high-pressure gas, and the first in-vehicle heat exchanger 12 is connected to the outdoor heat exchanger through the first throttling element 6. The refrigerant exchanges heat with the surrounding air through the outdoor heat exchanger 13, and the refrigerant releases heat. The refrigerant at the outlet of the outdoor heat exchanger 13 is a medium-temperature and high-pressure fluid or gas, and the outdoor heat exchanger 13 is connected to the second throttling element 7. The refrigerant is throttled and cooled by the second throttling element 7 to become low-temperature and low-pressure wet steam or supercooled liquid.

[0120] The outlet of the second throttling element 7 is connected to the second in-car heat exchanger 14, which acts as an evaporator. When the high-temperature air in the surrounding environment passes through the second in-car heat exchanger 14, the high-humidity air can be cooled to precipitate condensed water, and the absolute moisture content in the car decreases. If the in-car air passing through the second in-car heat exchanger 14 needs temperature compensation after dehumidification, part of it flows through the first in-car heat exchanger 12 for heating, so as to control the temperature in the car while reducing the humidity in the car. The refrigerant at the outlet of the second in-car heat exchanger 14 is a low-temperature and low-pressure fluid. The outlet of the second in-car heat exchanger 14 is connected to the gas-liquid separator 107. After the refrigerant enters the gas-liquid separator 107, the gas-liquid separator 107 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 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0121] According to some embodiments of the present invention, the thermal management system further includes a battery pack heat exchanger 101, one end of the battery pack heat exchanger 101 is selectively connected to one of the first injection inlet 31 and the fourth on-off valve 9, and the other end of the battery pack heat exchanger 101 is selectively connected to one of the inlet and outlet of the compressor 11.

[0122] Reference Figure 1-Figure 20 The battery pack heat exchanger 101 is connected in parallel with the second in-vehicle heat exchanger 14. When the refrigerant passes through the battery pack heat exchanger 101, the refrigerant exchanges heat with the battery pack, so that the heat of the battery pack is transferred to the refrigerant, the temperature of the battery pack is reduced, and the battery pack is cooled to ensure that the battery pack can work normally and extend the service life of the battery pack.

[0123] Further, when one end of the battery pack heat exchanger 101 is connected to the first injection inlet 31, the other end of the battery pack heat exchanger 101 is connected to the outlet of the compressor 11. When one end of the battery pack heat exchanger 101 is connected to the external heat exchanger 13, the other end of the battery pack heat exchanger 101 is connected to the inlet of the compressor 11.

[0124] For example, in Figure 1-Figure 20 In the example, when one end of the battery pack heat exchanger 101 is connected to the outlet of the compressor 11, and the other end of the battery pack heat exchanger 101 is connected to the first injection inlet 31, the high-temperature and high-pressure refrigerant flowing out of the compressor 11 can pass through the battery pack heat exchanger 101 to heat the battery pack, and then the refrigerant enters the ejector 3 through the battery pack heat exchanger 101 and the first injection inlet 31, so that the refrigerant passing through the battery pack heat exchanger 101 is mixed with other refrigerants in the ejector 3, thereby increasing the heat source of the thermal management system 100 and improving the efficiency of the thermal management system 100.

[0125] According to some embodiments of the present invention, the thermal management system further includes a third throttling element 102, a fifth on-off valve 104, and a sixth on-off valve 105. The third throttling element 102 is connected between one end of the battery pack heat exchanger 101 and the first injection inlet 31. The fifth on-off valve 104 is connected between the other end of the battery pack heat exchanger 101 and the outlet of the compressor 11 to control the on-off between the battery pack heat exchanger 101 and the outlet of the compressor 11. The sixth on-off valve 105 is connected between the other end of the battery pack heat exchanger 101 and the inlet of the compressor 11 to control the on-off between the battery pack heat exchanger 101 and the inlet of the compressor 11.

[0126] like Figure 1-Figure 20 As shown, the third throttling element 102 can throttle the refrigerant to cool the refrigerant when the throttling is turned on. The fifth on-off valve 104 can control the on-off between the battery pack heat exchanger 101 and the second in-vehicle heat exchanger 14. The sixth on-off valve 105 can control the on-off between the battery pack heat exchanger 101 and the compressor 11 or the first in-vehicle heat exchanger 12. With such a setting, the thermal management system 100 can switch the working mode of the battery pack at will. When the battery pack needs to be heated, the fifth on-off valve 104 is opened and the sixth on-off valve 105 is closed; when the battery pack needs to be cooled, the fifth on-off valve 104 is closed and the sixth on-off valve 105 is opened.

