Thermal management system and vehicle

Abstract

The heat management system comprises an air conditioner module, a compressor is provided with a first inlet, a second inlet and an outlet, the first inlet is connected with an in-vehicle evaporator, and the outlet is connected with the first end of an out-vehicle heat exchanger; the ejector is provided with a first ejection inlet, a second ejection inlet and an ejection outlet, the first ejection inlet is connected with the second end of the exterior heat exchanger, and the ejection outlet is connected with the second end of the interior evaporator; the first end of the refrigerator refrigeration module is connected with the second end of the outside-vehicle heat exchanger, and the second end of the refrigerator refrigeration module is connected to the second injection inlet; the first end of the battery heat exchange module is connected to the second end of the outside-vehicle heat exchanger, and the second end of the battery heat exchange module is connected to the second inlet. Therefore, by arranging the system, the efficient three-open or double-open state of air conditioner refrigeration, refrigerator cooling and battery cooling can be achieved, and the matching degree of the refrigerator and the battery and the heat management system can be optimized.

Description

Technical Field

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

[0002] The thermal management system in the related technology usually includes an air-conditioning module, a battery pack heat exchanger and a refrigerator refrigeration module. In the refrigeration state, since the target evaporation temperatures of the passenger compartment, the battery pack and the refrigerator are not the same, the outlet pressure of the battery pack heat exchanger and the pressure of the evaporator outlet in the vehicle need to be lowered to the same pressure as the outlet of the refrigerator refrigeration module and then merged back into the compressor. This will cause the pressure loss of the battery pack heat exchanger and the air-conditioning module to increase, the refrigerant flow rate to decrease, and the cooling capacity to decrease, which will affect the refrigeration performance of the air-conditioning module. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present invention is to provide a thermal management system that can achieve efficient three-open or two-open states of air conditioning refrigeration, refrigerator cooling and battery cooling, and can also optimize the matching degree of the refrigerator and battery with the thermal management system.

[0004] The present invention further provides a vehicle.

[0005] According to the first aspect of the present invention, the thermal management system includes: an air-conditioning module, the air-conditioning module includes a compressor, an outdoor heat exchanger and an indoor evaporator connected to form a refrigerant circuit, the compressor having a first inlet, a second inlet and an outlet, the first inlet is connected to the first end of the indoor evaporator, and the outlet is connected to the first end of the outdoor heat exchanger; an ejector, the ejector having a first ejection inlet, a second ejection inlet and an ejection outlet, the first ejection inlet is connected to the second end of the outdoor heat exchanger, and the ejection outlet is connected to the second end of the indoor evaporator; a refrigerator refrigeration module, the first end of the refrigerator refrigeration module is connected to the second end of the outdoor heat exchanger, and the second end of the refrigerator refrigeration module is connected to the second ejection inlet; a battery heat exchange module, the first end of the battery heat exchange module is connected to the second end of the outdoor heat exchanger, and the second end of the battery heat exchange module is connected to the second inlet.

[0006] Therefore, by setting up this system, an efficient three-open or two-open state of air conditioning cooling, refrigerator cooling and battery cooling can be achieved, the matching degree of the refrigerator and battery with the thermal management system can be optimized, the problem of reduced refrigeration efficiency due to pressure loss on the air-conditioning side of the passenger compartment can be alleviated, and the problem of reduced refrigeration efficiency caused by the need to artificially reduce the pressure of the battery cooling flow path before entering the compressor can be avoided.

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

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

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

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

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

[0012] In some examples of the present invention, the air-conditioning module also includes: a first on-off valve, a first end of the first on-off valve being connected to the second end of the external heat exchanger, and a second end of the first on-off valve being connected to the first injection inlet to control the on-off between the external heat exchanger and the first injection inlet.

[0013] In some examples of the present invention, the air conditioning module further includes: a first throttling element, a first end of the first throttling element is connected to the second end of the first on-off valve, and a second end of the first throttling element is connected to the second end of the in-vehicle evaporator.

[0014] In some examples of the present invention, the refrigerator refrigeration module includes: a refrigerator refrigeration heat exchanger; a second throttling element, a first end of the second throttling element is connected to the second end of the external heat exchanger, and a second end of the second throttling element is connected to the first end of the refrigerator refrigeration heat exchanger; a second on-off valve, a first end of the second on-off valve is connected to the second end of the refrigerator refrigeration heat exchanger, and a second end of the second on-off valve is connected to the second injection inlet to control the on-off between the refrigerator refrigeration heat exchanger and the second injection inlet; a third on-off valve, a first end of the third on-off valve is connected to the second end of the refrigerator refrigeration heat exchanger, and a second end of the third on-off valve is connected to the first inlet to control the on-off between the refrigerator refrigeration heat exchanger and the second inlet.

[0015] In some examples of the present invention, the battery heat exchange module includes: a battery pack heat exchanger; a third throttling element, a first end of the third throttling element is connected to the first end of the off-vehicle heat exchanger, and a second end of the third throttling element is connected to the first end of the battery pack heat exchanger; a fourth on-off valve, a first end of the fourth on-off valve is connected to the second end of the battery pack heat exchanger, and a second end of the fourth on-off valve is connected to the second inlet to control the on-off between the battery pack heat exchanger and the second inlet.

[0016] In some examples of the present invention, the air-conditioning module also includes: an in-vehicle condenser, a first end of the in-vehicle condenser is connected to the outlet, and a second end of the in-vehicle condenser is connected to the first end of the external heat exchanger; a fifth on-off valve, a first end of the fifth on-off valve is connected to the second end of the external heat exchanger, and a second end of the fifth on-off valve is connected to the second inlet to control the on-off between the external heat exchanger and the second inlet, and the fifth on-off valve is connected in parallel with the battery heat exchange module.

[0017] In some examples of the present invention, the outdoor heat exchanger includes: a first outdoor heat exchanger, a first end of the first outdoor heat exchanger is connected to the second end of the indoor condenser, and the second end of the first outdoor heat exchanger is respectively connected to the first injection inlet, the first end of the fifth on-off valve and the first end of the refrigerator refrigeration module; a second outdoor heat exchanger, the second outdoor heat exchanger is connected in parallel with the first outdoor heat exchanger.

[0018] In some examples of the present invention, the thermal management system further includes a motor cooling module, which includes: a three-way valve, which includes a first connection port, a second connection port and a third connection port; a motor cooling channel, wherein the first end of the motor cooling channel is connected to the first connection port; a motor heat exchanger, wherein the first end of the motor heat exchanger is connected to the second connection port; the second off-vehicle heat exchanger has a first heat exchange channel and a second heat exchange channel, the first end of the first heat exchange channel is respectively connected to the third connection port and the second end of the motor heat exchanger, the second end of the first heat exchange channel is connected to the second end of the motor cooling channel, the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger, and the second end of the second heat exchange channel is respectively connected to the first end of the first on-off valve, the first end of the fifth on-off valve and the first end of the second throttling element.

[0019] In some examples of the present invention, the air-conditioning module also includes: a sixth on-off valve, a first end of the sixth on-off valve being connected to the second end of the in-vehicle condenser, and a second end of the sixth on-off valve being connected to the first end of the first external heat exchanger; and a seventh on-off valve, a first end of the seventh on-off valve being connected to the second end of the in-vehicle condenser, and a second end of the seventh on-off valve being connected to the first end of the second external heat exchanger.

[0020] In some examples of the present invention, the air-conditioning module also includes: a fourth throttling element, a first end of the fourth throttling element is connected to the second end of the in-vehicle condenser, and a second end of the fourth throttling element is connected to the first end of the external heat exchanger; an eighth on-off valve, the eighth on-off valve is connected in parallel with the fourth throttling element to control the on-off between the in-vehicle condenser and the external heat exchanger.

[0021] In some examples of the present invention, the thermal management system further includes: a refrigerator heating module, the in-vehicle condenser and the fourth throttling element are connected in series and are connected in parallel with the refrigerator heating unit.

[0022] In some examples of the present invention, the refrigerator heating module includes: a refrigerator heating heat exchanger; a fifth throttling element, a first end of the fifth throttling element is connected to the outlet, and a second end of the fifth throttling element is connected to the first end of the refrigerator heating heat exchanger; a sixth throttling element, a first end of the sixth throttling element is connected to the second end of the refrigerator heating heat exchanger, and a second end of the sixth throttling element is connected to the first end of the outdoor heat exchanger.

[0023] In some examples of the present invention, the battery heat exchange module also includes: a ninth on-off valve, a first end of the ninth on-off valve being connected to the outlet, and a second end of the ninth on-off valve being connected to the second end of the battery pack heat exchanger to control the on-off between the outlet and the battery pack heat exchanger; a seventh throttling element, a first end of the seventh throttling element being respectively connected to the ninth on-off valve and the sixth on-off valve, and a second end of the seventh throttling element being connected to the second end of the battery pack heat exchanger.

[0024] In some examples of the present invention, the battery heat exchange module also includes: a first one-way valve, wherein the first end of the first one-way valve is connected to the first end of the third throttling element, and the second end of the first one-way valve is respectively connected to the first end of the first on-off valve, the first end of the fifth on-off valve and the first end of the second throttling element, and the first one-way valve only allows refrigerant to flow from the battery pack heat exchanger to at least one of the first on-off valve, the fifth on-off valve and the second throttling element; a second one-way valve, wherein the first end of the second one-way valve is connected to the first end of the third throttling element, and the second end of the second one-way valve is connected to the second end of the external heat exchanger, and the second one-way valve only allows refrigerant to flow from the external heat exchanger to the battery pack heat exchanger.

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

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

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

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

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

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

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

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

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

[0034] In some examples of the present invention, the thermal management system has an air-heat-electric-heat-ice-heat state; when the thermal management system is in the air-heat-electric-heat-ice-heat state, the fifth on-off valve and the ninth on-off valve are opened, the first on-off valve, the second on-off valve, the third on-off valve, the fourth on-off valve and the eighth on-off valve are closed, the third throttling element, the fourth throttling element and the sixth throttling element are opened and play a throttling role, the fifth throttling element and the seventh throttling element are opened, the in-vehicle condenser, the battery pack heat exchanger and the refrigerator heating heat exchanger act as condensers, and the out-of-vehicle heat exchanger acts as an evaporator.

[0035] In some examples of the present invention, the thermal management system has an air-heat-ice-heat state; when the thermal management system is in the air-heat-ice-heat state, the fifth on-off valve is opened, the first on-off valve, the second on-off valve, the third on-off valve, the fourth on-off valve, the eighth on-off valve and the ninth on-off valve are closed, the third throttling element, the fourth throttling element and the sixth throttling element are opened and play a throttling role, the fifth throttling element and the seventh throttling element are opened, the in-vehicle condenser and the refrigerator heating heat exchanger act as a condenser, and the outside-vehicle heat exchanger acts as an evaporator.

[0036] In some examples of the present invention, the thermal management system has an electric heating and cooling state; when the thermal management system is in the electric heating and cooling state, the fifth on-off valve and the ninth on-off valve are opened, the first on-off valve, the second on-off valve, the third on-off valve, the fourth on-off valve and the eighth on-off valve are closed, the third throttling element and the sixth throttling element are opened and play a throttling role, the fifth throttling element and the seventh throttling element are opened, the battery pack heat exchanger and the refrigerator heating heat exchanger act as condensers, and the external heat exchanger acts as an evaporator.

[0037] In some examples of the present invention, the thermal management system has an ice-hot state; when the thermal management system is in the ice-hot state, the fifth on-off valve is opened, the first on-off valve, the second on-off valve, the third on-off valve, the fourth on-off valve, the eighth on-off valve and the ninth on-off valve are closed, the sixth throttling element is opened and plays a throttling role, the fifth throttling element is opened, the refrigerator heating heat exchanger acts as a condenser, and the outdoor heat exchanger acts as an evaporator.

[0038] In some examples of the present invention, the thermal management system has an electric heating state; when the thermal management system is in the electric heating state, the fifth on-off valve and the ninth on-off valve are opened, the first on-off valve, the second on-off valve, the third on-off valve, the fourth on-off valve and the eighth on-off valve are closed, the third throttling element is opened and plays a throttling role, the seventh throttling element is opened, the battery pack heat exchanger acts as a condenser, and the external heat exchanger acts as an evaporator.

[0039] In some examples of the present invention, the thermal management system has an empty dehumidification state; when the thermal management system is in the empty dehumidification state, the first on-off valve and the eighth on-off valve are opened, the second on-off valve, the third on-off valve, the fourth on-off valve, the fifth on-off valve and the ninth on-off valve are closed, the first throttling element is opened and plays a throttling role, the in-vehicle condenser and the outdoor heat exchanger act as condensers, and the in-vehicle evaporator acts as an evaporator.

[0040] In some examples of the present invention, the thermal management system has an air defogger state; when the thermal management system is in the air defogger state, the fifth on-off valve is opened, the first on-off valve, the second on-off valve, the third on-off valve, the fourth on-off valve, the eighth on-off valve and the ninth on-off valve are closed, the fourth throttling element is opened and plays a throttling role, the in-vehicle condenser acts as a condenser, and the outside-vehicle heat exchanger acts as an evaporator.

[0041] A vehicle according to a second aspect of the present invention includes: the above-mentioned thermal management system.

[0042] 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

[0043] 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:

[0044] Figure 1 is a module control diagram of a thermal management system according to an embodiment of the present invention;

[0045] Figure 2 is a module control diagram of another thermal management system according to an embodiment of the present invention;

[0046] Figure 3 yes Figure 2 A partial enlarged view of the middle A area;

[0047] Figure 4 is a schematic structural diagram of an ejector according to an embodiment of the present invention;

[0048] Figure 5 is a schematic diagram of gas flow of a compressor according to an embodiment of the present invention;

[0049] Figure 6 is a working process diagram of a compressor according to an embodiment of the present invention;

[0050] Figure 7 is a module principle diagram of a thermal management system in an air cooling state according to an embodiment of the present invention;

[0051] Figure 8 is a module schematic diagram of a thermal management system in an air-cooling or electric-cooling state according to an embodiment of the present invention;

[0052] Fig. 9 is a module principle diagram of a thermal management system in an air-cooling, electric-cooling, and ice-cooling state according to an embodiment of the present invention;

[0053] Fig.10 is a module principle diagram of a thermal management system in an air-cooling or ice-cooling state according to an embodiment of the present invention;

[0054] Fig.11 is a module schematic diagram of a thermal management system in an electric cooling state according to an embodiment of the present invention;

[0055] Fig.12 is a schematic diagram of a module in a cold state of a thermal management system according to an embodiment of the present invention;

[0056] Fig.13 is a module schematic diagram of a thermal management system in an electric cooling state according to an embodiment of the present invention;

[0057] Fig.14 is a module schematic diagram of a thermal management system in an empty heat state according to an embodiment of the present invention;

[0058] Fig.15 is a module schematic diagram of a thermal management system in an empty-heat and electric-heat state according to an embodiment of the present invention;

[0059] Fig.16 is a module schematic diagram of a thermal management system in an air-heat, electric-heat, ice-heat state according to an embodiment of the present invention;

[0060] Fig.17 is a module principle diagram of a thermal management system in an air-heat-ice-heat state according to an embodiment of the present invention;

[0061] Fig.18 is a module schematic diagram of a thermal management system in an electric heating and ice heating state according to an embodiment of the present invention;

[0062] Fig.19 is a module schematic diagram of a thermal management system in an ice-hot state according to an embodiment of the present invention;

[0063] Fig. 20 is a module schematic diagram of a thermal management system in an electric heating state according to an embodiment of the present invention;

[0064] Fig.21 is a module principle diagram of a thermal management system in an air dehumidification state according to an embodiment of the present invention;

[0065] Fig. 22 1 is a module schematic diagram of a thermal management system in an air defogging state according to an embodiment of the present invention.

