Thermal management system and vehicle

Abstract

The invention discloses a heat management system and a vehicle, the heat management system comprises an air conditioning module, the air conditioning module comprises a compressor, an external heat exchanger and an internal evaporator which are connected to form a refrigerant loop; the ejector is provided with a first ejection inlet, a second ejection inlet and an ejection outlet, the first ejection inlet is connected to the first end of the exterior heat exchanger, and the second ejection inlet is connected to the first end of the interior evaporator; and the battery heat exchange module comprises a first battery pack heat exchanger, the first end of the first battery pack heat exchanger is connected to the injection outlet, and the second end of the first battery pack heat exchanger is connected to the inlet of the compressor. Therefore, by arranging the thermal management system, the refrigerant pressure loss of the first battery pack heat exchanger can be reduced, so that the refrigerating capacity of the thermal management system is ensured, and the refrigerating efficiency is relatively high.

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 and a battery pack heat exchanger. In the cooling mode, since the target evaporation temperatures of the passenger compartment and the battery pack are different, the outlet pressure of the battery pack heat exchanger and the pressure of the evaporator outlet in the vehicle need to be adjusted down to the same level and then merged and flowed back to the compressor. This will increase the pressure loss of the battery pack heat exchanger and the air-conditioning module, reduce the refrigerant flow rate, and reduce the cooling capacity, which will affect the cooling 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 object of the present invention is to provide a thermal management system that can reduce the refrigerant pressure loss of the first battery pack heat exchanger, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system are high.

[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, which includes a compressor, an external heat exchanger and an internal evaporator connected to form a refrigerant circuit; an ejector, which has a first ejection inlet, a second ejection inlet and an ejection outlet, the first ejection inlet is connected to the first end of the external heat exchanger, and the second ejection inlet is connected to the first end of the internal evaporator; a battery heat exchange module, which includes a first battery pack heat exchanger, the first end of the first battery pack heat exchanger is connected to the ejection outlet, and the second end of the first battery pack heat exchanger is connected to the inlet of the compressor.

[0006] Therefore, by setting up the thermal management system, the refrigerant pressure loss of the first battery pack heat exchanger can be reduced, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system are high.

[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 air-conditioning module also includes: a first on-off valve, a first end of the first on-off valve being connected to the first end of the in-vehicle evaporator, and a second end of the first on-off valve being connected to the inlet of the compressor to control the on-off between the in-vehicle evaporator and the inlet of the compressor.

[0011] In some examples of the present invention, the battery heat exchange module also includes: a second on-off valve, wherein the first end of the second on-off valve is connected to the first end of the external heat exchanger, and the second end of the second on-off valve is connected to the first injection inlet to control the on-off between the external heat exchanger and the first injection inlet; a first throttling element, wherein the second on-off valve is connected in series with the injector and in parallel with the first throttling element, and when the second on-off valve disconnects the external heat exchanger and the second injection inlet, the refrigerant of the external heat exchanger passes through the first throttling element and enters the first battery pack heat exchanger.

[0012] In some examples of the present invention, the thermal management system further includes: a third on-off valve, wherein the first end of the third on-off valve is connected to the second end of the first battery pack heat exchanger, and the second end of the third on-off valve is connected to the inlet of the compressor to control the on-off between the first battery pack heat exchanger and the inlet of the compressor.

[0013] 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 of the compressor, and a second end of the in-vehicle condenser is connected to the second end of the outdoor heat exchanger; a second throttling element, a first end of the second throttling element is connected to the second end of the in-vehicle condenser, and a second end of the second throttling element is connected to the second end of the outdoor heat exchanger; a sixth throttling element, a first end of the sixth throttling element is connected to the first end of the outdoor heat exchanger, and a second end of the sixth throttling element is connected to the second end of the in-vehicle evaporator; a fourth on-off valve, a first end of the fourth on-off valve is connected to the first end of the outdoor heat exchanger, and a second end of the fourth on-off valve is connected to the inlet of the compressor to control the on-off between the outdoor heat exchanger and the inlet of the compressor, and the fourth on-off valve is connected in parallel with the in-vehicle evaporator.

[0014] In some examples of the present invention, the thermal management system further includes: a fifth on-off valve, wherein the first end of the fifth on-off valve is connected to the outlet of the compressor, and the second end of the fifth on-off valve is connected to the second end of the first battery pack heat exchanger to control the on-off between the outlet of the compressor and the first battery pack heat exchanger; a third throttling element, wherein the first end of the third throttling element is respectively connected to the second end of the fifth on-off valve and the first end of the third on-off valve, and the second end of the third throttling element is connected to the second end of the first battery pack heat exchanger.