[0127] Furthermore, the thermal management system further includes a first one-way valve 103, which is connected between the third throttling element 102 and the fourth on-off valve 9, and the first one-way valve 103 is configured to allow the refrigerant flowing through the external heat exchanger 13 to flow unidirectionally to the battery pack heat exchanger 101.

[0128] Reference Figure 1-Figure 20 When the first one-way valve 103 is opened, the refrigerant passing through the off-vehicle heat exchanger 13 can only flow to the battery pack heat exchanger 101, and the refrigerant in the battery pack heat exchanger 101 cannot flow to the off-vehicle heat exchanger 13 through the first one-way valve 103. This arrangement can prevent the refrigerant that is to flow to the ejector 3 after passing through the battery pack heat exchanger 101 from passing through the first one-way valve 103, ensuring the correct circulation path of the refrigerant in the thermal management system 100, so that the thermal management system 100 can work normally.

[0129] Furthermore, the thermal management system further includes a fourth throttling element 106, which is connected between the other end of the battery pack heat exchanger 101 and the fifth on-off valve 104 and the sixth on-off valve 105. Figure 1-Figure 20 In the example, when the throttling function of the fourth throttling element 106 is turned on, the refrigerant passing through the fourth throttling element 106 can be throttled and cooled.

[0130] According to some embodiments of the present invention, when the air-conditioning module 1 is in the heating plus battery heating mode, the first on-off valve 4, the second on-off valve 5, the third on-off valve 8, the first throttling element 6, the third throttling element 102, the fourth throttling element 106 and the fifth on-off valve 104 are all opened, and the sixth on-off valve 105, the fourth on-off valve 9 and the second throttling element 7 are all closed.

[0131] Reference Figure 4When the air conditioning module 1 is in the heating and battery heating mode, the compressor 11 compresses the refrigerant to become a high-temperature and high-pressure gas. The high-temperature and high-pressure refrigerant flows out of the compressor 11 and is divided into two paths. One path of high-temperature and high-pressure gas passes through the first in-vehicle heat exchanger 12, so that the low-temperature air passing through the first in-vehicle heat exchanger 12 is heated to high-temperature air, and the high-temperature air is used to heat the interior of the vehicle. At this time, the high-temperature and high-pressure refrigerant is cooled by the first in-vehicle heat exchanger 12 to become a medium-temperature and high-pressure fluid. Subsequently, the medium-temperature and high-pressure refrigerant flows out of the first in-vehicle heat exchanger 12 and is divided into two paths again. One path of refrigerant becomes a low-temperature and low-pressure refrigerant after being throttled by the first throttling element 6. After the low-temperature and low-pressure refrigerant enters the outdoor heat exchanger 13, it absorbs heat from the surrounding air and enters the ejector 3 through the second ejection inlet 32; the other path of refrigerant enters the ejector 3 through the first on-off valve 4 and the first ejection inlet 31. After the high-temperature and high-pressure refrigerant flows out of the compressor 11, another path of refrigerant enters the battery pack heat exchanger 101 through the fifth on-off valve 104 and the fourth throttling element 106. The high-temperature and high-pressure refrigerant completes heat exchange with the battery pack heat exchanger 101, so that the temperature of the battery pack increases. The refrigerant coming out of the battery pack heat exchanger 101 passes through the third throttling element 102 and the first injection inlet 31 and enters the injector 3.

[0132] At this time, the refrigerant entering the ejector 3 through the first ejection inlet 31 and the second ejection inlet 32 ​​is mixed in the ejector 3, so that the temperature and speed of the two refrigerants are consistent, and the mixed refrigerant is ejected from the ejection outlet 33 and flows into the first heat exchange channel 221, so that the refrigerant enters the first heat exchange channel 222 through the plate heat exchanger 22, and exchanges heat with the coolant in the motor cooling channel 21. The refrigerant that absorbs the heat of the coolant then enters the compressor 11 from the plate heat exchanger 22. In this way, the thermal management system 100 realizes heating and heating of the battery.