[0066] Reference numerals:

[0067] 100. Thermal management system; 1. Air conditioning module; 11. Compressor; 111. First inlet; 112. Second inlet; 113. Outlet; 114. First working chamber; 115. Second working chamber; 116. Static disk; 117. Moving disk; 12. External heat exchanger; 121. First external heat exchanger; 122. Second external heat exchanger; 13. Internal evaporator; 2. Ejector; 21. First ejector inlet; 22. Second ejector inlet; 23. Ejector outlet; 24. Suction section; 25. Mixing section; 26. Diffuser section; 3. Refrigerator refrigeration module; 31. Refrigerator refrigeration heat exchanger; 32. Second throttling element; 33. Second on-off valve; 34. Third on-off valve; 4. Battery heat exchange module; 41. Battery pack heat exchange device; 42, the third throttling element; 43, the fourth on-off valve; 44, the ninth on-off valve; 45, the seventh throttling element; 46, the first one-way valve; 47, the second one-way valve; 5, the first on-off valve; 6, the first throttling element; 7, the in-vehicle condenser; 8, the fifth on-off valve; 81, the sixth on-off valve; 82, the seventh on-off valve; 83, the fourth throttling element; 84, the eighth on-off valve; 85, the refrigerator heating module; 851, the refrigerator heating heat exchanger; 852, the fifth throttling element; 853, the sixth throttling element; 86, the gas-liquid separator; 9, the motor cooling module; 91, the three-way valve; 911, the first connecting port; 912, the second connecting port; 913, the third connecting port; 92, the motor cooling channel; 93, the motor heat exchanger. DETAILED DESCRIPTION

[0068] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0069] Reference below Figure 1-Figure 22 The thermal management system 100 according to an embodiment of the present invention is described, which can realize efficient three-open or two-open states of air conditioning refrigeration, refrigerator cooling and battery cooling, and can also optimize the matching degree between the refrigerator and the battery and the thermal management system 100.

[0070] Combination Figure 1-Figure 22 As shown, the thermal management system 100 according to the first embodiment of the present invention includes an air conditioning module 1, an ejector 2, a refrigerator refrigeration module 3 and a battery heat exchange module 4.

[0071] Among them, the air conditioning module 1 can play the role of cooling or heating on the air conditioning side of the passenger compartment. The ejector 2 can entrain the low-pressure fluid through the ejection of the high-pressure fluid, thereby achieving fluid mixing and energy exchange. The refrigerator refrigeration module 3 can play the role of refrigerating food or items. The battery heat exchange module 4 can play the role of heating or cooling the power battery.

[0072] Specifically, combined Figure 1-Figure 6As shown, the air conditioning module 1 includes a compressor 11, an external heat exchanger 12 and an internal evaporator 13 connected to form a refrigerant circuit.

[0073] The compressor 11 has a first inlet 111, a second inlet 112 and an outlet 113, the first inlet 111 is connected to the first end of the in-vehicle evaporator 13, the outlet 113 is connected to the first end of the outdoor heat exchanger 12, the ejector 2 has a first ejection inlet 21, a second ejection inlet 22 and an ejection outlet 23, the first ejection inlet 21 is connected to the second end of the outdoor heat exchanger 12, the ejection outlet 23 is connected to the second end of the in-vehicle evaporator 13, the first end of the refrigerator refrigeration module 3 is connected to the second end of the outdoor heat exchanger 12, the second end of the refrigerator refrigeration module 3 is connected to the second ejection inlet 22, the first end of the battery heat exchange module 4 is connected to the second end of the outdoor heat exchanger 12, the second end of the battery heat exchange module 4 is connected to the second inlet 112.

[0074] Among them, the compressor 11 in the embodiment of the present invention can be a scroll compressor 11, the first inlet 111 can be a low-pressure air intake port of the compressor 11, and the second inlet 112 can be a medium-pressure air intake port of the compressor 11. In this way, the first inlet 111 and the second inlet 112 can respectively correspond to cavities with different compression profiles inside the compressor 11, that is, the first inlet 111 and the second inlet 112 can respectively correspond to different gas compression stages in the compressor 11.

[0075] According to the thermal management system 100 of the embodiment of the present invention, the first inlet 111 of the compressor 11 is connected to the in-vehicle evaporator 13, and the refrigerator refrigeration module 3 is connected between the second end of the external heat exchanger 12 connected to the in-vehicle evaporator 13 and the first inlet 111 of the compressor 11, and the battery heat exchange module 4 is connected between the second end and the second inlet 112 of the external heat exchanger 12. In this way, when the air conditioning module 1 needs to cool the passenger compartment, and / or the refrigerator refrigeration module 3 needs to cool the refrigerator, and / or the battery heat exchange module 4 needs to cool the battery, the refrigerant flowing out of the compressor 11 can release heat to the outside of the vehicle through the external heat exchanger 12 to reduce the temperature of the refrigerant, and then the refrigerant flows into the in-vehicle evaporator 13 and / or the refrigerator refrigeration module 3 and / or the battery heat exchange module 4 to absorb the heat in the vehicle through the in-vehicle evaporator 13, or absorb the heat inside the refrigerator through the refrigerator refrigeration module 3, or absorb the heat of the battery pack through the battery heat exchange module 4, so as to realize the cooling of the passenger compartment, the refrigerator and the battery pack.

[0076] Moreover, the in-vehicle evaporator 13 and the refrigerator refrigeration module 3 are respectively connected to different inlets of the compressor 11. The first inlet 111 of the compressor 11 can correspond to a cavity with lower pressure, and the second inlet 112 can correspond to a cavity with higher pressure. When the in-vehicle evaporator 13, the refrigerator refrigeration module 3 and the battery heat exchange module 4 are operating at the same time, the refrigerant with higher pressure flowing out of the battery heat exchange module 4 can directly flow into the compressor 11 through the second inlet 112, and the refrigerant with lower pressure flowing out of the refrigerator refrigeration module 3 and the in-vehicle evaporator 13 can flow into the compressor 11 through the first inlet 111. Then, the above two parts of refrigerant are pressurized in the compressor 11 and then The compressor 11 is discharged through the outlet 113, thereby completing the entire refrigeration cycle of the thermal management system 100, and realizing the cooling of the passenger compartment, the refrigerator and the battery pack at the same time. The refrigerant flowing out of the in-vehicle evaporator 13 or the battery heat exchange module 4 does not need to be artificially reduced in pressure before flowing back to the compressor 11, thereby greatly reducing the pressure loss of the refrigerant in the air-conditioning module 1 and the battery heat exchange module 4, which is beneficial to maintaining the cooling capacity and cooling efficiency of the air-conditioning module 1 and the battery heat exchange module 4. The cooling capacity of the in-vehicle evaporator 13, the refrigerator refrigeration module 3 and the battery heat exchange module 4 are relatively sufficient. In hot weather, the thermal management system 100 can meet the cooling needs of the passenger compartment, the vehicle refrigerator and the battery pack.

[0077] Specifically, the compressor 11, the off-vehicle heat exchanger 12 and the on-vehicle evaporator 13 are sequentially connected to form a closed refrigerant circuit (that is, the refrigerant can circulate repeatedly between the three), and the compressor 11, the off-vehicle heat exchanger 12 and the battery heat exchange module 4 can also be sequentially connected to form a closed refrigerant circuit. The compressor 11 can increase the low-pressure gas to high-pressure gas (it inhales low-temperature and low-pressure refrigerant gas from its own gas inlet, and then drives the piston to compress it through the operation of the motor, and then discharges high-temperature and high-pressure refrigerant gas to its own outlet to provide power for the refrigeration cycle); the off-vehicle heat exchanger 12 can play the role of a condenser or evaporator according to the cooling or heating state of the thermal management system 100 to assist the heat exchange effect of the on-vehicle evaporator 13.

[0078] For example, when the thermal management system 100 is in a cooling state, the in-vehicle evaporator 13 absorbs heat from the passenger compartment. At this time, the refrigerant in the in-vehicle evaporator 13 gradually heats up, and the out-vehicle heat exchanger 12 can act as a condenser to exchange the heat of the high-temperature refrigerant with the air outside the vehicle, so that the cooled refrigerant can be recirculated to the in-vehicle evaporator 13 to absorb heat.

[0079] Among them, the first inlet 111 and outlet 113 of the compressor 11 are respectively connected to the in-vehicle evaporator 13 and the external heat exchanger 12, so that the refrigerant can circulate among the three; in addition, the second inlet 112 and outlet 113 of the compressor 11 are respectively connected to the battery heat exchange module 4 and the external heat exchanger 12, so that the refrigerant can circulate among the three.

[0080] Furthermore, the ejector 2 can draw in low-pressure fluid through the ejection effect of high-pressure fluid, thereby achieving fluid mixing and energy exchange (the high-pressure fluid is also called the working fluid or the mainstream, and the low-pressure fluid is also called the ejection fluid or the secondary flow. From the working process point of view, the two-phase flow ejector 2 does not contain moving parts, and its thermodynamic and kinetic processes are only completed by the exchange and conversion between the two-phase fluids. Therefore, its most prominent feature is that it does not directly consume mechanical energy but increases the fluid pressure).

[0081] Furthermore, combined with Figure 1 , Figure 2 and Figure 4 As shown, the ejector 2 in this case is provided with a first ejection inlet 21, a second ejection inlet 22 and an ejection outlet 23. Among them, the high-pressure medium-temperature refrigerant flowing into the refrigerant circuit from the off-board heat exchanger 12 undergoes isentropic expansion in the first ejection inlet 21. In this process, the refrigerant velocity increases (the refrigerant at the ejection outlet 23 can generally reach supersonic speed, and will be accompanied by a series of shock waves), and the pressure decreases, thereby realizing the conversion of pressure energy into kinetic energy; due to the large velocity difference and pressure difference between the working fluid (the refrigerant entering the first ejection inlet 21 from the off-board heat exchanger 12) and the ejection fluid (the refrigerant flowing into the second ejection inlet 22 from the cold box refrigeration module 3), the ejection fluid is continuously sucked into the working fluid, and gradually begins to mix with the working fluid, thereby realizing the transfer of momentum and energy. As the two refrigerant fluids are evenly mixed, the velocity and pressure of the fluid gradually tend to be consistent; after the mixed fluid reaches the ejection outlet 23, the fluid velocity decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. Therefore, since the two-phase flow pressure of the ejection outlet 23 is between the pressures of the working fluid and the ejection fluid, the ejector 2 plays a role in increasing the pressure of the ejection fluid.

[0082] In addition, the ejection outlet 23 is connected to the evaporator 13 in the vehicle, and the fluid pressure at the ejection outlet 23 meets the evaporation pressure requirement of air conditioning refrigeration. After the refrigerant cools the passenger compartment, it flows into the compressor 11 after passing through the gas-liquid separator 86 to complete the entire cycle. That is, in the dual-open state of the refrigerator refrigeration module 3 and the air conditioning module 1, the refrigerant can cool the refrigerator at a lower evaporation pressure, and then mix with the refrigerant entering the refrigerant circuit from the external heat exchanger 12 after passing through the ejector 2, so that the refrigerant fluid reaches a higher evaporation pressure. Then, after the refrigerant cools the passenger compartment, the refrigerant enters the first inlet 111 of the compressor 11 again, thereby realizing the entire refrigeration cycle. In summary, such an arrangement can make it possible for the refrigerant flow path of the passenger compartment air conditioning module 1 to merge with the refrigeration flow path of the refrigerator refrigeration module 3 without artificially reducing the pressure, which can reduce the reduction in refrigeration capacity and refrigeration efficiency of the refrigerant flow path of the passenger compartment air conditioning module 1 due to pressure loss.

[0083] Compared with the traditional arrangement of integrating the refrigerator into the automobile air-conditioning system, in the cooling state of the thermal management system 100, the target evaporating temperatures of the passenger compartment and the refrigerator are not the same. The target evaporating temperature of the passenger compartment is about 0°C (corresponding to an evaporating pressure of 300 kPa), and the target evaporating temperature of the refrigerator is generally about -15°C (corresponding to an evaporating pressure of 160 kPa). The evaporating temperature and the evaporating pressure are coupled. The lower the evaporating temperature, the lower the evaporating pressure. In the conventional dual-opening state of the refrigerator and the air conditioner, in the dual-opening state of the refrigeration of the passenger compartment air conditioning module and the cooling of the refrigerator refrigeration module, the evaporation pressure of the refrigerator refrigeration module is set to about 160kPa, and the evaporation pressure of the in-vehicle evaporator is set to about 300kPa. At this time, it is necessary to reduce the pressure of the in-vehicle evaporator outlet on the passenger compartment air conditioning side to about 160kPa, that is, to be consistent with the evaporation pressure of the refrigerator refrigeration module, and then merge with the outlet of the refrigerator evaporator outlet to enter the compressor suction port. This will result in an increase in the invalid pressure loss of the refrigeration circuit on the passenger compartment air conditioning side, a decrease in the flow rate of the refrigerant, and a decrease in the refrigeration capacity in order to ensure the consistency of the suction pressure when the refrigerator and the air conditioner are dual-opened, thereby sacrificing the refrigeration performance on the passenger compartment air conditioning side; and the embodiment in this case can improve the evaporation pressure of the refrigerator refrigeration module 3 through the ejector 2, thereby reducing the problem of reduced refrigeration capacity and refrigeration efficiency due to the pressure loss on one side of the in-vehicle evaporator 13 in the passenger compartment, thereby improving the practicality and comprehensive matching of the thermal management system 100.

[0084] Furthermore, along the flow direction of the compressor 11, the low-temperature and low-pressure gas at the first inlet 111 or the second inlet 112 is compressed into the high-temperature and high-pressure gas at its outlet 113. The outdoor heat exchanger 12 is respectively connected to the first injection inlet 21 and the refrigerator refrigeration module 3, and the refrigerator refrigeration module 3 is connected to the second injection inlet 22. The injection outlet 23 of the ejector 2 is further connected to the in-vehicle evaporator 13, and the in-vehicle evaporator 13 is connected to the first inlet 111 of the compressor 11. In this way, the refrigerator refrigeration module 3 can be merged into the refrigerant flow path of the thermal management system 100. At the same time, due to the addition of the ejector 2, when the air-conditioning module 1 and the refrigerator refrigeration module 3 are both opened, the evaporation pressure on one side of the in-vehicle evaporator 13 of the passenger compartment can also be increased, thereby reducing the problem of low refrigeration efficiency of the air-conditioning module 1 caused by the low evaporation pressure caused by the refrigerator refrigeration, thereby taking into account the user's needs for air-conditioning refrigeration and refrigerator refrigeration.

[0085] Furthermore, along the flow direction of the compressor 11 compressing the low-temperature and low-pressure gas at the inlet into the high-temperature and high-pressure gas at its outlet 113, the outdoor heat exchanger 12 is connected to the first on-off valve 8, and the first on-off valve 8 and the indoor evaporator 13 are connected in parallel, so that the refrigerant can flow back to the compressor 11 directly through the first on-off valve 5, so that the high-temperature and high-pressure refrigerant flowing from the outdoor heat exchanger 12 can flow directly through the outlet 113 of the compressor 11 into the refrigerator heating module 85, thereby meeting the user's heating needs for storing heated food and beverages.

[0086] Among them, based on the use of air conditioners, the target evaporation temperature is about 0-5℃, and the lowest lower limit temperature cannot be lower than 0℃ to prevent the air conditioner evaporator from freezing and affecting heat exchange. Correspondingly, the medium-temperature refrigerant of about 0-5℃ flows into the evaporator of the car refrigerator. If the internal natural convection heat exchange of the traditional car refrigerator is adopted, and no other refrigeration auxiliary devices are added, the speed at which the refrigerator evaporator absorbs and takes away the heat in the car refrigerator will be very slow, and the temperature in the box will be relatively high for a long time, and it is impossible to reach a temperature that meets user needs; based on the use of refrigerators, the evaporation pressure of the refrigerator evaporator is set to about 200kPa, and the evaporation pressure of the air conditioner evaporator is set to about 300kPa. At this time, it is necessary to use throttling and other solutions to reduce the air conditioning pressure on the passenger compartment side. The pressure at the evaporator outlet drops to about 200 kPa, which is consistent with the evaporation pressure of the refrigerator, and then merges with the refrigerant at the refrigerator evaporator outlet and enters the compressor suction port. This will cause the invalid pressure loss of the refrigeration circuit on the air-conditioning side of the passenger compartment to increase, the flow rate of the refrigerant to decrease, and the cooling capacity to decrease. The embodiment in this case can utilize the ejection throttling cycle to achieve an efficient dual-open state of air-conditioning refrigeration and refrigerator refrigeration, thereby reducing the problem of reduced cooling capacity and cooling efficiency due to the pressure loss on one side of the evaporator 13 in the passenger compartment, thereby improving the practicality and comprehensive matching of the thermal management system 100.