[0015] In some examples of the present invention, the battery heat exchange module also includes: a second battery pack heat exchanger, a first end of the second battery pack heat exchanger is selectively connected to the first end and the second end of the off-vehicle heat exchanger, a second end of the second battery pack heat exchanger is selectively connected to the inlet and the outlet of the compressor, respectively, and the ejector is connected in series with the first battery pack heat exchanger and in parallel with the second battery pack heat exchanger.

[0016] In some examples of the present invention, the battery heat exchange module also includes: a fourth throttling element, a first end of the fourth throttling element is connected to the first end of the third throttling element, and a second end of the fourth throttling element is connected to the second end of the second battery pack heat exchanger; a fifth throttling element, a first end of the fifth throttling element is connected to the first end of the second battery pack heat exchanger, and a second end of the fifth throttling element is connected to the second end of the in-vehicle condenser.

[0017] 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 first throttling element, and the second end of the first one-way valve is respectively connected to the second end of the in-vehicle evaporator and the first end of the fourth on-off valve, and the first one-way valve only allows refrigerant to flow from the battery pack heat exchanger to at least one of the in-vehicle evaporator and the fourth on-off valve; a second one-way valve, wherein the first end of the second one-way valve is respectively connected to the first end of the first throttling element and the first end of the second on-off valve, and the second end of the second one-way valve is connected to the first end of the external heat exchanger, and the second one-way valve only allows refrigerant to flow from the external heat exchanger to the first injection inlet.

[0018] In some examples of the present invention, the outdoor heat exchanger includes: a first outdoor heat exchanger, the second end of the first outdoor heat exchanger is connected to the second end of the indoor condenser, the first end of the first outdoor heat exchanger is respectively connected to the second end of the indoor evaporator, the second end of the second one-way valve and the first end of the fourth on-off valve; a second outdoor heat exchanger, the second outdoor heat exchanger is connected in parallel with the first outdoor heat exchanger.

[0019] In some examples of the present invention, the thermal management system also 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, and a first end of the motor cooling channel is connected to the first connection port; a motor heat exchanger, and a 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 heat exchange module, and the second end of the second heat exchange channel is connected to the second end of the in-vehicle evaporator.

[0020] 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 to control the on-off between the in-vehicle condenser and the first external heat exchanger; a seventh on-off valve, a first end of the seventh on-off valve being connected to the second end of the in-vehicle condenser, and a second end of the seventh on-off valve being connected to the first end of the second external heat exchanger to control the on-off between the in-vehicle condenser and the second external heat exchanger.

[0021] In some examples of the present invention, the air-conditioning module also includes: an eighth on-off valve, the first end of the eighth on-off valve is connected to the second end of the in-vehicle condenser, the second end of the eighth on-off valve is respectively connected to the first end of the sixth on-off valve and the first end of the seventh on-off valve to control the on-off between the in-vehicle condenser and the external heat exchanger, and the second throttling element is connected in parallel with the eighth on-off valve.

[0022] 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, the sixth 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 seventh on-off valve are closed, the first external heat exchanger acts as a condenser, and the internal evaporator acts as an evaporator.

[0023] 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 third on-off valve, the sixth 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 seventh on-off valve are closed, the first external heat exchanger acts as a condenser, and the first battery pack heat exchanger acts as an evaporator.

[0024] 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 second on-off valve, the third on-off valve, the sixth on-off valve and the eighth on-off valve are opened, the first on-off valve, the fourth on-off valve, the fifth on-off valve and the seventh on-off valve are closed, the first external heat exchanger acts as a condenser, and the internal evaporator and the first battery pack heat exchanger act as evaporators.

[0025] 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 fourth on-off valve, the seventh 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 sixth on-off valve are closed, the in-vehicle condenser acts as a condenser, and the second outside-vehicle heat exchanger acts as an evaporator.

[0026] 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, the seventh 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 fourth on-off valve and the sixth on-off valve are closed, the first battery pack heat exchanger acts as a condenser, and the second external heat exchanger acts as an evaporator.

[0027] 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 fourth on-off valve, the fifth on-off valve, the seventh 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 and the sixth on-off valve are closed, the in-vehicle condenser and the first battery pack heat exchanger act as condensers, and the second out-of-vehicle heat exchanger acts as an evaporator.