[0133] According to some embodiments of the present invention, when the air-conditioning module 1 is in the battery cooling mode, the first throttling element 6, the fourth on-off valve 9, the sixth on-off valve 105, the third throttling element 102 and the fourth throttling element 106 are all opened, and the fifth on-off valve 104, the first on-off valve 4, the second on-off valve 5 and the third on-off valve 8 are closed, wherein the third throttling element 102 opens for throttling.

[0134] like Fig.10As shown, when the air conditioning module 1 is in the battery cooling mode, the compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the first in-vehicle heat exchanger 12. At this time, the first in-vehicle heat exchanger 12 only serves as a flow channel, and the gas flowing out of the first in-vehicle heat exchanger 12 is still high-temperature and high-pressure gas. The first in-vehicle heat exchanger 12 is connected to the outside heat exchanger 13 through the first throttling element 6. The outside heat exchanger 13 also serves as a flow channel at this time. After the refrigerant passes through the outside heat exchanger 13, the fourth on-off valve 9 and the first one-way valve 103, it passes through the third throttling element 102. The third throttling element 102 throttles and cools the refrigerant, so that the high-temperature and high-pressure refrigerant becomes low-temperature and low-pressure wet steam or supercooled liquid. The third throttling element 102 is connected to the battery pack heat exchanger 101. At this time, the battery pack heat exchanger 101 acts as an evaporator. The low-temperature and low-pressure refrigerant passes through the battery pack heat exchanger 101, and the high-temperature fluid of the battery pack heat exchanger 101 is cooled down to a low-temperature fluid by the low-temperature and low-pressure refrigerant, thereby realizing refrigeration for the battery pack. The refrigerant at the outlet of the battery pack heat exchanger 101 is a low-temperature and low-pressure fluid. The outlet of the battery pack heat exchanger 101 is connected to the gas-liquid separator 107. The gas-liquid separator 107 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 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle, thereby realizing cooling of the battery.

[0135] According to some embodiments of the present invention, when the air-conditioning module 1 is in the cooling mode plus the battery cooling mode, the first throttling element 6, the second throttling element 7, the fourth on-off valve 9, the sixth on-off valve 105, the third throttling element 102 and the fourth throttling element 106 are all opened, and the fifth on-off valve 104, the first on-off valve 4, the second on-off valve 5 and the third on-off valve 8 are all closed, wherein the third throttling element 102 and the second throttling element 7 are opened for throttling.

[0136] Reference Fig. 9 When the air-conditioning module 1 is in the cooling plus battery cooling mode, the compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the first in-vehicle heat exchanger 12. The first in-vehicle heat exchanger 12 only serves as a flow channel. At this time, the outlet of the first in-vehicle heat exchanger 12 is still high-temperature and high-pressure gas; the first in-vehicle heat exchanger 12 is connected to the outdoor heat exchanger 13 through the first throttling element 6, and the refrigerant exchanges heat with the surrounding air through the outdoor heat exchanger 13, the refrigerant releases heat, and the outdoor heat exchanger 13 flows out medium-temperature and high-pressure fluid or gas.

[0137] Subsequently, the medium-temperature and high-pressure refrigerant will be divided into two paths after passing through the fourth on-off valve 9. One path of refrigerant flows through the second throttling element 7, which throttles and cools the refrigerant to become low-temperature and low-pressure wet steam or supercooled liquid. After the refrigerant flows out of the second throttling element 7, it enters the second in-vehicle heat exchanger 14. The second in-vehicle heat exchanger 14 evaporates, and the high-temperature air is cooled to low-temperature air and provided to the vehicle for refrigeration. The refrigerant flowing out of the second in-vehicle heat exchanger 14 is a low-temperature and low-pressure fluid, and the low-temperature and low-pressure refrigerant enters the gas-liquid separator 107. The other path of refrigerant passes through the battery pack heat exchanger 101, exchanges heat with the battery pack to cool the battery, and the refrigerant flowing out of the battery pack heat exchanger 101 enters the gas-liquid separator 107. Thus, the air conditioning module 1 completes the cycle of refrigeration and battery cooling.

[0138] According to some embodiments of the present invention, when the air-conditioning module 1 is in the battery heating mode, the first on-off valve 4, the second on-off valve 5, the third on-off valve 8, the first throttling element 6, the third throttling element 102, the fourth throttling element 106 and the fifth on-off valve 104 are all opened, and the sixth on-off valve 105 and the fourth on-off valve 9 are both closed.