[0087] Since the fluid working pressure required by the battery heat exchange module 4 is relatively large, the battery heat exchange module 4 can be connected to the second inlet 112 of the compressor 11 (the second inlet 112 is interconnected with the medium-pressure chamber of the compressor 11), and the fluid working pressure required for the refrigeration of the air-conditioning module 1 or the refrigerator is relatively small, then the above two can be connected to the first inlet 111 of the compressor 11 (the first inlet 111 is interconnected with the low-pressure chamber of the compressor 11), so that a refrigerant circuit that does not interfere with each other can be formed, which reduces invalid pressure loss and improves the refrigeration capacity and refrigeration efficiency. According to the above description, the optimal working pressures of the battery, air conditioner and refrigerator are 600kPa, 300kPa and 200kPa respectively. Among them, the outlet of the in-vehicle evaporator 13 and the outlet of the refrigerator refrigeration module 3 are connected to the low-pressure air intake port of the compressor 11 (that is, the first inlet 111), and the outlet of the battery heat exchange module 4 is connected to the medium-pressure air intake port of the compressor 11 (that is, the second inlet 112). The high and low pressure working principle of the double-inlet compressor 11 is as shown in the attached figure. Figure 5 As shown, different air intake ports correspond to cavities with different compression profiles inside the compressor 11, i.e., different gas compression stages: the low-pressure air intake ports for air conditioning and refrigerator cooling correspond to the cavities of initial compression, which have the lowest pressure, and the battery cooling air intake port corresponds to the middle cavity of the compressor 11. In the double-open or triple-open state (battery cooling, air conditioning and refrigerator cooling), the air can be cooled and cooled at different evaporation pressures, respectively, and then enter different air intake ports of the compressor 11, and then after being pressurized in the compressor 11, they are discharged together to the outlet 113 of the compressor 11 to complete the entire refrigeration cycle, so that the battery cooling flow path does not need to artificially reduce the pressure before entering the compressor 11, reducing the reduction in cooling capacity and cooling efficiency due to pressure loss, and thus achieving high-efficiency double or triple opening of the above three without generating pressure loss.

[0088] Therefore, by setting up this system, an efficient three-open or two-open state of air-conditioning cooling, refrigerator cooling and battery cooling can be achieved, the matching degree of the refrigerator and battery with the thermal management system 100 can be optimized, the problem of reduced refrigeration efficiency due to pressure loss on the air-conditioning side of the passenger compartment can be alleviated, and the problem of reduced refrigeration efficiency caused by the need to artificially reduce the pressure of the battery cooling flow path before entering the compressor 11 can be avoided.

[0089] According to some optional embodiments of the present invention, Figure 1 , Figure 2 and Figure 4 As shown, the first injection inlet 21 and the injection outlet 23 are respectively arranged at opposite ends of the ejector 2, and the second injection inlet 22 is arranged on the outer periphery of the ejector 2.

[0090] Among them, since the refrigeration capacity of the refrigerator refrigeration module 3 is usually smaller than that of the air conditioning module 1, the first injection inlet 21 directly connected to the vehicle external heat exchanger 12 is directly opposite to the injection outlet 23 (the speed and pressure of the refrigerant passing through the first injection inlet 21 are both large, which can be called the working fluid), and the second injection inlet 22 connected to the refrigerator refrigeration module 3 is arranged at the periphery of the ejector 2 (the speed and pressure of the refrigerant passing through the second injection inlet 22 are both small, which can be called the injection fluid). Such an arrangement can facilitate the injection fluid to be continuously sucked into the working fluid and gradually begin to mix with the working fluid to achieve the transfer of momentum and energy. As the two refrigerant fluids are mixed evenly, the speed and pressure of the fluids gradually tend to be consistent; after the mixed fluid reaches the injection outlet 23, the fluid speed decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. In addition, since the two-phase flow pressure of the injection outlet 23 is between the pressure of the working fluid and the injection fluid, the ejector 2 plays a role in increasing the pressure of the injection fluid.

[0091] Specifically, combined Figure 4 As shown, the ejector 2 includes an intake section 24, a mixing section 25 and a diffuser section 26. The intake section 24 is provided with a first ejection inlet 21 and a second ejection inlet 22. The mixing section 25 is connected to the intake section 24. The diffuser section 26 is connected to the mixing section 25 and is provided with an ejection outlet 23.

[0092] It can be understood that, along the direction in which the refrigerant flows from the outlet 113 of the compressor 11 to the inlet of the compressor 11, the ejector 2 is sequentially constructed with a suction section 24, a mixing section 25 and a diffuser section 26. The suction section 24 is provided with a first injection inlet 21 and a second injection inlet 22 for sucking fluids in different directions. The mixing section 25 can mix the fluids sucked in from the first injection inlet 21 and the second injection inlet 22, and the diffuser section 26 can increase the pressure of the mixed fluid in the mixing section 25.

[0093] For example, the ejected fluid is continuously sucked into the suction section 24 through the second ejection inlet 22, and begins to mix with the working fluid through the first ejection inlet 21 in the mixing section 25, thereby realizing the transfer of momentum and energy. As the two fluids are evenly mixed, the velocity and pressure of the fluids gradually tend to be consistent. After the mixed fluid reaches the diffuser section 26, the velocity of the mixed fluid decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy.

[0094] Furthermore, the cross-sectional area of ​​the diffuser section 26 gradually increases in the direction away from the mixing section 25, so that the flow rate and pressure distribution of the fluid can be adjusted by changing the cross-sectional area of ​​the diffuser section 26, thereby achieving pressure diffusion and control.

[0095] That is to say, when the fluid passes through the diffuser section 26, the flow rate and pressure of the fluid will change due to the inconsistent diameter of the diffuser section 26. According to the Bernoulli equation and the continuity equation, when the fluid passes through the diffuser section 26, the cross-sectional area increases, the flow rate of the fluid will decrease, and the pressure will increase, thereby having the effect of increasing the evaporation pressure on one side of the evaporator 13 in the vehicle.

[0096] According to some optional embodiments of the present invention, Figure 6 As shown, the compressor 11 has a first working chamber 114 and a second working chamber 115. The first working chamber 114 is connected to the first inlet 111, and the second working chamber 115 is connected to the second inlet 112. The second working chamber 115 is closer to the central axis of the compressor 11 than the first working chamber 114. For example, the compressor 11 may be a scroll compressor 11.

[0097] Among them, the refrigerant entering from the first inlet 111 directly flows into the first working chamber 114, and the refrigerant entering from the second inlet 112 directly flows into the second working chamber 115, and the second working chamber 115 is closer to the center of the compressor 11 in the radial direction of the compressor 11. In this way, as the refrigerant is affected by external force, the refrigerant will gradually flow from the first working chamber 114 to the second working chamber 115, that is, the closed accommodation space for a certain flow rate of refrigerant gradually shrinks, thereby gradually increasing the fluid pressure and achieving the effect of refrigerant compression.

[0098] Specifically, combined Figure 6 As shown, the compressor 11 includes a casing, a driving member, a stator plate 116 and a rotor plate 117. That is, the compressor 11 may be a scroll compressor 11.

[0099] The driving member is arranged in the casing, the static disk 116 is arranged in the casing, and the first inlet 111, the second inlet 112 and the outlet 113 are arranged on the static disk 116, the moving disk 117 is arranged in the casing and is transmission-connected to the driving member, the moving disk 117 and the static disk 116 jointly define the first working chamber 114 and the second working chamber 115, and the driving member drives the moving disk 117 to revolve relative to the central axis of the static disk 116 to adjust the air pressure in the first working chamber 114 and the second working chamber 115.

[0100] The driving member can be constructed as a main shaft, and the main shaft and the static disk 116 are arranged coaxially, so that the driving member can drive the dynamic disk 117 to revolve around the central axis of the static disk 116, and the dynamic disk 117 does not rotate on its own. The scroll parameters of the dynamic disk 117 and the static disk 116 are the same, but the phases are different. The dynamic disk 117 and the static disk 116 are meshed to form a first working chamber 114 and a second working chamber 115. The volumes of the first working chamber 114 and the second working chamber 115 change with the meshing angle of the dynamic disk 117 and the static disk 116. At this time, the gas can pass through the first working chamber 114 under the action of the pressure difference. The inlet 111 and the second inlet 112 are sucked into the compressor 11, and the closer to the central axis of the stator 116, the smaller the volume of the cavity and the higher the air pressure. By arranging the first working chamber 114 and the second working chamber 115 at different positions from the central axis of the compressor 11, the first working chamber 114 and the second working chamber 115 can respectively correspond to different gas compression stages, and the refrigerant flowing out of the evaporator 13 in the vehicle can be passed through the first inlet 111 into the first working chamber 114 with higher air pressure, so that the pressure loss is smaller.

[0101] Among them, the compressor 11 mainly utilizes the relative revolution of the moving plate 117 and the stationary plate 116 to form a continuous change of the closed volume (that is, the volume of the first working chamber 114 and the second working chamber 115 gradually changes with the relative revolution of the moving plate 117 and the stationary plate 116, and does not remain fixed), thereby realizing the function of compressing the refrigerant.

[0102] For example, the static plate 116 is fixed on the frame, and the first inlet 111, the second inlet 112 and the outlet 113 are arranged on the static plate 116, so that the refrigerant and the connecting port of the compressor 11 can form a fixed connection position to prevent the problem of shaking; and the moving plate 117 is driven by the eccentric shaft and is restricted by the anti-rotation mechanism. The moving plate 117 rotates in a plane with a small radius around the center of the base circle of the static plate 116. The refrigerant is sucked into the outer ring of the static plate 116 and the moving plate 117 through the air filter element. As the eccentric shaft rotates, the refrigerant is gradually compressed in the first working chamber 114 and the second working chamber 115 formed between the moving plate 117 and the static plate 116. The compressed refrigerant is continuously discharged through the axial hole in the center of the static plate 116 (that is, the outlet 113 of the compressor 11). The scroll compressor 11 has the characteristics of high efficiency, small size, light weight, low noise, simple structure and stable operation.

[0103] According to some optional embodiments of the present invention, Figure 1 and Figure 2As shown, the air conditioning module 1 further includes a first on-off valve 5, a first end of the first on-off valve 5 is connected to a second end of the external heat exchanger 12, and a second end of the first on-off valve 5 is connected to a first injection inlet 21 to control the on-off between the external heat exchanger 12 and the first injection inlet 21. The first on-off valve 5 may be an electronic expansion valve.

[0104] Among them, the first on-off valve 5 can selectively open or close the fluid passage between the external heat exchanger 12 and the first injection inlet 21 according to the control instruction of the thermal management system 100. For example, when the thermal management system 100 is in the cooling state, the first on-off valve 5 is turned on, allowing the refrigerant at the external heat exchanger 12 to flow to the first injection inlet 21, so that the refrigerant can smoothly flow through the complete heat exchange cycle; for another example, when the thermal management system 100 is in the heating state or other states that do not require cooling of the passenger compartment, the first on-off valve 5 is closed, at this time, the refrigerant at the external heat exchanger 12 is not allowed to flow to the first injection inlet 21 and cause the refrigerant to flow through an excess path, thereby improving the scientific nature of the thermal management system 100.

[0105] Specifically, combined Figure 1 and Figure 2 As shown, the air conditioning module 1 further includes a first throttling element 6, a first end of the first throttling element 6 is connected to a second end of the first on-off valve 5, and a second end of the first throttling element 6 is connected to a second end of the in-vehicle evaporator 13. The first throttling element 6 may be an electronic expansion valve.

[0106] It can be understood that the two ends of the first throttling element 6 are connected in parallel at the first injection inlet 21 and the injection outlet 23 of the ejector 2, and the external heat exchanger 12 is simultaneously connected to the first throttling element 6 and the ejector 2. In this way, the high-temperature and high-pressure refrigerant from the external heat exchanger 12 can be throttled and cooled, which is beneficial to reduce the temperature of the refrigerant flowing to the side of the internal evaporator 13, and then facilitate the refrigerant in the internal evaporator 13 to absorb heat in the nearby air, thereby achieving the effect of cooling and refrigeration.

[0107] For example, the off-vehicle heat exchanger 12 is connected to the first throttling element 6 and the ejector 2, and the compressor 11 discharges high-temperature and high-pressure gas from the outlet 113 after compression. The outlet 113 of the compressor 11 is connected to the off-vehicle heat exchanger 12, and the refrigerant exchanges heat with the environment through the off-vehicle heat exchanger 12, and the refrigerant releases heat. The outlet of the off-vehicle heat exchanger 12 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature); the refrigerant flowing through the off-vehicle heat exchanger 12 from the compressor 11 passes through the first throttling element 6 and the ejector 2, which can form a throttling and cooling effect on the refrigerant, and the high-temperature and high-pressure refrigerant becomes low-temperature and low-pressure wet steam or supercooled liquid; the ejector 2 In parallel with the first throttling element 6, the injection outlet 23 is connected to the in-vehicle evaporator 13. At this time, high-temperature air passes through the in-vehicle evaporator 13, and the in-vehicle evaporator 13 acts as an evaporator. The high-temperature air near the in-vehicle evaporator 13 is cooled to low-temperature air and provided to the passenger compartment for refrigeration. The refrigerant at the outlet of the in-vehicle evaporator 13 is a low-temperature and low-pressure fluid. The outlet of the in-vehicle evaporator 13 is connected to the gas-liquid separator 86. The gas-liquid separator 86 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stability of the suction of the compressor 11. Finally, the refrigerant returns to the first inlet 111 of the compressor 11, thereby forming a complete cycle.

[0108] Furthermore, combined with Figure 1 and Figure 2 As shown, the refrigerator refrigeration module 3 includes a refrigerator refrigeration heat exchanger 31, a second throttling element 32, a second on-off valve 33 and a third on-off valve 34, wherein the first end of the second throttling element 32 is connected to the second end of the external heat exchanger 12, the second end of the second throttling element 32 is connected to the first end of the refrigerator refrigeration heat exchanger 31, the first end of the second on-off valve 33 is connected to the second end of the refrigerator refrigeration heat exchanger 31, the second end of the second on-off valve 33 is connected to the second injection inlet 22 to control the on-off between the refrigerator refrigeration heat exchanger 31 and the second injection inlet 22, the first end of the third on-off valve 34 is connected to the second end of the refrigerator refrigeration heat exchanger 31, and the second end of the third on-off valve 34 is connected to the first inlet 111 to control the on-off between the refrigerator refrigeration heat exchanger 31 and the second inlet 112. The second throttling element 32 may be an electronic expansion valve, and the second on-off valve 33 and the third on-off valve 34 may be solenoid valves.

[0109] It can be understood that the second on-off valve 33 is connected between the refrigerator refrigeration heat exchanger 31 and the second injection inlet 22, which can control whether the fluid after passing through the refrigerator refrigeration heat exchanger 31 can flow to the second injection inlet 22; the third on-off valve 34 is connected between the refrigerator refrigeration heat exchanger 31 and the inlet of the compressor 11, which can control whether the fluid after passing through the refrigerator refrigeration heat exchanger 31 can flow to the inlet of the compressor 11; the second throttling element 32 is connected between the vehicle external heat exchanger 12 and the refrigerator refrigeration heat exchanger 31, which can throttle and cool down the high-temperature and high-pressure refrigerant flowing from the vehicle external heat exchanger 12 to the refrigerator refrigeration heat exchanger 31 into a low-temperature and low-pressure refrigerant, thereby facilitating the refrigerant to exchange heat with the air near the refrigerator refrigeration module 3, thereby achieving the heat absorption and refrigeration effect of the refrigerator refrigeration module 3. Among them, the refrigerator refrigeration heat exchanger 31 can exchange heat between two fluids of different temperatures by heat conduction, that is, the refrigerant passing through the refrigerator refrigeration heat exchanger 31 can exchange heat with the outside air, thereby achieving the corresponding cooling and refrigeration effect.