[0028] A vehicle according to a second aspect of the present invention includes: the above-mentioned thermal management system.

[0029] 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

[0030] 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:

[0031] The following is a diagram of a thermal management system according to an embodiment of the first aspect of the present invention:

[0032] Figure 1 is a control principle diagram of a thermal management system according to an embodiment of the first aspect of the present invention;

[0033] Figure 2 yes Figure 1 A partial enlarged view of the middle A area;

[0034] Figure 3 is a schematic structural diagram of an ejector according to an embodiment of the present invention;

[0035] Figure 4 is a control principle diagram of a thermal management system according to another embodiment of the present invention;

[0036] Figure 5 is a schematic structural diagram of a thermal management system in an air cooling state according to an embodiment of the present invention;

[0037] Figure 6 is a schematic structural diagram of a thermal management system in an air-cooling or electric-cooling state according to an embodiment of the present invention;

[0038] Figure 7 is a schematic structural diagram of a thermal management system in an electric cooling state according to an embodiment of the present invention;

[0039] Figure 8 is a schematic structural diagram of a thermal management system in an empty heat state according to an embodiment of the present invention;

[0040] Fig. 9 is a schematic structural diagram of a thermal management system in an empty-heat and electric-heat state according to an embodiment of the present invention;

[0041] Fig.10 Schematic diagram of the structure of a thermal management system in an electric heating state according to an embodiment of the present invention.

[0042] The following is a diagram of a thermal management system according to a second embodiment of the present invention:

[0043] Fig.11 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;

[0044] Fig.12 is a schematic structural diagram of a thermal management system in an air cooling state according to an embodiment of the present invention;

[0045] Fig.13 is a schematic structural diagram of a thermal management system in an air-cooling and ice-cooling state according to an embodiment of the present invention;

[0046] Fig.14 is a schematic structural diagram of a thermal management system in a cold state according to an embodiment of the present invention;

[0047] Fig.15 is a schematic structural diagram of a thermal management system in an empty heat state according to an embodiment of the present invention;

[0048] Fig.16 is a schematic structural diagram of a thermal management system in an air-heat-cold state according to an embodiment of the present invention;

[0049] Fig.17 is a schematic structural diagram of a thermal management system in an ice-heat state according to an embodiment of the present invention;

[0050] Fig.18 is a schematic structural diagram of a thermal management system in an air dehumidification state according to an embodiment of the present invention;

[0051] Fig.19 is a schematic structural diagram of a thermal management system in an air defogging state according to an embodiment of the present invention;

[0052] Fig. 20 is a schematic structural diagram of a thermal management system according to another embodiment of the present invention;

[0053] Fig.21 is a schematic structural diagram of a thermal management system in an air cooling state according to another embodiment of the present invention;

[0054] Fig. 22 is a schematic structural diagram of a thermal management system in an air-cooling or electric-cooling state according to another embodiment of the present invention;

[0055] Fig.23 is a schematic structural diagram of a thermal management system in an air-cooling, electric-cooling, and ice-cooling state according to another embodiment of the present invention;

[0056] Fig.24 is a schematic structural diagram of a thermal management system in an air-cooling and ice-cooling state according to another embodiment of the present invention;

[0057] Fig.25is a schematic structural diagram of a thermal management system in an electric cooling and ice cooling state according to another embodiment of the present invention;

[0058] Fig.26 is a schematic structural diagram of a thermal management system in a cold state according to another embodiment of the present invention;

[0059] Fig. 27 is a schematic structural diagram of a thermal management system in an electric cooling state according to another embodiment of the present invention;

[0060] Fig.28 is a schematic structural diagram of a thermal management system in an empty heat state according to another embodiment of the present invention;

[0061] Fig.29 is a schematic structural diagram of a thermal management system in an empty-heat and electric-heat state according to another embodiment of the present invention;

[0062] Fig.30 is a schematic structural diagram of a thermal management system in an air-heat, electric-heat, and ice-heat state according to another embodiment of the present invention;

[0063] Fig.31 is a schematic structural diagram of a thermal management system in an air-heat-ice-heat state according to another embodiment of the present invention;

[0064] Fig.32 is a schematic structural diagram of a thermal management system in an electric heating and ice heating state according to another embodiment of the present invention;

[0065] Fig.33 is a schematic structural diagram of a thermal management system in an ice-heat state according to another embodiment of the present invention;

[0066] Fig.34 is a schematic structural diagram of a thermal management system in an electric heating state according to another embodiment of the present invention;