[0139] For example, in Figure 5In the example, when the air conditioning module 11 is in the battery heating mode, the compressor 11 compresses the refrigerant to turn it into a high-temperature and high-pressure gas, which enters the battery pack heat exchanger 101 through the fifth on-off valve 104 and the fourth throttling element 106. The high-temperature and high-pressure refrigerant exchanges heat in the battery pack heat exchanger 101, so that the low-temperature battery is heated by the battery pack heat exchanger 101, thereby achieving battery pack heating. The refrigerant is cooled into a medium-temperature and high-pressure fluid through the battery pack heat exchanger 101, and the outlet of the battery pack heat exchanger 101 is connected to the third throttling element 102. The third throttling element 102 is used as a flow path to connect the battery pack heat exchanger 101 with the ejector 3 and the first on-off valve 4, so that the medium-temperature and high-pressure refrigerant flows out of the battery pack heat exchanger 101 and enters the atmosphere in two ways. One of the refrigerants passes through the first on-off valve 4 and is throttled by the first throttling element 6 to form a low-temperature and low-pressure refrigerant, which flows into the external heat exchanger 13. After the refrigerant absorbs heat from the ambient air in the external heat exchanger 13, it is connected to the second injection inlet 32 ​​and enters the injector 3; the other refrigerant flowing out of the battery pack heat exchanger 101 passes through the first injection inlet 31 and enters the injector 3. After the refrigerant from different paths is throttled and mixed in the ejector 3, it flows out through the ejection outlet 33. The refrigerant is connected to the plate heat exchanger 22 that absorbs the waste heat of the motor through the second on-off valve 5. Since the refrigerant pressure at the ejection outlet 33 meets the evaporation pressure requirement for absorbing heat from the coolant with the waste heat of the motor, the refrigerant absorbs heat from the coolant through the plate heat exchanger 22. The outlet of the plate heat exchanger 22 after heat exchange is connected to the gas-liquid separator 107 through the third on-off valve 8. The gas-liquid separator 107 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage for the refrigerant gas to ensure the stable suction of the compressor 11. Finally, the refrigerant returns to the electric compressor 11, thereby forming a cycle.

[0140] At the same time, when the vehicle is driving, the motor generates heat. The heat of the motor is cooled by the motor cooling module 2. The coolant in the motor cooling module 2 exchanges heat with the refrigerant. The heat of the motor is recycled through the plate heat exchanger 22. At this time, the three-way water valve switches to the non-motor heat dissipation circuit, and the coolant circulation pump is turned on. Specifically, the coolant enters the motor cooling channel 21 to take away the heat of the motor cooling module 2 and increase the temperature, and then flows into the plate heat exchanger 22 to release the heat into the refrigerant. The cycle is repeated to cool the motor and recover the waste heat. As a result, the thermal management system 100 can receive the heat source from the motor, increase the refrigerant circulation efficiency of the thermal management system 100, and improve the working efficiency of the thermal management system 100.

[0141] A vehicle (not shown) according to an embodiment of the second aspect of the present invention comprises a thermal management system 100 according to an embodiment of the first aspect of the present invention.

[0142] The vehicle according to the embodiment of the present invention can realize multiple working modes by adopting the above-mentioned thermal management system 100, meet the various needs of passengers when riding, and improve the riding experience of passengers.

[0143] Other components and operations of the vehicle according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail here.

[0144] In the description of the present invention, it is necessary to understand that the orientations or positional relationships indicated by terms such as “center”, “top”, “bottom”, “inside”, “outside”, “axial”, “radial” and “circumferential” are 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. They do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0145] 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.

[0146] 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 (100), characterized in that: include: An air conditioning module (1), the air conditioning module (1) comprising a compressor (11), a first in-vehicle heat exchanger (12), and an out-vehicle heat exchanger (13) connected to form a refrigerant circuit; A motor cooling module (2), the motor cooling module (2) comprising a motor cooling channel (21) and a plate heat exchanger (22); An ejector (3), the ejector (3) comprising a first ejection inlet (31), a second ejection inlet (32) and an ejection outlet (33), the first ejection inlet (31) being connected to a first end of the first in-vehicle heat exchanger (12), the second ejection inlet (32) being connected to a first end of the out-of-vehicle heat exchanger (13), the plate heat exchanger (22) having a first heat exchange channel (221) and a second heat exchange channel (222), the two ends of the first heat exchange channel (221) being respectively connected to the cooling channel of the motor cooling channel (21), one end of the second heat exchange channel (222) being connected to the ejection outlet (33), and the other end of the second heat exchange channel (222) being connected to the inlet of the compressor (11).