[0110] Specifically, combined Figure 1 and Figure 2 As shown, the battery heat exchange module 4 includes a battery pack heat exchanger 41, a third throttling element 42 and a fourth on-off valve 43, wherein the first end of the third throttling element 42 is connected to the first end of the off-vehicle heat exchanger 12, the second end of the third throttling element 42 is connected to the first end of the battery pack heat exchanger 41, the first end of the fourth on-off valve 43 is connected to the second end of the battery pack heat exchanger 41, and the second end of the fourth on-off valve 43 is connected to the second inlet 112 to control the on-off between the battery pack heat exchanger 41 and the second inlet 112. The third throttling element 42 may be an electronic expansion valve, and the fourth on-off valve 43 may be a solenoid valve.

[0111] Among them, the fourth on-off valve 43 can control the on-off status of the refrigerant flow between the second inlet 112 of the compressor 11 and the battery pack heat exchanger 41, so that the thermal management system 100 can adjust the on-off operation of the fourth on-off valve 43 accordingly according to different working conditions.

[0112] In addition, the second end of the third throttling element 42 is connected to both ends of the external heat exchanger 12, that is, the refrigerant can flow through the third throttling element 42 before flowing through the external heat exchanger 12, and the refrigerant can also flow through the third throttling element 42 after flowing through the external heat exchanger 12, and the first end of the third throttling element 42 is connected to the battery pack heat exchanger 41, so that the refrigerant flowing out of the compressor 11 outlet 113 can form a flow path that passes through the external heat exchanger 12 and flows to the battery pack heat exchanger 41 without passing through the external heat exchanger 12, thereby matching different thermal system management states (such as battery heating and battery cooling, etc.).

[0113] Furthermore, combined with Figure 1 and Figure 2 As shown, the air conditioning module 1 further includes an in-vehicle condenser 7 and a fifth on-off valve 8, the first end of the in-vehicle condenser 7 is connected to the outlet 113, the second end of the in-vehicle condenser 7 is connected to the first end of the out-vehicle heat exchanger 12, the first end of the fifth on-off valve 8 is connected to the second end of the out-vehicle heat exchanger 12, the second end of the fifth on-off valve 8 is connected to the second inlet 112, so as to control the on-off between the out-vehicle heat exchanger 12 and the second inlet 112, and the fifth on-off valve 8 is connected in parallel with the battery heat exchange module 4. The fifth on-off valve may be a solenoid valve.

[0114] That is to say, when the condenser is performing condensation work, it can use high-temperature refrigerant to exchange heat with nearby low-temperature air, thereby achieving a heating effect on the passenger compartment side of the air-conditioning module 1. In addition, the fifth on-off valve 8 is connected between the external heat exchanger 12 and the second inlet 112 of the compressor 11, and the fifth on-off valve 8 and the battery heat exchange module 4 are connected in parallel, that is, the refrigerant flowing out of the external heat exchanger 12 can flow directly to the second inlet 112 of the compressor 11 after passing through the battery heat exchange module 4, or can flow directly to the second inlet 112 of the compressor 11 after passing through the fifth on-off valve 8, thereby achieving a diversion effect on the refrigerant, thereby facilitating the thermal management system 100 to form a complete refrigerant circulation loop and switch different working states.

[0115] Specifically, combined Figure 2 and Figure 3 As shown, the outdoor heat exchanger 12 includes a first outdoor heat exchanger 121 and a second outdoor heat exchanger 122. The first end of the first outdoor heat exchanger 121 is connected to the second end of the indoor condenser 7, and the second end of the first outdoor heat exchanger 121 is respectively connected to the first injection inlet 21, the first end of the fifth on-off valve 8 and the first end of the refrigerator refrigeration module 3, and the second outdoor heat exchanger 122 is connected in parallel with the first outdoor heat exchanger 121.

[0116] It can be understood that the refrigerant flowing out from the outlet 113 of the compressor 11 can flow to the first end of the first external heat exchanger 121 after passing through the in-vehicle condenser 7, and the refrigerant flowing through the first external heat exchanger 121 can flow from its second end to the fifth on-off valve 8, the first on-off valve 5, the second throttling element 32 and the third throttling element 42 respectively, so that the refrigerant flows to different heat exchange modules, and after the refrigerant exerts its heat exchange effect, it flows back to the first inlet 111 or the second inlet 112 of the compressor 11, thereby realizing the circulation effect of the refrigerant flowing to different paths.

[0117] In addition, the second outdoor heat exchanger 122 is connected in parallel with the first outdoor heat exchanger 121, which can enhance the heat exchange effect of the first outdoor heat exchanger 121 outside the vehicle, thereby improving the heat exchange efficiency between the refrigerant and the outside air.

[0118] Furthermore, combined with Figure 2 and Figure 3 As shown, the thermal management system 100 also includes a motor cooling module 9, which includes a three-way valve 91, a motor cooling channel 92 and a motor heat exchanger 93. The three-way valve 91 includes a first connection port 911, a second connection port 912 and a third connection port 913. The motor cooling channel 92 is connected to the first connection port 911, and the first end of the motor heat exchanger 93 is connected to the second connection port 912; the second external heat exchanger 122 has a first heat exchange channel and a second heat exchange channel, the first end of the first heat exchange channel is respectively connected to the third connection port 913 and the second end of the motor heat exchanger 93, the second end of the first heat exchange channel is connected to the second end of the motor cooling channel 92, the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger 41, and the second end of the second heat exchange channel is respectively connected to the first end of the first on-off valve 5, the first end of the fifth on-off valve 8 and the first end of the second throttling element 32.

[0119] It can be understood that the motor heat exchanger 93 can have a certain degree of heat dissipation effect on the motor 92. At the same time, the motor heat exchanger 93 is connected to the second external heat exchanger 122, and the second external heat exchanger 122 is connected to the refrigerant circuit of the thermal management system 100. In this way, the waste heat of the motor can be used to heat the refrigerant, and the circulation heat dissipation efficiency of the motor heat exchanger 93 can be improved, thereby improving the versatility of the thermal management system 100.

[0120] In addition, the three-way valve 91 can form a mutually flowable refrigerant flow path between the motor heat exchanger 93, the motor and the second external heat exchanger 122 through the first connection port 911, the second connection port 912 and the third connection port 913, and the refrigerant in this flow path can also participate in the refrigerant circuit in the thermal management system 100, so that the refrigerant forms a complete cycle.

[0121] Among them, the second external heat exchanger 122 can be a plate heat exchanger, that is, the first heat exchange channel can be connected to the motor cooling module 9, and the second heat exchange channel can be connected to the refrigerant circuit, thereby realizing heat exchange between the refrigerant in the refrigerant circuit and the coolant in the motor cooling module 9, so that the heat in the motor cooling module 9 can be exchanged to the refrigerant circuit through the second external heat exchanger 122, that is, the thermal management system 100 can utilize the waste heat of the motor cooling module 9, which is beneficial to improving the energy utilization rate of the thermal management system 100, and when the outside temperature is low, the waste heat of the motor cooling module 9 can be used to heat the passenger compartment or the refrigerator to improve the heating efficiency of the thermal management system 100.

[0122] Specifically, combined Figure 2As shown, the air-conditioning module 1 also includes a sixth on-off valve 81 and a seventh on-off valve 82. The first end of the sixth on-off valve 81 is connected to the second end of the in-vehicle condenser 7, and the second end of the sixth on-off valve 81 is connected to the first end of the first external heat exchanger 121. The first end of the seventh on-off valve 82 is connected to the second end of the in-vehicle condenser 7, and the second end of the seventh on-off valve 82 is connected to the first end of the second external heat exchanger 122.

[0123] That is to say, the sixth on-off valve 81 is connected between the in-vehicle condenser 7 and the first outside-vehicle heat exchanger 121, and it can control the on-off condition of the refrigerant flowing out of the in-vehicle condenser 7 to the first outside-vehicle heat exchanger 121; the seventh on-off valve 82 can control the on-off condition of the refrigerant flowing out of the in-vehicle condenser 7 to the second outside-vehicle heat exchanger 122.

[0124] Furthermore, combined with Figure 1 and Figure 2 As shown, the air conditioning module 1 further includes a fourth throttling element 83 and an eighth on-off valve 84, wherein the first end of the fourth throttling element 83 is connected to the second end of the in-vehicle condenser 7, the second end of the fourth throttling element 83 is connected to the first end of the out-vehicle heat exchanger 12, and the eighth on-off valve 84 is connected in parallel with the fourth throttling element 83 to control the on-off between the in-vehicle condenser 7 and the out-vehicle heat exchanger 12. The fourth throttling element 83 may be an electronic expansion valve, and the eighth on-off valve 84 may be a solenoid valve.

[0125] It can be understood that the eighth on-off valve 84 is connected in series between the in-vehicle condenser 7 and the outdoor heat exchanger 12, and the fourth throttling element 83 is connected in parallel to both ends of the eighth on-off valve 84, so that the refrigerant flowing out of the in-vehicle condenser 7 can select one or both of the two branches to flow according to corresponding instructions during the process of flowing to the outdoor heat exchanger 12. The eighth on-off valve 84 can close or open the refrigerant flow path between the in-vehicle condenser 7 and the outdoor heat exchanger 12, and the fourth throttling element 83 can throttle and cool the refrigerant flowing between the in-vehicle condenser 7 and the eighth on-off valve 84 and then flow directly to the outdoor heat exchanger 12. In this way, when the in-vehicle condenser 7 is working, the low-temperature and high-pressure refrigerant can be further cooled down and then flow to the outdoor heat exchanger 12 for heat exchange with the outside air, which is beneficial to improve the heating work of the in-vehicle condenser 7.

[0126] Specifically, combined Figure 1 and Figure 2 As shown, the thermal management system 100 further includes a refrigerator heating module 85 , and the in-vehicle condenser 7 is connected in series with the fourth throttling element 83 and is connected in parallel with the refrigerator heating module 85 .

[0127] It is understandable that the refrigerator heating module 85 can heat and keep food or articles warm. Among them, the in-vehicle condenser 7 and the fourth throttling element 83 are connected in series between the outlet 113 of the compressor 11 and the outside heat exchanger 12, so that the heating work of the air conditioner can be facilitated; and the in-vehicle condenser 7 and the fourth throttling element 83 are connected in parallel with the refrigerator heating module 85, that is, the refrigerant flowing out of the outlet 113 of the compressor 11 can also directly flow through the refrigerator heating module 85 and then flow to the outside heat exchanger 12, thereby realizing the heating work of the refrigerator heating module 85.

[0128] Furthermore, combined with Figure 1 and Figure 2 As shown, the refrigerator heating module 85 includes a refrigerator heating heat exchanger 851, a fifth throttling element 852 and a sixth throttling element 853, the first end of the fifth throttling element 852 is connected to the outlet 113, the second end of the fifth throttling element 852 is connected to the first end of the refrigerator heating heat exchanger 851, the first end of the sixth throttling element 853 is connected to the second end of the refrigerator heating heat exchanger 851, and the second end of the sixth throttling element 853 is connected to the first end of the vehicle exterior heat exchanger 12. The fifth throttling element 852 may be a large-caliber electronic expansion valve, and the sixth throttling element 853 may be an electronic expansion valve.

[0129] That is to say, in the flow direction of the refrigerant flowing from the outlet 113 of the compressor 11 to the outdoor heat exchanger 12, the fifth throttling element 852, the refrigerator heating heat exchanger 851 and the sixth throttling element 853 are connected in series between the outlet 113 of the compressor 11 and the outdoor heat exchanger 12. In this way, the high-temperature and high-pressure refrigerant flowing from the outlet 113 of the compressor 11 to the refrigerator heating heat exchanger 851 can play the first and second throttling and cooling effects before flowing into the refrigerator heating heat exchanger 851 and after flowing out of the refrigerator heating heat exchanger 851. In this way, on the one hand, the refrigerant can release heat and provide a heating effect for the refrigerator heating module 85. On the other hand, the low-temperature and high-pressure refrigerant can be further cooled down before flowing to the outdoor heat exchanger 12 to exchange heat with the outside air. This is beneficial to improving the heating work of the refrigerator heating heat exchanger 851.

[0130] Specifically, combined Figure 1 and Figure 2As shown, the battery heat exchange module 4 further includes a ninth on-off valve 44 and a seventh throttling element 45, the first end of the ninth on-off valve 44 is connected to the outlet 113, and the second end of the ninth on-off valve 44 is connected to the second end of the battery pack heat exchanger 41 to control the on-off between the outlet 113 and the battery pack heat exchanger 41, the first end of the seventh throttling element 45 is respectively connected to the ninth on-off valve 44 and the sixth on-off valve 81, and the second end of the seventh throttling element 45 is connected to the second end of the battery pack heat exchanger 41. The ninth on-off valve 44 may be a solenoid valve, and the seventh throttling element 45 may be a large-caliber electronic expansion valve.

[0131] Among them, the ninth on-off valve 44 can control the on-off status of the refrigerant flow between the outlet 113 of the compressor 11 and the battery pack heat exchanger 41, so that the thermal management system 100 can adjust the on-off operation of the ninth on-off valve 44 accordingly according to different working conditions.

[0132] In addition, the seventh throttling element 45 is connected between the battery pack heat exchanger 41 and the ninth on-off valve 44, so that a channel condition can be provided for the flow path directly flowing from the outlet 113 of the compressor 11 to the battery pack heat exchanger 41, thereby facilitating the high-temperature refrigerant to flow to the battery pack heat exchanger 41 to exchange heat with the low-temperature air, thereby facilitating the heating of the power battery; at the same time, the seventh throttling element 45 is connected between the battery pack heat exchanger 41 and the fourth on-off valve 43, so that the refrigerant flowing from the battery pack heat exchanger 41 to the second inlet 112 of the compressor 11 can be throttled and cooled, thereby facilitating the refrigerant to be cooled again before flowing back to the compressor 11.

[0133] Furthermore, combined with Figure 1 and Figure 2 As shown, the battery heat exchange module 4 also includes a first one-way valve 46 and a second one-way valve 47. The first end of the first one-way valve 46 is connected to the first end of the third throttling element 42, and the second end of the first one-way valve 46 is respectively connected to the first end of the first on-off valve 5, the first end of the fifth on-off valve 8 and the first end of the second throttling element 32. The first one-way valve 46 only allows the refrigerant to flow from the battery pack heat exchanger 41 to at least one of the first on-off valve 5, the fifth on-off valve 8 and the second throttling element 32; the first end of the second one-way valve 47 is connected to the first end of the third throttling element 42, and the second end of the second one-way valve 47 is connected to the second end of the external heat exchanger 12. The second one-way valve 47 only allows the refrigerant to flow from the external heat exchanger 12 to the battery pack heat exchanger 41.

[0134] That is, the first one-way valve 46 and the second one-way valve 47 can control the flow direction of the refrigerant fluid (such as liquid or gas), allowing the fluid to flow only in a specific direction while preventing the fluid from flowing in the opposite direction. In this way, when heating the battery pack, the refrigerant flowing out of the battery pack heat exchanger 41 can flow to at least one of the first on-off valve 5, the fifth on-off valve 8 and the second throttling element 32 through the first one-way valve 46; and when cooling the battery pack, the refrigerant flowing out of the external heat exchanger 12 can flow to the battery pack heat exchanger 41 through the second one-way valve 47, and the flow path will not be interfered, and the refrigerant flow can be smoother.

[0135] Optionally, the compressor 11 discharges high-temperature and high-pressure gas to its outlet 113 after compressing the fluid, and is connected to the in-vehicle condenser 7 (without wind passing through) and only flows through as a flow channel. At this time, the outlet of the in-vehicle condenser 7 is still high-temperature and high-pressure gas; the in-vehicle condenser 7 is connected to the outdoor heat exchanger 12, and the refrigerant exchanges heat with the environment through the outdoor heat exchanger 12, and the refrigerant releases heat. The outlet of the outdoor heat exchanger 12 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature); the outdoor heat exchanger 12 is connected to the third throttling element 42 through the second one-way valve 47, and the refrigerant is throttled and cooled through the third throttling element 42. It becomes low-temperature and low-pressure wet steam or supercooled liquid; the third throttling element 42 is connected to the battery pack heat exchanger 41, at which time the battery pack heat exchanger 41 acts as an evaporator, and the high-temperature fluid near the battery pack heat exchanger 41 is cooled to a low-temperature fluid through the evaporation action of the battery pack heat exchanger 41, thereby being provided to the battery pack for refrigeration. The outlet of the battery pack heat exchanger 41 is connected to the gas-liquid separator 86, which separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stability of the suction of the compressor 11. Finally, the refrigerant returns to the second inlet 112 of the compressor 11, thereby forming a complete cycle.

[0136] Optionally, combined Figure 7 As shown, the thermal management system 100 has an air-cooling state; when the thermal management system 100 is in the air-cooling state, the first on-off valve 5 and the eighth on-off valve 84 are opened, the second on-off valve 33, the third on-off valve 34, the fourth on-off valve 43, the fifth on-off valve 8 and the ninth on-off valve 44 are closed, the first throttling element 6 is opened, and the first throttling element 6 plays a throttling role, the outdoor heat exchanger 12 acts as a condenser, and the indoor evaporator 13 acts as an evaporator.

[0137] For example, when the thermal management system 100 switches to the air cooling state, the working process of the refrigerant is as follows: the compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the in-vehicle condenser 7 (without wind passing through), and only flows through as a flow channel. At this time, the outlet of the in-vehicle condenser 7 is still high-temperature and high-pressure gas; the outlet of the in-vehicle condenser 7 is connected to the outdoor heat exchanger 12, and the refrigerant exchanges heat with the environment through the outdoor heat exchanger, and the refrigerant releases heat. The outlet of the outdoor heat exchanger 12 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature); the outdoor heat exchanger 12 is connected to the inlet of the first throttling element 6 and the ejector 2 in parallel, and the refrigerant is throttled and cooled through the first throttling element 6 and the ejector 2 to become a low-temperature and low-pressure fluid. wet steam or supercooled liquid; the outlet of the first throttling element 6 and the ejector 2 in parallel is connected to the in-vehicle evaporator 13, at this time, high-temperature air passes through the in-vehicle evaporator 13, and the in-vehicle evaporator 13 acts as an evaporator. The high-temperature air and the low-temperature and low-pressure refrigerant exchange heat, and the high-temperature air is cooled to low-temperature air and provided to the vehicle for refrigeration. The refrigerant at the outlet of the in-vehicle evaporator 13 is a low-temperature and low-pressure fluid; the outlet of the in-vehicle evaporator 13 is connected to the gas-liquid separator 86, and the gas-liquid separator 86 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, and finally the refrigerant returns to the first inlet 111 of the electric compressor 11, thereby forming a complete cycle.

[0138] Alternatively, combining Figure 8 As shown, the thermal management system 100 has an air-cooling and electric-cooling state; when the thermal management system 100 is in the air-cooling and electric-cooling state, the first on-off valve 5, the fourth on-off valve 43 and the eighth on-off valve 84 are opened, the second on-off valve 33, the third on-off valve 34, the fifth on-off valve 8 and the ninth on-off valve 44 are closed, the first throttling element 6 and the third throttling element 42 are opened, and the first throttling element 6 and the third throttling element 42 play a throttling role, the seventh throttling element 45 is opened, the outdoor heat exchanger 12 acts as a condenser, and the indoor evaporator 13 and the battery pack heat exchanger 41 act as evaporators.

[0139] For example, when the thermal management system 100 is switched to the dual-open state of air cooling and electric cooling, the working process of the refrigerant is as follows: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the in-vehicle condenser 7 (without wind passing through), and only flows through as a flow channel. At this time, the outlet of the in-vehicle condenser 7 is still high-temperature and high-pressure gas; the outlet of the in-vehicle condenser 7 is connected to the outdoor heat exchanger 12, and the refrigerant exchanges heat with the environment through the outdoor heat exchanger 12, and the refrigerant releases heat. The outlet of the outdoor heat exchanger 12 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature); after the refrigerant passes through the outdoor heat exchanger 12, two branches are formed; Branch 1: connected to the inlet in parallel with the first throttling element 6 and the ejector 2, the refrigerant is throttled and cooled through the first throttling element 6 and the ejector 2, and becomes low-temperature and low-pressure wet steam or supercooled liquid; the outlet in parallel with the first throttling element 6 and the ejector 2 is connected to the in-vehicle evaporator 13, and at this time, high-temperature air passes through the in-vehicle evaporator 13, and the in-vehicle evaporator 13 acts as an evaporator The high-temperature air and the low-temperature and low-pressure refrigerant exchange heat, and the high-temperature air is cooled to low-temperature air and provided to the vehicle for refrigeration. The refrigerant at the outlet of the evaporator 13 in the vehicle is a low-temperature and low-pressure fluid, which is connected to the gas-liquid separator 86 and enters the low-pressure chamber of the compressor 11; Branch 2: connected to the third throttling element 42, the refrigerant is throttled and cooled by the third throttling element 42, and becomes a low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the third throttling element 42 is connected to the battery pack heat exchanger 41, at this time the battery pack heat exchanger 41 acts as an evaporator, through direct contact and heat conduction with the power battery, the low-temperature and low-pressure refrigerant can exchange heat with the power battery, thereby cooling the battery pack, and the refrigerant at the outlet of the battery pack heat exchanger 41 is a low-temperature and low-pressure fluid; connected to the gas-liquid separator 86, the gas-liquid separator 86 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, and finally the refrigerant returns to the medium-pressure chamber of the electric compressor 11, thereby forming a cycle.

[0140] Alternatively, combining Fig. 9 As shown, the thermal management system 100 has an air-cooled, electric-cooled, and ice-cooled state; when the thermal management system 100 is in the air-cooled, electric-cooled, and ice-cooled state, the first on-off valve 5, the second on-off valve 33, the fourth on-off valve 43, and the eighth on-off valve 84 are opened, the third on-off valve 34, the fifth on-off valve 8, and the ninth on-off valve 44 are closed, the first throttling element 6, the second throttling element 32, and the third throttling element 42 are opened, and the first throttling element 6, the second throttling element 32, and the third throttling element 42 play a throttling role, the seventh throttling element 45 is opened, the outdoor heat exchanger 12 acts as a condenser, and the indoor evaporator 13, the battery pack heat exchanger 41, and the refrigerator refrigeration heat exchanger 31 act as evaporators.

[0141] For example, when the thermal management system 100 is switched to the three-open state of air cooling, electric cooling and refrigerator freezing, the working process of the refrigerant is: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the in-vehicle condenser 7 (without wind passing through), and only flows through as a flow channel. At this time, the outlet of the in-vehicle condenser 7 is still high-temperature and high-pressure gas; the outlet of the in-vehicle condenser 7 is connected to the outdoor heat exchanger 12, and the refrigerant exchanges heat with the environment through the outdoor heat exchanger 12, and the refrigerant releases heat. The outlet of the outdoor heat exchanger 12 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature); the refrigerant forms three branches after passing through the outdoor heat exchanger 12; Branch 1: The outdoor heat exchanger 12 is connected to the second throttling element 32, and the refrigerant passes through The second throttling element 32 throttles and cools down, turning it into low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the second throttling element 32 is connected to the refrigerator refrigeration heat exchanger 31, at which time the refrigerator refrigeration heat exchanger 31 acts as an evaporator, and the high-temperature air and the low-temperature and low-pressure refrigerant exchange heat. The high-temperature air is cooled to low-temperature air and provided to the refrigerator refrigeration module 3 for refrigeration. The refrigerant at the outlet of the refrigerator refrigeration heat exchanger 31 is a fluid with a lower evaporation pressure; the outlet of the refrigerator refrigeration heat exchanger 31 is connected to the second injection inlet 22 of the ejector 2, and after mixing with the high-pressure refrigerant of another branch, it enters the vehicle evaporator 13; Branch 2: The vehicle-external heat exchanger 12 is connected to the first throttling element 6 and the inlet of the ejector 2 in parallel, and the refrigerant passes through the first injection inlet of the ejector 2. The inlet 21 is throttled and cooled, and mixed with the low-pressure refrigerant of the outlet branch of the refrigerator refrigeration heat exchanger 31, and becomes wet steam or supercooled liquid with a higher evaporation pressure. The refrigerant flows out from the ejection outlet 23 of the ejector 2 and merges with the refrigerant throttled and cooled by the first throttling element 6; the parallel outlet is connected to the in-vehicle evaporator 13, at this time, high-temperature air passes through the in-vehicle evaporator 13, and the in-vehicle evaporator 13 acts as an evaporator. The high-temperature air is cooled to low-temperature air and provided to the vehicle for refrigeration. The outlet refrigerant of the in-vehicle evaporator 13 is a refrigerant fluid with a higher evaporation pressure; the outlet of the in-vehicle evaporator 13 is connected to the gas-liquid separator 86 and enters the low-pressure chamber of the compressor 11; branch 3: the external heat exchanger 12 and the third throttling element 42 The refrigerant is throttled and cooled by the third throttling element 42 to become low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the third throttling element 42 is connected to the battery pack heat exchanger 41, and at this time the battery pack heat exchanger 41 acts as an evaporator, and through direct contact and heat conduction with the power battery, the low-temperature and low-pressure refrigerant can exchange heat with the power battery, thereby cooling the battery pack, and the refrigerant at the outlet of the battery pack heat exchanger 41 is a low-temperature and low-pressure fluid; the outlet of the battery pack heat exchanger 41 is connected to the gas-liquid separator 86, and the gas-liquid separator 86 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, and finally the refrigerant returns to the medium-pressure chamber of the electric compressor 11; thus, a cycle is formed.

[0142] Alternatively, combining Fig.10As shown, the thermal management system 100 has an air-cooled ice-cold state; when the thermal management system 100 is in the air-cooled ice-cold state, the first on-off valve 5, the second on-off valve 33 and the eighth on-off valve 84 are opened, the third on-off valve 34, the fourth on-off valve 43, the fifth on-off valve 8 and the ninth on-off valve 44 are closed, the first throttling element 6 and the second throttling element 32 are opened, and the first throttling element 6 and the second throttling element 32 play a throttling role, the outdoor heat exchanger 12 acts as a condenser, and the indoor evaporator 13 and the refrigerator refrigeration heat exchanger 31 act as evaporators.

[0143] For example, when the thermal management system 100 is switched to the dual-open state of air cooling and refrigerator freezing, the working process of the refrigerant is as follows: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the in-vehicle condenser 7 (without wind passing through), and only flows through as a flow channel. At this time, the outlet of the in-vehicle condenser 7 is still high-temperature and high-pressure gas; the outlet of the in-vehicle condenser 7 is connected to the outdoor heat exchanger 12, and the refrigerant exchanges heat with the environment through the outdoor heat exchanger 12, and the refrigerant releases heat. The outlet of the outdoor heat exchanger 12 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature); the refrigerant passes through the outdoor heat exchanger 12 Then two branches are formed; branch 1: the outdoor heat exchanger 12 is connected to the second throttling element 32, and the refrigerant is throttled and cooled by the second throttling element 32 to become low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the second throttling element 32 is connected to the refrigerator refrigeration heat exchanger 31, at this time, the refrigerator refrigeration heat exchanger 31 acts as an evaporator, and the high-temperature air and the low-temperature and low-pressure refrigerant exchange heat. The high-temperature air is cooled to low-temperature air and provided to the refrigerator refrigeration module 3 for refrigeration. The refrigerant at the outlet of the refrigerator refrigeration heat exchanger 31 is a fluid with a lower evaporation pressure; the outlet of the refrigerator refrigeration heat exchanger 31 is connected to the second injection inlet of the injector 2. 22 is connected, and after mixing with the high-pressure refrigerant of another branch, it enters the evaporator 13 in the car; Branch 2: The outdoor heat exchanger 12 is connected to the inlet of the first throttling element 6 and the ejector 2 in parallel, and the refrigerant is throttled and cooled through the first injection inlet 21 of the ejector 2, and is mixed with the low-pressure refrigerant of the outlet branch of the refrigerator refrigeration heat exchanger 31, and becomes wet steam or supercooled liquid with a higher evaporation pressure. After the refrigerant flows out from the injection outlet 23 of the ejector 2, it merges with the refrigerant throttled and cooled through the first throttling element 6; The outlet of the first throttling element 6 and the ejector 2 in parallel is connected to the evaporator 13 in the car, and at this time, there is high-temperature air. The air passes through the in-vehicle evaporator 13, and the in-vehicle evaporator 13 acts as an evaporator. The high-temperature air is cooled to low-temperature air and provided to the vehicle for refrigeration. The refrigerant at the outlet of the in-vehicle evaporator 13 is a refrigerant fluid with a higher evaporation pressure; the outlet of the in-vehicle evaporator 13 is connected to the gas-liquid separator 86 and enters the low-pressure chamber of the compressor 11; the outlet of the in-vehicle evaporator 13 is connected to the gas-liquid separator 86, and the gas-liquid separator 86 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 low-pressure chamber of the electric compressor 11, thereby forming a cycle.

[0144] Alternatively, combining Fig.11 As shown, the thermal management system 100 has an electrically cooled and ice-cold state; when the thermal management system 100 is in the electrically cooled and ice-cold state, the third on-off valve 34, the fourth on-off valve 43 and the eighth on-off valve 84 are opened, the first on-off valve 5, the second on-off valve 33, the fifth on-off valve 8 and the ninth on-off valve 44 are closed, the second throttling element 32 and the third throttling element 42 are opened, and the second throttling element 32 and the third throttling element 42 play a throttling role, the seventh throttling element 45 is opened, the external heat exchanger 12 acts as a condenser, and the battery pack heat exchanger 41 and the refrigerator refrigeration heat exchanger 31 act as evaporators.

[0145] For example, when the thermal management system 100 is switched to the dual-open state of electric cooling and refrigerator freezing, the working process of the refrigerant is: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the in-vehicle condenser 7 (without wind passing through), and only flows through as a flow channel. At this time, the outlet of the in-vehicle condenser 7 is still high-temperature and high-pressure gas; the outlet of the in-vehicle condenser 7 is connected to the outdoor heat exchanger 12, and the refrigerant exchanges heat with the environment through the outdoor heat exchanger 12, and the refrigerant releases heat. The outlet of the outdoor heat exchanger 12 is a medium-temperature and high-pressure fluid (which may be a liquid or a gas, The refrigerant passes through the external heat exchanger 12 and forms two branches. Branch 1: The external heat exchanger 12 is connected to the third throttling element 42. The refrigerant is throttled and cooled by the third throttling element 42, and becomes low-temperature and low-pressure wet steam or supercooled liquid. The outlet of the third throttling element 42 is connected to the battery pack heat exchanger 41. At this time, the battery pack heat exchanger 41 acts as an evaporator. Through direct contact and heat conduction with the power battery, the low-temperature and low-pressure refrigerant can exchange heat with the power battery, thereby cooling the battery pack. The outlet of the battery pack heat exchanger 41 The refrigerant is a low-temperature and low-pressure fluid; the outlet of the battery pack heat exchanger 41 is connected to the gas-liquid separator 86, 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, and finally the refrigerant returns to the medium-pressure chamber of the electric compressor 11; branch 2: the external heat exchanger 12 is connected to the second throttling element 32, and the refrigerant is throttled and cooled by the second throttling element 32 to become low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the second throttling element 32 is connected to the refrigerator refrigeration heat exchanger 31, At this time, the refrigerator refrigeration heat exchanger 31 acts as an evaporator, and the high-temperature air and the low-temperature and low-pressure refrigerant exchange heat. The high-temperature air is cooled to low-temperature air and provided to the refrigerator refrigeration module 3 for refrigeration. The refrigerant at the outlet of the refrigerator refrigeration heat exchanger 31 is a low-temperature and low-pressure fluid; the refrigerator refrigeration heat exchanger 31 is connected to the gas-liquid separator 86, the gas-liquid separator 86 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 low-pressure chamber of the electric compressor 11, thereby forming a cycle.