2. The thermal management system (100) according to claim 1, characterized in that: The first ejection inlet (31) and the ejection outlet (33) are respectively arranged at opposite ends of the ejector (3), and the second ejection inlet (32) is arranged on the outer periphery of the ejector (3).

3. The thermal management system (100) according to claim 2, characterized in that: The ejector (3) comprises: A suction section (34), wherein the first injection inlet (31) and the second injection inlet (32) are formed on the suction section (34); A mixing section (35), the mixing section (35) being connected to the suction section (34); A diffuser section (36), the diffuser section (36) being connected to an end of the mixing section (35) away from the suction section (34), and the injection outlet (33) being formed on the diffuser section (36).

4. The thermal management system (100) according to claim 3, characterized in that: The cross-sectional area of ​​the diffuser section (36) gradually increases in a direction away from the mixing section (35).

5. The thermal management system (100) according to any one of claims 1 to 4, characterized in that: Further including: a first on-off valve (4), the first on-off valve (4) being arranged between the first end of the first in-vehicle heat exchanger (12) and the first injection inlet (31) to control the on-off between the first in-vehicle heat exchanger (12) and the first injection inlet (31); A second on-off valve (5), the second on-off valve (5) is arranged between the injection outlet (33) and the first end of the second heat exchange channel (222) to control the on-off between the injection outlet (33) and the first end of the second heat exchange channel (222).

6. The thermal management system (100) according to claim 5, characterized in that: Further including: A first throttling element (6), wherein the first throttling element (6) is connected to the second end of the external heat exchanger (13), and when the first throttling element (6) is closed, the connection between the external heat exchanger (13) and the first internal heat exchanger (12) is cut off.

7. The thermal management system (100) according to claim 6, characterized in that: Further including: a third on-off valve (8), one end of the third on-off valve (8) being connected to the second end of the second heat exchange passage (222), and the other end of the third on-off valve (8) being connected to the inlet of the compressor (11), so as to control the on-off between the plate heat exchanger (22) and the inlet of the compressor (11).

8. The thermal management system (100) according to claim 7, characterized in that: When the air conditioning module (1) is in a heating mode or a demisting mode, the first on-off valve (4), the second on-off valve (5), the third on-off valve (8) and the first throttling element (6) are all opened, wherein the first throttling element (6) is throttled.

9. The thermal management system (100) according to claim 7, characterized in that: When the air conditioning module (1) is in a defrosting mode, the first on-off valve (4), the second on-off valve (5) and the third on-off valve (8) are all opened, and the first throttling element (6) is closed.

10. The thermal management system (100) according to claim 7, characterized in that: The air conditioning module (1) further comprises a second in-vehicle heat exchanger (14), one end of the second in-vehicle heat exchanger (14) being respectively connected to the second end of the second heat exchange channel (222), the second end of the out-vehicle heat exchanger (13) and the second injection inlet (32), and the other end of the second in-vehicle heat exchanger (14) being connected to the inlet of the compressor (11); The motor cooling module (2) further comprises a motor heat exchanger (23), wherein two ends of the motor heat exchanger (23) are respectively connected to the first heat exchange channel (221) and the motor cooling channel (21).

11. The thermal management system (100) according to claim 10, characterized in that: Further including: a fourth on-off valve (9), one end of the fourth on-off valve (9) being connected between the external heat exchanger (13) and the second injection inlet (32), and the other end of the fourth on-off valve (9) being connected between the second end of the second heat exchange passage (222) and the one end of the third on-off valve (8) and the other end of the second internal heat exchanger (14), so as to control the on-off between the external heat exchanger (13) and the second internal heat exchanger (14).

12. The thermal management system (100) according to claim 11, characterized in that: When the air conditioning module (1) is in parking heating mode, the fourth on-off valve (9), the first throttling element (6) and the third on-off valve (8) are opened, the first on-off valve (4) and the second on-off valve (5) are closed, and the first throttling element (6) is throttled.

13. The thermal management system (100) according to claim 11, characterized in that: Further including: A second throttling element (7), one end of the second throttling element (7) is connected to the one end of the second in-vehicle heat exchanger (14), and the other end of the second throttling element (7) can be selectively connected to one of the out-of-vehicle heat exchanger (13) and the second end of the second heat exchange channel (222).