[0146] Alternatively, combining Fig.12As shown, the thermal management system 100 has a cold state; when the thermal management system 100 is in the cold state, the third on-off valve 34 and the eighth on-off valve 84 are opened, the first on-off valve 5, the second on-off valve 33, the fourth on-off valve 43, the fifth on-off valve 8 and the ninth on-off valve 44 are closed, the second throttling element 32 is opened, and the second throttling element 32 plays a throttling role, the outdoor heat exchanger 12 acts as a condenser, and the refrigerator refrigeration heat exchanger 31 acts as an evaporator.

[0147] For example, when the thermal management system 100 is switched to the refrigerator freezing state, the working process of the refrigerant is as follows: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the in-vehicle condenser 7 (without wind passing through), and only flows through as a flow channel. At this time, the outlet of the in-vehicle condenser 7 is still high-temperature and high-pressure gas; the outlet of the in-vehicle condenser 7 is connected to the outdoor heat exchanger 12, and the refrigerant exchanges heat with the environment through the outdoor heat exchanger 12, and the refrigerant releases heat. The outlet of the outdoor heat exchanger 12 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature); the outdoor heat exchanger 12 is connected through the second throttling element 32, and the refrigerant is throttled and cooled by the second throttling element 32 to become low-temperature and low-pressure wet steam or supercooled liquid; the second The outlet of the throttling element 32 is connected to the refrigerator refrigeration heat exchanger 31. At this time, the refrigerator refrigeration heat exchanger 31 acts as an evaporator, thereby cooling the refrigerator refrigeration module 3. The refrigerant at the outlet of the refrigerator refrigeration heat exchanger 31 is a low-temperature and low-pressure fluid; the refrigerator refrigeration heat exchanger 31 is connected to the gas-liquid separator 86 (although the branch resistance of the in-vehicle evaporator 13 is greater than the branch of the third on-off valve 34, a small amount of refrigerant will still flow through the in-vehicle evaporator 13, but there is no wind passing through the in-vehicle evaporator 13, which does not affect the passenger compartment), the gas-liquid separator 86 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 low-pressure chamber of the electric compressor 11, thereby forming a cycle.

[0148] Alternatively, combining Fig.13 As shown, the thermal management system 100 has an electric cooling state; when the thermal management system 100 is in the electric cooling state, the fourth on-off valve 43 and the eighth on-off valve 84 are opened, the first on-off valve 5, the second on-off valve 33, the third on-off valve 34, the fifth on-off valve 8 and the ninth on-off valve 44 are closed, the third throttling element 42 is opened, and the third throttling element 42 plays a throttling role, the seventh throttling element 45 is opened, the external heat exchanger 12 acts as a condenser, and the battery pack heat exchanger 41 acts as an evaporator.

[0149] For example, when the thermal management system 100 is switched to the electric cooling state, the working process of the refrigerant is as follows: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the in-vehicle condenser 7 (without wind passing through), and only flows through as a flow channel. At this time, the outlet of the in-vehicle condenser 7 is still high-temperature and high-pressure gas; the outlet of the in-vehicle condenser 7 is connected to the outdoor heat exchanger 12 through the eighth on-off valve 84, and the refrigerant exchanges heat with the environment through the outdoor heat exchanger 12, and the refrigerant releases heat, and the outlet of the outdoor heat exchanger 12 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature); the outdoor heat exchanger 12 is connected to the third throttling element 42 through the second one-way valve 47, and the refrigerant passes through the third throttling element 42. Element 42 throttles and cools down, turning into low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the third throttling element 42 is connected to the battery pack heat exchanger 41, at which time the battery pack heat exchanger 41 acts as an evaporator, which is in direct contact with the power battery for heat conduction, so that the low-temperature and low-pressure refrigerant can exchange heat with the power battery, thereby cooling the battery pack, and the refrigerant at the outlet of the battery pack heat exchanger 41 is a low-temperature and low-pressure fluid; the outlet of the battery pack heat exchanger 41 is connected to the gas-liquid separator 86, the gas-liquid separator 86 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage for the refrigerant gas, ensuring the stable suction of the compressor 11, and finally the refrigerant returns to the medium-pressure chamber of the electric compressor 11, thereby forming a cycle.

[0150] Alternatively, combining Figure 2 , Figure 3 and Fig.14 As shown, the thermal management system 100 has an empty-heat state; when the thermal management system 100 is in the empty-heat state, the fifth on-off valve 8 is opened, the first on-off valve 5, the second on-off valve 33, the third on-off valve 34, the fourth on-off valve 43, the eighth on-off valve 84 and the ninth on-off valve 44 are closed, the fourth throttling element 83 is opened, and the fourth throttling element 83 plays a throttling role, the in-vehicle condenser 7 acts as a condenser, and the outdoor heat exchanger 12 acts as an evaporator.

[0151] For example, when the thermal management system 100 is switched to the air-heat state, the working process of the refrigerant is as follows: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the in-vehicle condenser 7 (with wind passing through), the low-temperature air is heated to high-temperature air through the in-vehicle condenser 7 and provided to the vehicle for heating, and the refrigerant is cooled to medium-temperature and high-pressure fluid through the in-vehicle condenser 7; the outlet of the in-vehicle condenser 7 is connected to the third throttling element 42, and the refrigerant is throttled and cooled by the third throttling element 42 to become low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the third throttling element 42 is connected to the The second external heat exchanger 122 is connected. At this time, the second external heat exchanger 122 is an evaporator. The refrigerant is heated by the ambient air or the waste heat of the motor to complete the heat absorption process from the environment. The refrigerant at the outlet 113 of the second external heat exchanger 122 is a low-temperature and low-pressure fluid; the outlet 113 of the second external heat exchanger 122 is connected to the gas-liquid separator 86 through the fifth on-off valve 8. The gas-liquid separator 86 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, thereby forming a cycle.

[0152] Alternatively, combining Fig.15 As shown, the thermal management system 100 has an empty-heat-electric-heat state; when the thermal management system 100 is in the empty-heat-electric-heat state, the fifth on-off valve 8 and the ninth on-off valve 44 are opened, the first on-off valve 5, the second on-off valve 33, the third on-off valve 34, the fourth on-off valve 43 and the eighth on-off valve 84 are closed, the third throttling element 42 and the fourth throttling element 83 are opened, and the third throttling element 42 and the fourth throttling element 83 play a throttling role, the seventh throttling element 45 is opened, the in-vehicle condenser 7 and the battery pack heat exchanger 41 act as condensers, and the out-of-vehicle heat exchanger 12 acts as an evaporator.

[0153] For example, when the thermal management system 100 is switched to the dual-open state of air heating and electric heating, the working process of the refrigerant is as follows: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, and is divided into two branches; Branch 1: The compressor 11 is connected to the in-vehicle condenser 7 (with wind passing through), and the refrigerant in the in-vehicle condenser 7 exchanges heat with the low-temperature air. The low-temperature air is heated to high-temperature air through the in-vehicle condenser 7 and provided to the interior of the vehicle for heating. The refrigerant is cooled down to a medium-temperature and high-pressure fluid through the in-vehicle condenser 7; The outlet of the in-vehicle condenser 7 is connected to the fourth throttling element 83, and the refrigerant is throttled and cooled down through the fourth throttling element 83 to become low-temperature and low-pressure wet steam or supercooled liquid; Branch 2: The refrigerant flowing out of the compressor 11 outlet 113 enters the battery pack heat exchanger 41 through the ninth on-off valve 44 and the seventh throttling element 45, and the low-temperature battery enters the battery pack heat exchanger 41 through the battery pack heat exchanger 41 After the heat exchange, the temperature rises, and the refrigerant is cooled into a medium-temperature and high-pressure fluid through the battery pack heat exchanger 41; the outlet of the battery pack heat exchanger 41 is connected to the third throttling element 42, and the refrigerant is throttled and cooled through the third throttling element 42 to become low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the third throttling element 42 and the outlet of the fourth throttling element 83 are merged, and are connected to the external heat exchanger 12. At this time, the external heat exchanger 12 is an evaporator, and the refrigerant is heated by the ambient air or the waste heat of the motor to complete the heat absorption process from the environment. The refrigerant at the outlet of the external heat exchanger 12 is a low-temperature and low-pressure fluid; the outlet of the external heat exchanger 12 is connected to the gas-liquid separator 86 through the fifth on-off valve 8. The gas-liquid separator 86 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 electric compressor 11, thereby forming a cycle.

[0154] In addition, when the inlet temperature of the battery pack heat exchanger 41 exceeds a certain range, the local temperature of the power battery is likely to exceed its operating temperature range. Therefore, when the required temperature of the condenser 7 in the vehicle needs to continue to rise (for example, the target temperature is 95°C), and the inlet temperature of the battery pack heat exchanger 41 reaches the upper limit (for example, the upper limit temperature is 65°C), the valve opening of the seventh throttling element 45 is reduced to reduce the inlet temperature of the battery pack heat exchanger 41. The seventh throttling element 45 realizes the control of different heating temperatures when double opening.

[0155] Alternatively, combining Fig.16As shown, the thermal management system 100 has an air-heat-electric-heat-ice-heat state; when the thermal management system 100 is in the air-heat-electric-heat-ice-heat state, the fifth on-off valve 8 and the ninth on-off valve 44 are opened, the first on-off valve 5, the second on-off valve 33, the third on-off valve 34, the fourth on-off valve 43 and the eighth on-off valve 84 are closed, the third throttling element 42, the fourth throttling element 83 and the sixth throttling element 853 are opened, and the third throttling element 42, the fourth throttling element 83 and the sixth throttling element 853 play a throttling role, the fifth throttling element 852 and the seventh throttling element 45 are opened, the in-vehicle condenser 7, the battery pack heat exchanger 41 and the refrigerator heating heat exchanger 851 act as condensers, and the outdoor heat exchanger 12 acts as an evaporator.

[0156] For example, when the thermal management system 100 is switched to the three-open state of air heating, electric heating and refrigerator heating, the working process of the refrigerant is: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, and is divided into three branches; Branch 1: The compressor 11 is connected to the in-vehicle condenser 7 (with wind passing through), and the refrigerant in the in-vehicle condenser 7 exchanges heat with the low-temperature air. The low-temperature air is heated to high-temperature air through the in-vehicle condenser 7 and provided to the interior of the vehicle for heating. The refrigerant is cooled down to a medium-temperature and high-pressure fluid through the in-vehicle condenser 7; The outlet of the in-vehicle condenser 7 is connected to the fourth throttling element 83, and the refrigerant is throttled and cooled down through the fourth throttling element 83 to become a low The refrigerant flows out of the compressor 11 outlet 113 through the ninth on-off valve 44 and the seventh throttling element 45 into the battery pack heat exchanger 41. The temperature of the low-temperature battery increases after heat exchange with the battery pack heat exchanger 41. The refrigerant passes through the battery pack heat exchanger 41 and is cooled into a medium-temperature and high-pressure fluid. The outlet of the battery pack heat exchanger 41 is connected to the third throttling element 42. The refrigerant is throttled and cooled by the third throttling element 42 to become a low-temperature and low-pressure wet steam or a supercooled liquid. The outlet of the third throttling element 42 is combined with the outlet of the fourth throttling element 83 and is connected to the external heat exchanger 12. At this time, the external heat exchanger 12 is connected to the external heat exchanger 12. The heat exchanger 12 is an evaporator, and the refrigerant is heated by the ambient air or the waste heat of the motor to complete the heat absorption process from the environment. The refrigerant at the outlet of the outdoor heat exchanger 12 is a low-temperature and low-pressure fluid; Branch 3: The refrigerant flowing out from the outlet 113 of the compressor 11 enters the refrigerator heating heat exchanger 851 through the fifth throttling element 852. At this time, the refrigerator heating heat exchanger 851 acts as a condenser, thereby heating the refrigerator heating module 85. The refrigerant at the outlet of the refrigerator heating heat exchanger 851 is a medium-temperature and high-pressure fluid; the outlet of the refrigerator heating heat exchanger 851 is connected to the sixth throttling element 853. The refrigerant is throttled and cooled by the sixth throttling element 853 to become a low-temperature and low-pressure wet Steam or supercooled liquid; the outlets of the third throttling element 42, the fourth throttling element 83 and the sixth throttling element 853 are merged and connected to the external heat exchanger 12. At this time, the external heat exchanger 12 is an evaporator, and the refrigerant is heated by the ambient air or the waste heat of the motor to complete the heat absorption process from the environment. The refrigerant at the outlet of the external heat exchanger 12 is a low-temperature and low-pressure fluid; the outlet of the external heat exchanger 12 is connected to the gas-liquid separator 86 through the fifth on-off valve 8. The gas-liquid separator 86 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 electric compressor 11, thereby forming a cycle.

[0157] In addition, when the inlet temperature of the battery pack heat exchanger 41 and the refrigerator heating heat exchanger 851 exceeds a certain range, the local temperature in the power battery and the refrigerator heating module 85 is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 7 needs to continue to rise (for example, the target temperature is 95°C), and the inlet temperature of the battery pack heat exchanger 41 and the refrigerator heating heat exchanger 851 reaches the upper limit (for example, the upper limit temperature is 65°C), the valve opening of the seventh throttling element 45 and the fifth throttling element 852 is reduced, reducing the inlet temperature of the battery pack heat exchanger 41 and the refrigerator heating heat exchanger 851. The seventh throttling element 45 and the fifth throttling element 852 can realize the control of different heating temperatures when both are opened.

[0158] Alternatively, combining Fig.17 As shown, the thermal management system 100 has an air-heat-ice-heat state; when the thermal management system 100 is in the air-heat-ice-heat state, the fifth on-off valve 8 is opened, the first on-off valve 5, the second on-off valve 33, the third on-off valve 34, the fourth on-off valve 43, the eighth on-off valve 84 and the ninth on-off valve 44 are closed, the third throttling element 42, the fourth throttling element 83 and the sixth throttling element 853 are opened, and the third throttling element 42, the fourth throttling element 83 and the sixth throttling element 853 play a throttling role, the fifth throttling element 852 and the seventh throttling element 45 are opened, the in-vehicle condenser 7 and the refrigerator heating heat exchanger 851 act as condensers, and the outdoor heat exchanger 12 acts as an evaporator.

[0159] For example, when the thermal management system 100 is switched to the dual-open state of air heating and refrigerator heating, the working process of the refrigerant is: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, and is divided into two branches; Branch 1: The compressor 11 is connected to the in-vehicle condenser 7 (with wind passing through), and the refrigerant in the in-vehicle condenser 7 exchanges heat with the low-temperature air. The low-temperature air is heated to high-temperature air through the in-vehicle condenser 7 and provided to the vehicle for heating. The refrigerant is cooled down to a medium-temperature and high-pressure fluid through the in-vehicle condenser 7; The outlet of the in-vehicle condenser 7 is connected to the fourth throttling element 83, and the refrigerant is throttled and cooled by the fourth throttling element 83 to become low-temperature and low-pressure wet steam or supercooled liquid; Branch 2: The refrigerant flowing out of the compressor 11 outlet 113 enters the refrigerator heating heat exchanger 851 through the fifth throttling element 852. At this time, the refrigerator heating heat exchanger 851 acts as a condenser, thereby 85 is heated, and the refrigerant at the outlet of the refrigerator heating heat exchanger 851 is a medium-temperature and high-pressure fluid; the outlet of the refrigerator heating heat exchanger 851 is connected to the sixth throttling element 853, and the refrigerant is throttled and cooled by the sixth throttling element 853 to become low-temperature and low-pressure wet steam or supercooled liquid; the outlets of the third throttling element 42, the fourth throttling element 83 and the sixth throttling element 853 are merged and connected to the outdoor heat exchanger 12. At this time, the outdoor heat exchanger 12 is an evaporator, and the refrigerant is heated by the ambient air or the residual heat of the motor to complete the heat absorption process from the environment. The refrigerant at the outlet of the outdoor heat exchanger 12 is a low-temperature and low-pressure fluid; the outlet of the outdoor heat exchanger 12 is connected to the gas-liquid separator 86 through the fifth on-off valve 8. The gas-liquid separator 86 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 electric compressor 11, thereby forming a cycle.