14. The thermal management system (100) according to claim 13, characterized in that: When the air conditioning module (1) 1 is in cooling mode, cooling motor (21) heat dissipation mode or dehumidification mode, the first throttling element (6), the second throttling element (7) and the fourth on-off valve (9) are all opened, and the third on-off valve (8) and the second on-off valve (5) are both closed, wherein the second throttling element (7) is turned on for throttling.

15. The thermal management system (100) according to claim 13, characterized in that: Further including: A battery pack heat exchanger (101), one end of the battery pack heat exchanger (101) can be selectively connected to one of the first injection inlet (31) and the fourth on-off valve (9), and the other end of the battery pack heat exchanger (101) can be selectively connected to one of the inlet and the outlet of the compressor (11).

16. The thermal management system (100) according to claim 15, characterized in that: When the one end of the battery pack heat exchanger (101) is in communication with the first injection inlet (31), the other end of the battery pack heat exchanger (101) is in communication with the outlet of the compressor (11); When the one end of the battery pack heat exchanger (101) is connected to the off-vehicle heat exchanger (13), the other end of the battery pack heat exchanger (101) is connected to the inlet of the compressor (11).

17. The thermal management system (100) according to claim 15, characterized in that: Further including: a third throttling element (102), the third throttling element (102) being connected between the one end of the battery pack heat exchanger (101) and the first injection inlet (31); a fifth on-off valve (104), the fifth on-off valve (104) being connected between the other end of the battery pack heat exchanger (101) and the outlet of the compressor (11) to control the on-off between the battery pack heat exchanger (101) and the outlet of the compressor (11); A sixth on-off valve (105), the sixth on-off valve (105) is connected between the other end of the battery pack heat exchanger (101) and the inlet of the compressor (11) 11 to control the on-off between the battery pack heat exchanger (101) and the inlet of the compressor (11).

18. The thermal management system (100) according to claim 15, characterized in that: Further including: A first one-way valve (103), wherein the first one-way valve (103) is connected between the third throttling element (102) and the fourth on-off valve (9), and the first one-way valve (103) is configured to allow the refrigerant flowing through the external heat exchanger (13) to flow unidirectionally toward the battery pack heat exchanger (101).

19. The thermal management system (100) according to claim 17, characterized in that: Further including: A fourth throttling element (106), the fourth throttling element (106) is connected between the other end of the battery pack heat exchanger (101) and the fifth on-off valve (104) and the sixth on-off valve (105).

20. The thermal management system (100) according to claim 19, characterized in that: When the air conditioning module (1) is in the heating plus battery heating mode, the first on-off valve (4), the second on-off valve (5), the third on-off valve (8), the first throttling element (6), the third throttling element (102), the fourth throttling element (106) and the fifth on-off valve (104) are all opened, and the sixth on-off valve (105), the fourth on-off valve (9) and the second throttling element (7) are all closed.

21. The thermal management system (100) according to claim 19, characterized in that: When the air conditioning module (1) is in the battery cooling mode, the first throttling element (6), the fourth on-off valve (9), the sixth on-off valve (105), the third throttling element (102) and the fourth throttling element (106) are all opened, and the fifth on-off valve (104), the first on-off valve (4), the second on-off valve (5) and the third on-off valve (8) are closed, wherein the third throttling element (102) is opened for throttling.

22. The thermal management system (100) according to claim 19, characterized in that: When the air conditioning module (1) is in the cooling mode plus the battery cooling mode, the first throttling element (6), the second throttling element (7), the fourth on-off valve (9), the sixth on-off valve (105), the third throttling element (102) and the fourth throttling element (106) are all opened, and the fifth on-off valve (104), the first on-off valve (4), the second on-off valve (5) and the third on-off valve (8) are all closed, wherein the third throttling element (102) and the second throttling element (7) are opened for throttling.

23. The thermal management system (100) according to claim 19, characterized in that: When the air conditioning module (1) is in a battery heating mode, the first on-off valve (4), the second on-off valve (5), the third on-off valve (8), the first throttling element (6), the third throttling element (102), the fourth throttling element (106) and the fifth on-off valve (104) are all opened, and the sixth on-off valve (105) and the fourth on-off valve (9) are all closed.

24. A vehicle, characterized in that: It comprises a thermal management system (100) according to any one of claims 1-23.

Images