[0160] Alternatively, combining Fig.18 As shown, the thermal management system 100 has an electric heating and cooling state; when the thermal management system 100 is in the electric heating and cooling state, the fifth on-off valve 8 and the ninth on-off valve 44 are opened, the first on-off valve 5, the second on-off valve 33, the third on-off valve 34, the fourth on-off valve 43 and the eighth on-off valve 84 are closed, the third throttling element 42 and the sixth throttling element 853 are opened, and the third throttling element 42 and the sixth throttling element 853 play a throttling role, the fifth throttling element 852 and the seventh throttling element 45 are opened, the battery pack heat exchanger 41 and the refrigerator heating heat exchanger 851 act as condensers, and the external heat exchanger 12 acts as an evaporator.

[0161] For example, when the thermal management system 100 is switched to the dual-on state of electric heating and refrigerator heating, the working process of the refrigerant is as follows: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, which is divided into two branches: Branch 1: The refrigerant flowing out of the outlet 113 of the compressor 11 enters the battery pack heat exchanger 41 through the ninth on-off valve 44 and the seventh throttling element 45, and the temperature of the low-temperature battery increases after heat exchange with the battery pack heat exchanger 41, and the refrigerant is cooled into a medium-temperature and high-pressure fluid through the battery pack heat exchanger 41; the battery pack heat exchanger The outlet 41 is connected to the third throttling element 42. The refrigerant is throttled and cooled by the third throttling element 42 to become low-temperature and low-pressure wet steam or supercooled liquid. The outlet of the sixth throttling element 853 is combined with the outlet of the third throttling element 42 and connected to the external heat exchanger 12. At this time, the external heat exchanger 12 is an evaporator. The refrigerant is heated by the ambient air or the residual heat of the motor to complete the heat absorption process from the environment. The refrigerant at the outlet of the external heat exchanger 12 is a low-temperature and low-pressure fluid. Branch 2: The refrigerant flowing out from the outlet 113 of the compressor 11 passes through The refrigerant passes through the fifth throttling element 852 and enters the refrigerator heating heat exchanger 851. At this time, the refrigerator heating heat exchanger 851 acts as a condenser, thereby heating the refrigerator heating module 85. The outlet refrigerant of the refrigerator heating heat exchanger 851 is a medium-temperature and high-pressure fluid; the outlet of the refrigerator heating heat exchanger 851 is connected to the first throttling element, and the refrigerant is throttled and cooled by the sixth throttling element 853 to become low-temperature and low-pressure wet steam or supercooled liquid; the outlets of the third throttling element 42, the fourth throttling element 83 and the sixth throttling element 853 are connected. It is also connected to the outdoor heat exchanger 12. At this time, the outdoor heat exchanger 12 is an evaporator. The refrigerant is heated by the ambient air or the waste heat of the motor to complete the heat absorption process from the environment. The refrigerant at the outlet of the outdoor heat exchanger 12 is a low-temperature and low-pressure fluid; the outlet of the outdoor heat exchanger 12 is connected to the gas-liquid separator 86 through the fifth on-off valve 8. The gas-liquid separator 86 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, thereby forming a cycle.

[0162] Alternatively, combining Fig.19 As shown, the thermal management system 100 has an ice-hot state; when the thermal management system 100 is in the ice-hot state, the fifth on-off valve 8 is opened, the first on-off valve 5, the second on-off valve 33, the third on-off valve 34, the fourth on-off valve 43, the eighth on-off valve 84 and the ninth on-off valve 44 are closed, the sixth throttling element 853 is opened, and the sixth throttling element 853 plays a throttling role, the fifth throttling element 852 is opened, the refrigerator heating heat exchanger 851 acts as a condenser, and the outdoor heat exchanger 12 acts as an evaporator.

[0163] For example, when the thermal management system 100 is switched to the refrigerator heating state, the working process of the refrigerant is as follows: the refrigerant flowing out from the outlet 113 of the compressor 11 enters the refrigerator heating heat exchanger 851 through the fifth throttling element 852. At this time, the refrigerator heating heat exchanger 851 acts as a condenser, thereby heating the refrigerator heating module 85. The refrigerant at the outlet of the refrigerator heating heat exchanger 851 is a medium-temperature and high-pressure fluid; the outlet of the refrigerator heating heat exchanger 851 is connected to the sixth throttling element 853. The refrigerant is throttled and cooled by the sixth throttling element 853 to become a low-temperature and low-pressure wet steam. Steam or supercooled liquid; the outlet of the third throttling element 42 is connected to the external heat exchanger 12. At this time, the external heat exchanger 12 is an evaporator, and the refrigerant is heated by the ambient air or the waste heat of the motor to complete the heat absorption process from the environment. The refrigerant at the outlet of the external heat exchanger 12 is a low-temperature and low-pressure fluid; the outlet of the external heat exchanger 12 is connected to the gas-liquid separator 86 through the fifth on-off valve 8. The gas-liquid separator 86 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 electric compressor 11, thereby forming a cycle.

[0164] Alternatively, combining Fig. 20 As shown, the thermal management system 100 has an electric heating state; when the thermal management system 100 is in the electric heating state, the fifth on-off valve 8 and the ninth on-off valve 44 are opened, the first on-off valve 5, the second on-off valve 33, the third on-off valve 34, the fourth on-off valve 43 and the eighth on-off valve 84 are closed, the third throttling element 42 is opened, and the third throttling element 42 plays a throttling role, the seventh throttling element 45 is opened, the battery pack heat exchanger 41 acts as a condenser, and the external heat exchanger 12 acts as an evaporator.

[0165] For example, when the thermal management system 100 switches to the electric heating state, the working process of the refrigerant is as follows: the refrigerant flowing out from the outlet 113 of the compressor 11 enters the battery pack heat exchanger 41 through the ninth on-off valve 44 and the seventh throttling element 45, the temperature of the low-temperature battery increases after heat exchange with the battery pack heat exchanger 41, and the refrigerant is cooled into a medium-temperature and high-pressure fluid through the battery pack heat exchanger 41; the outlet of the battery pack heat exchanger 41 is connected to the third throttling element 42, and the refrigerant is throttled and cooled by the third throttling element 42 to become a low-temperature and low-pressure wet steam or a supercooled liquid. ; The outlet of the third throttling element 42 is connected to the outdoor heat exchanger 12. At this time, the outdoor heat exchanger 12 is an evaporator. The refrigerant is heated by the ambient air or the waste heat of the motor to complete the heat absorption process from the environment. The refrigerant at the outlet of the outdoor heat exchanger 12 is a low-temperature and low-pressure fluid; The outlet of the outdoor heat exchanger 12 is connected to the gas-liquid separator 86 through the first on-off valve 5. The gas-liquid separator 86 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 electric compressor 11, thereby forming a cycle.

[0166] Alternatively, combining Fig.21As shown, the thermal management system 100 has an empty dehumidification state; when the thermal management system 100 is in the empty dehumidification state, the first on-off valve 5 and the eighth on-off valve 84 are opened, the second on-off valve 33, the third on-off valve 34, the fourth on-off valve 43, the fifth on-off valve 8 and the ninth on-off valve 44 are closed, the first throttling element 6 is opened, and the first throttling element 6 plays a throttling role, the in-vehicle condenser 7 and the outdoor heat exchanger 12 act as condensers, and the in-vehicle evaporator 13 acts as an evaporator.

[0167] For example, when the thermal management system 100 is switched to the air conditioning dehumidification state, the working process of the refrigerant is: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the in-vehicle condenser 7 (whether to start the air circulation is determined according to needs), and the in-vehicle condenser 7 releases heat according to needs. At this time, the outlet of the in-vehicle condenser 7 is still high-temperature and high-pressure gas; the outlet of the in-vehicle condenser 7 is connected to the outdoor heat exchanger 12 through the eighth on-off valve 84, and the refrigerant exchanges heat with the environment through the outdoor heat exchanger 12, and the refrigerant releases heat. The outlet of the outdoor heat exchanger 12 is a medium-temperature and high-pressure fluid (which may be a liquid or a gas, determined by the ambient temperature). The vehicle heat exchanger 12 is connected to the first throttling element 6 and the ejector 2. The refrigerant is throttled and cooled by the first throttling element 6 and the ejector 2, and becomes low-temperature and low-pressure wet steam or supercooled liquid. The ejection outlet 23 of the ejector 2 is connected to the vehicle evaporator 13. At this time, high-temperature air passes through the vehicle evaporator 13. The vehicle evaporator 13 acts as an evaporator. The high-humidity air is cooled and condensed water is precipitated. The absolute moisture content in the vehicle decreases. If the air in the vehicle that passes through the vehicle evaporator 13 needs temperature compensation after dehumidification, part of it flows through the vehicle condenser 7 for heating, so as to control the temperature in the vehicle and reduce the humidity in the vehicle. The refrigerant at the outlet of the vehicle evaporator 13 is a low-temperature and low-pressure fluid. The outlet of the vehicle evaporator 13 is connected to the gas-liquid separator 86. The gas-liquid separator 86 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 electric compressor 11, thus forming a cycle.

[0168] Alternatively, combining Fig. 22 As shown, the thermal management system 100 has an air defogger state; when the thermal management system 100 is in the air defogger state, the fifth on-off valve 8 is opened, the first on-off valve 5, the second on-off valve 33, the third on-off valve 34, the fourth on-off valve 43, the eighth on-off valve 84 and the ninth on-off valve 44 are closed, the fourth throttling element 83 is opened, and the fourth throttling element 83 plays a throttling role, the in-vehicle condenser 7 acts as a condenser, and the outside heat exchanger 12 acts as an evaporator.

[0169] For example, when the thermal management system 100 is switched to the air conditioning defogger state, the working process of the refrigerant is as follows: the electric compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the in-vehicle condenser 7 (with wind passing through), the low-temperature air is heated to high-temperature air through the in-vehicle condenser 7, and the mist droplets on the glass are blown away through the defogger air duct, and the refrigerant is cooled to a medium-temperature and high-pressure fluid through the in-vehicle condenser 7; the outlet of the in-vehicle condenser 7 is connected to the fourth throttling element 83, and the refrigerant is throttled and cooled through the fourth throttling element 83 to become low-temperature and low-pressure wet steam or supercooled Liquid; the outlet of the fourth throttling element 83 is connected to the outdoor heat exchanger 12. At this time, the outdoor heat exchanger 12 is an evaporator. The refrigerant is heated by the ambient air or the waste heat of the motor to complete the heat absorption process from the environment. The refrigerant at the outlet of the outdoor heat exchanger 12 is a low-temperature and low-pressure fluid; the outlet of the outdoor heat exchanger 12 is connected to the gas-liquid separator 86 through the fifth on-off valve 8. The gas-liquid separator 86 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 electric compressor 11, thereby forming a cycle.

[0170] Among them, air conditioning cooling or heating is independent of the battery and refrigerator. There is no interaction or influence between the three modules, and efficient operation can be achieved in any of the above states.

[0171] The vehicle according to the second embodiment of the present invention includes the thermal management system 100 of the above embodiment, so that the vehicle with the thermal management system 100 can cover and integrate modules with heat exchange requirements of the automobile, thereby improving the market competitiveness of the vehicle.

[0172] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0173] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0174] 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.

[0175] 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), an off-vehicle heat exchanger (12) and an on-vehicle evaporator (13) connected to form a refrigerant circuit, the compressor (11) having a first inlet (111), a second inlet (112) and an outlet (113), the first inlet (111) being connected to a first end of the on-vehicle evaporator (13), and the outlet (113) being connected to a first end of the off-vehicle heat exchanger (12); An ejector (2), the ejector (2) comprising a first ejection inlet (21), a second ejection inlet (22) and an ejection outlet (23), the first ejection inlet (21) being connected to the second end of the off-vehicle heat exchanger (12), and the ejection outlet (23) being connected to the second end of the on-vehicle evaporator (13); A refrigerator refrigeration module (3), wherein a first end of the refrigerator refrigeration module (3) is connected to the second end of the off-vehicle heat exchanger (12), and a second end of the refrigerator refrigeration module (3) is connected to the second injection inlet (22); A battery heat exchange module (4), wherein the first end of the battery heat exchange module (4) is connected to the second end of the off-vehicle heat exchanger (12), and the second end of the battery heat exchange module (4) is connected to the second inlet (112).

2. The thermal management system (100) according to claim 1, characterized in that: The first ejection inlet (21) and the ejection outlet (23) are respectively arranged at opposite ends of the ejector (2), and the second ejection inlet (22) is arranged on the periphery of the ejector (2).

3. The thermal management system (100) according to claim 2, characterized in that: The ejector (2) comprises: A suction section (24), wherein the suction section (24) is provided with the first injection inlet (21) and the second injection inlet (22); A mixing section (25), the mixing section (25) being connected to the suction section (24); A diffuser section (26), the diffuser section (26) is connected to the mixing section (25) and is provided with the ejection outlet (23).

4. The thermal management system (100) according to claim 3, characterized in that: The cross-sectional area of ​​the diffuser section (26) gradually increases in a direction away from the mixing section (25).

5. The thermal management system (100) according to claim 1, characterized in that: The compressor (11) comprises a first working chamber (114) and a second working chamber (115), wherein the first working chamber (114) is connected to the first inlet (111), and the second working chamber (115) is connected to the second inlet (112), and the second working chamber (115) is closer to the central axis of the compressor (11) than the first working chamber (114).

6. The thermal management system (100) according to claim 5, characterized in that: The compressor (11) comprises: chassis; A driving member, wherein the driving member is disposed in the housing; a static plate (116), the static plate (116) being disposed in the housing, and the first inlet (111), the second inlet (112) and the outlet (113) being disposed on the static plate (116); A moving disk (117), wherein the moving disk (117) is disposed in the housing and is in driving connection with the driving member, wherein the moving disk (117) and the stationary disk (116) jointly define the first working chamber (114) and the second working chamber (115), and the driving member drives the moving disk (117) to revolve relative to the central axis of the stationary disk (116) to adjust the air pressure in the first working chamber (114) and the second working chamber (115).

7. The thermal management system (100) according to any one of claims 1 to 6, characterized in that: The air conditioning module (1) further comprises: A first on-off valve (5), wherein the first end of the first on-off valve (5) is connected to the second end of the off-vehicle heat exchanger (12), and the second end of the first on-off valve (5) is connected to the first injection inlet (21) to control the on-off between the off-vehicle heat exchanger (12) and the first injection inlet (21).

8. The thermal management system (100) according to claim 7, characterized in that: The air conditioning module (1) further comprises: A first throttling element (6), wherein the first end of the first throttling element (6) is connected to the second end of the first on-off valve (5), and the second end of the first throttling element (6) is connected to the second end of the in-vehicle evaporator (13).

9. The thermal management system (100) according to claim 8, characterized in that: The refrigerator refrigeration module (3) comprises: Refrigerator refrigeration heat exchanger (31); a second throttling element (32), wherein a first end of the second throttling element (32) is connected to the second end of the off-vehicle heat exchanger (12), and a second end of the second throttling element (32) is connected to a first end of the refrigerator refrigeration heat exchanger (31); a second on-off valve (33), wherein a first end of the second on-off valve (33) is connected to a second end of the refrigerator refrigeration heat exchanger (31), and a second end of the second on-off valve (33) is connected to the second injection inlet (22) to control the on-off between the refrigerator refrigeration heat exchanger (31) and the second injection inlet (22); a third on-off valve (34), wherein a first end of the third on-off valve (34) is connected to the second end of the refrigerator refrigeration heat exchanger (31), and a second end of the third on-off valve (34) is connected to the first inlet (111) to control the on-off between the refrigerator refrigeration heat exchanger (31) and the second inlet (112).

10. The thermal management system (100) according to claim 9, characterized in that: The battery heat exchange module (4) comprises: Battery pack heat exchanger (41); a third throttling element (42), wherein a first end of the third throttling element (42) is connected to the first end of the off-vehicle heat exchanger (12), and a second end of the third throttling element (42) is connected to the first end of the battery pack heat exchanger (41); A fourth on-off valve (43), wherein a first end of the fourth on-off valve (43) is connected to a second end of the battery pack heat exchanger (41), and a second end of the fourth on-off valve (43) is connected to the second inlet (112) to control the on-off between the battery pack heat exchanger (41) and the second inlet (112).

11. The thermal management system (100) according to claim 10, characterized in that: The air conditioning module (1) further comprises: An in-vehicle condenser (7), wherein a first end of the in-vehicle condenser (7) is connected to the outlet (113), and a second end of the in-vehicle condenser (7) is connected to the first end of the out-vehicle heat exchanger (12); A fifth on-off valve (8), wherein the first end of the fifth on-off valve (8) is connected to the second end of the off-vehicle heat exchanger (12), and the second end of the fifth on-off valve (8) is connected to the second inlet (112) to control the on-off between the off-vehicle heat exchanger (12) and the second inlet (112), and the fifth on-off valve (8) is connected in parallel with the battery heat exchange module (4).

12. The thermal management system (100) according to claim 11, characterized in that: The off-vehicle heat exchanger (12) comprises: a first off-vehicle heat exchanger (121), wherein a first end of the first off-vehicle heat exchanger (121) is connected to the second end of the on-vehicle condenser (7), and a second end of the first off-vehicle heat exchanger (121) is respectively connected to the first injection inlet (21), the first end of the fifth on-off valve (8), and the first end of the refrigerator refrigeration module (3); A second off-vehicle heat exchanger (122), wherein the second off-vehicle heat exchanger (122) is connected in parallel with the first off-vehicle heat exchanger (121).

13. The thermal management system (100) according to claim 12, characterized in that: The motor cooling module (9) further comprises: A three-way valve (91), the three-way valve (91) comprising a first connection port (911), a second connection port (912) and a third connection port (913); A motor cooling channel (92), wherein a first end of the motor cooling channel (92) is connected to the first connecting port (911); A motor heat exchanger (93), wherein a first end of the motor heat exchanger (93) is connected to the second connection port (912); The second off-board heat exchanger (122) has a first heat exchange channel and a second heat exchange channel, the first end of the first heat exchange channel is respectively connected to the third connection port (913) and the second end of the motor heat exchanger (93), the second end of the first heat exchange channel is connected to the second end of the motor cooling channel (92), the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger (41), and the second end of the second heat exchange channel is respectively connected to the first end of the first on-off valve (5), the first end of the fifth on-off valve (8) and the first end of the second throttling element (32).

14. The thermal management system (100) according to claim 13, characterized in that: The air conditioning module (1) further comprises: a sixth on-off valve (81), wherein a first end of the sixth on-off valve (81) is connected to the second end of the in-vehicle condenser (7), and a second end of the sixth on-off valve (81) is connected to the first end of the first out-vehicle heat exchanger (121); A seventh on-off valve (82), wherein the first end of the seventh on-off valve (82) is connected to the second end of the in-vehicle condenser (7), and the second end of the seventh on-off valve (82) is connected to the first end of the second out-of-vehicle heat exchanger (122).

15. The thermal management system (100) according to claim 11, characterized in that: The air conditioning module (1) further comprises: a fourth throttling element (83), wherein a first end of the fourth throttling element (83) is connected to the second end of the in-vehicle condenser (7), and a second end of the fourth throttling element (83) is connected to the first end of the out-vehicle heat exchanger (12); An eighth on-off valve (84), the eighth on-off valve (84) is connected in parallel with the fourth throttling element (83) to control the on-off between the in-vehicle condenser (7) and the out-vehicle heat exchanger (12).

16. The thermal management system (100) according to claim 15, characterized in that: Also includes: A refrigerator heating module (85), the in-vehicle condenser (7) and the fourth throttling element (83) are connected in series and are connected in parallel with the refrigerator heating unit.

17. The thermal management system (100) according to claim 16, characterized in that: The refrigerator heating module (85) comprises: Refrigerator heating heat exchanger (851); a fifth throttling element (852), wherein a first end of the fifth throttling element (852) is connected to the outlet (113), and a second end of the fifth throttling element (852) is connected to a first end of the refrigerator heating heat exchanger (851); A sixth throttling element (853), wherein the first end of the sixth throttling element (853) is connected to the second end of the refrigerator heating heat exchanger (851), and the second end of the sixth throttling element (853) is connected to the first end of the vehicle exterior heat exchanger (12).

18. The thermal management system (100) according to claim 17, characterized in that: The battery heat exchange module (4) also includes: a ninth on-off valve (44), wherein a first end of the ninth on-off valve (44) is connected to the outlet (113), and a second end of the ninth on-off valve (44) is connected to the second end of the battery pack heat exchanger (41), so as to control the on-off between the outlet (113) and the battery pack heat exchanger (41); A seventh throttling element (45), wherein the first end of the seventh throttling element (45) is respectively connected to the ninth on-off valve (44) and the sixth on-off valve (81), and the second end of the seventh throttling element (45) is connected to the second end of the battery pack heat exchanger (41).

19. The thermal management system (100) according to claim 18, characterized in that: The battery heat exchange module (4) also includes: a first one-way valve (46), wherein a first end of the first one-way valve (46) is connected to the first end of the third throttling element (42), and a second end of the first one-way valve (46) is respectively connected to the first end of the first on-off valve (5), the first end of the fifth on-off valve (8), and the first end of the second throttling element (32), and the first one-way valve (76) only allows the refrigerant to flow from the battery pack heat exchanger (71) to at least one of the first on-off valve (5), the fifth on-off valve (8), and the second throttling element (32); A second one-way valve (47), wherein the first end of the second one-way valve (47) is connected to the first end of the third throttling element (42), and the second end of the second one-way valve (47) is connected to the second end of the external heat exchanger (12). The second one-way valve (47) only allows refrigerant to flow from the external heat exchanger (12) to the battery pack heat exchanger (41).

20. The thermal management system (100) according to claim 19, characterized in that: The thermal management system (100) has an air cooling state; When the thermal management system (100) is in the air-cooling state, the first on-off valve (5) and the eighth on-off valve (84) are opened, the second on-off valve (33), the third on-off valve (34), the fourth on-off valve (43), the fifth on-off valve (8) and the ninth on-off valve (44) are closed, the first throttling element (6) is opened and plays a throttling role, the external heat exchanger (12) acts as a condenser, and the internal evaporator (13) acts as an evaporator.

21. The thermal management system (100) according to claim 19, characterized in that: The thermal management system (100) has an air cooling and electric cooling state; When the thermal management system (100) is in the air-cooling and electric-cooling state, the first on-off valve (5), the fourth on-off valve (43) and the eighth on-off valve (84) are opened, the second on-off valve (33), the third on-off valve (34), the fifth on-off valve (8) and the ninth on-off valve (44) are closed, the first throttling element (6) and the third throttling element (42) are opened and play a throttling role, the seventh throttling element (45) is opened, the external heat exchanger (12) acts as a condenser, and the internal evaporator (13) and the battery pack heat exchanger (41) act as evaporators.

22. The thermal management system (100) according to claim 19, characterized in that: The thermal management system (100) has air cooling, electric cooling and ice cooling states; When the thermal management system (100) is in the air-cooling, electric-cooling, and ice-cooling state, the first on-off valve (5), the second on-off valve (33), the fourth on-off valve (43), and the eighth on-off valve (84) are opened, the third on-off valve (34), the fifth on-off valve (8), and the ninth on-off valve (44) are closed, the first throttling element (6), the second throttling element (32), and the third throttling element (42) are opened and play a throttling role, the seventh throttling element (45) is opened, the external heat exchanger (12) acts as a condenser, and the internal evaporator (13), the battery pack heat exchanger (41), and the refrigerator refrigeration heat exchanger (31) act as evaporators.

23. The thermal management system (100) according to claim 19, characterized in that: The thermal management system (100) has an air-cooling and ice-cooling state; When the thermal management system (100) is in the air-cooling and ice-cooling state, the first on-off valve (5), the second on-off valve (33) and the eighth on-off valve (84) are opened, the third on-off valve (34), the fourth on-off valve (43), the fifth on-off valve (8) and the ninth on-off valve (44) are closed, the first throttling element (6) and the second throttling element (32) are opened and play a throttling role, the outdoor heat exchanger (12) acts as a condenser, and the indoor evaporator (13) and the refrigerator refrigeration heat exchanger (31) act as evaporators.

24. The thermal management system (100) according to claim 19, characterized in that: The thermal management system (100) has an electric cooling and ice cooling state; When the thermal management system (100) is in the electric cooling and ice cooling state, the third on-off valve (34), the fourth on-off valve (43) and the eighth on-off valve (84) are opened, the first on-off valve (5), the second on-off valve (33), the fifth on-off valve (8) and the ninth on-off valve (44) are closed, the second throttling element (32) and the third throttling element (42) are opened and play a throttling role, the seventh throttling element (45) is opened, the external heat exchanger (12) acts as a condenser, and the battery pack heat exchanger (41) and the refrigerator refrigeration heat exchanger (31) act as evaporators.

25. The thermal management system (100) according to claim 19, characterized in that: The thermal management system (100) has a cold state; When the thermal management system (100) is in the cold state, the third on-off valve (34) and the eighth on-off valve (84) are opened, the first on-off valve (5), the second on-off valve (33), the fourth on-off valve (43), the fifth on-off valve (8) and the ninth on-off valve (44) are closed, the second throttling element (32) is opened and plays a throttling role, the external heat exchanger (12) acts as a condenser, and the refrigerator refrigeration heat exchanger (31) acts as an evaporator.

26. The thermal management system (100) of claim 19, characterized in that: The thermal management system (100) has an electric cooling state; When the thermal management system (100) is in the electric cooling state, the fourth on-off valve (43) and the eighth on-off valve (84) are opened, the first on-off valve (5), the second on-off valve (33), the third on-off valve (34), the fifth on-off valve (8) and the ninth on-off valve (44) are closed, the third throttling element (42) is opened and plays a throttling role, the seventh throttling element (45) is opened, the external heat exchanger (12) acts as a condenser, and the battery pack heat exchanger (41) acts as an evaporator.

27. The thermal management system (100) of claim 19, characterized in that: The thermal management system (100) has an empty thermal state; When the thermal management system (100) is in the air-heat state, the fifth on-off valve (8) is opened, the first on-off valve (5), the second on-off valve (33), the third on-off valve (34), the fourth on-off valve (43), the eighth on-off valve (84) and the ninth on-off valve (44) are closed, the fourth throttling element (83) is opened and plays a throttling role, the in-vehicle condenser (7) acts as a condenser, and the out-of-vehicle heat exchanger (12) acts as an evaporator.

28. The thermal management system (100) of claim 19, characterized in that: The thermal management system (100) has an air-heat and electric-heat state; When the thermal management system (100) is in the air-heat-electric-heat state, the fifth on-off valve (8) and the ninth on-off valve (44) are opened, the first on-off valve (5), the second on-off valve (33), the third on-off valve (34), the fourth on-off valve (43) and the eighth on-off valve (84) are closed, the third throttling element (42) and the fourth throttling element (83) are opened and play a throttling role, the seventh throttling element (45) is opened, the in-vehicle condenser (7) and the battery pack heat exchanger (41) act as condensers, and the out-of-vehicle heat exchanger (12) acts as an evaporator.

29. The thermal management system (100) of claim 19, characterized in that: The thermal management system (100) has air-heat, electric-heat, and ice-heat states; When the thermal management system (100) is in the air-heat-electric-heat-ice-heat state, the fifth on-off valve (8) and the ninth on-off valve (44) are opened, the first on-off valve (5), the second on-off valve (33), the third on-off valve (34), the fourth on-off valve (43) and the eighth on-off valve (84) are closed, the third throttling element (42), the fourth throttling element (83) and the sixth throttling element (853) are opened and play a throttling role, the fifth throttling element (852) and the seventh throttling element (45) are opened, the in-vehicle condenser (7), the battery pack heat exchanger (41) and the refrigerator heating heat exchanger (851) act as condensers, and the out-of-vehicle heat exchanger (12) acts as an evaporator.

30. The thermal management system (100) according to claim 19, characterized in that: The thermal management system (100) has an air-heat-ice-heat state; When the thermal management system (100) is in the air-heat-ice-heat state, the fifth on-off valve (8) is opened, the first on-off valve (5), the second on-off valve (33), the third on-off valve (34), the fourth on-off valve (43), the eighth on-off valve (84) and the ninth on-off valve (44) are closed, the third throttling element (42), the fourth throttling element (83) and the sixth throttling element (853) are opened and play a throttling role, the fifth throttling element (852) and the seventh throttling element (45) are opened, the in-vehicle condenser (7) and the refrigerator heating heat exchanger (851) act as condensers, and the out-of-vehicle heat exchanger (12) acts as an evaporator.

31. The thermal management system (100) of claim 19, wherein: The thermal management system (100) has an electric heating and ice heating state; When the thermal management system (100) is in the electric heating and cooling state, the fifth on-off valve (8) and the ninth on-off valve (44) are opened, the first on-off valve (5), the second on-off valve (33), the third on-off valve (34), the fourth on-off valve (43) and the eighth on-off valve (84) are closed, the third throttling element (42) and the sixth throttling element (853) are opened and play a throttling role, the fifth throttling element (852) and the seventh throttling element (45) are opened, the battery pack heat exchanger (41) and the refrigerator heating heat exchanger (851) act as condensers, and the vehicle exterior heat exchanger (12) acts as an evaporator.

32. The thermal management system (100) of claim 19, wherein: The thermal management system (100) has an ice-heat state; When the thermal management system (100) is in the ice-heat state, the fifth on-off valve (8) is opened, the first on-off valve (5), the second on-off valve (33), the third on-off valve (34), the fourth on-off valve (43), the eighth on-off valve (84) and the ninth on-off valve (44) are closed, the sixth throttling element (853) is opened and plays a throttling role, the fifth throttling element (852) is opened, the refrigerator heating heat exchanger (851) acts as a condenser, and the vehicle exterior heat exchanger (12) acts as an evaporator.

33. The thermal management system (100) of claim 19, wherein: The thermal management system (100) has an electric heating state; When the thermal management system (100) is in the electric heating state, the fifth on-off valve (8) and the ninth on-off valve (44) are opened, the first on-off valve (5), the second on-off valve (33), the third on-off valve (34), the fourth on-off valve (43) and the eighth on-off valve (84) are closed, the third throttling element (42) is opened and plays a throttling role, the seventh throttling element (45) is opened, the battery pack heat exchanger (41) acts as a condenser, and the external heat exchanger (12) acts as an evaporator.

34. The thermal management system (100) of claim 19, wherein: The thermal management system (100) has an empty dehumidification state; When the thermal management system (100) is in the air dehumidification state, the first on-off valve (5) and the eighth on-off valve (84) are opened, the second on-off valve (33), the third on-off valve (34), the fourth on-off valve (43), the fifth on-off valve (8) and the ninth on-off valve (44) are closed, the first throttling element (6) is opened and plays a throttling role, the in-vehicle condenser (7) and the outdoor heat exchanger (12) act as condensers, and the in-vehicle evaporator (13) acts as an evaporator.

35. The thermal management system (100) of claim 19, wherein: The thermal management system (100) has an air-defog state; When the thermal management system (100) is in the air defogger state, the fifth on-off valve (8) is opened, the first on-off valve (5), the second on-off valve (33), the third on-off valve (34), the fourth on-off valve (43), the eighth on-off valve (84) and the ninth on-off valve (44) are closed, the fourth throttling element (83) is opened and plays a throttling role, the in-vehicle condenser (7) acts as a condenser, and the out-of-vehicle heat exchanger (12) acts as an evaporator.

36. A vehicle, characterized in that: include: The thermal management system (100) according to any one of claims 1 to 35.

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