[0067] Fig.35 is a schematic structural diagram of a thermal management system in an air dehumidification state according to another embodiment of the present invention;

[0068] Fig.36 is a schematic structural diagram of a thermal management system in an air defogging state according to another embodiment of the present invention;

[0069] Fig.37 is a schematic structural diagram of a thermal management system according to yet another embodiment of the present invention;

[0070] Fig.38 is a schematic diagram of the cavity structure of a compressor according to an embodiment of the present invention;

[0071] Fig.39 A schematic structural diagram of a thermal management system according to another embodiment of the first aspect of the present invention;

[0072] Fig.40 It is a schematic structural diagram of an ejector of a thermal management system according to an embodiment of the first aspect of the present invention.

[0073] The following is a description of the thermal management system of the third embodiment of the present invention:

[0074] Fig.41 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;

[0075] Fig.42 is a schematic structural diagram of a thermal management system in an air cooling state according to an embodiment of the present invention;

[0076] Fig.43 is a schematic structural diagram of a thermal management system in an air-cooling or electric-cooling state according to an embodiment of the present invention;

[0077] Fig.44 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention in an air-cooling, electric-cooling, and ice-cooling state;

[0078] Fig.45 is a schematic structural diagram of a thermal management system in an air-cooling and ice-cooling state according to an embodiment of the present invention;

[0079] Fig.46 is a schematic structural diagram of a thermal management system in an electric cooling state according to an embodiment of the present invention;

[0080] Fig.47 is a schematic structural diagram of a thermal management system in a cold state according to an embodiment of the present invention;

[0081] Fig.48 is a schematic structural diagram of a thermal management system in an electric cooling state according to an embodiment of the present invention;

[0082] Fig.49 is a schematic structural diagram of a thermal management system in an empty heat state according to an embodiment of the present invention;

[0083] Fig.50 is a schematic structural diagram of a thermal management system in an empty-heat and electric-heat state according to an embodiment of the present invention;

[0084] Fig.51 is a schematic structural diagram of a thermal management system in an electric heating state according to an embodiment of the present invention;

[0085] Fig.52 is a schematic structural diagram of a thermal management system in an air dehumidification state according to an embodiment of the present invention;

[0086] Fig.53 is a schematic structural diagram of a thermal management system in an air defogging state according to an embodiment of the present invention;

[0087] Fig.54 is a schematic structural diagram of a thermal management system according to another embodiment of the present invention;

[0088] Fig.55 is a schematic structural diagram of a thermal management system according to yet another embodiment of the present invention;

[0089] Fig.56 is a schematic structural diagram of an ejector of a thermal management system according to an embodiment of the present invention;

[0090] Fig.57 Schematic diagram of the cavity structure of a compressor according to an embodiment of the present invention.

[0091] Reference numerals:

[0092] The following are the reference numerals of the thermal management system of the first embodiment of the present invention:

[0093] 100. Thermal management system; 1. Air conditioning module; 11. Compressor; 12. External heat exchanger; 121. First external heat exchanger; 122. Second external heat exchanger; 13. Internal evaporator; 14. First on-off valve; 15. Internal condenser; 16. Second throttling element; 17. Fourth on-off valve; 18. Sixth on-off valve; 19. Seventh on-off valve; 191. Eighth on-off valve; 2. Ejector; 21. First ejector inlet; 22. Second ejector inlet; 23. Ejector outlet; 24. Suction section; 25. Mixing section; 26. Diffuser section; 3. Battery heat exchange module block; 31. first battery pack heat exchanger; 32. second on-off valve; 33. first throttling element; 34. second battery pack heat exchanger; 35. fourth throttling element; 36. fifth throttling element; 37. first one-way valve; 38. second one-way valve; 4. third on-off valve; 41. fifth on-off valve; 42. third throttling element; 43. sixth throttling element; 5. motor cooling module; 51. three-way valve; 511. first connecting port; 512. second connecting port; 513. third connecting port; 52. motor cooling channel; 53. motor heat exchanger; 6. gas-liquid separator.

[0094] The following are the reference numerals of the thermal management system of the second embodiment of the present invention:

[0095] 1. Thermal management system; 100. Compressor; 111. First inlet; 112. Second inlet; 113. Outlet; 114. First working chamber; 115. Second working chamber; 120. External heat exchanger; 121. First external heat exchanger; 122. Second external heat exchanger; 130. In-vehicle evaporator; 140. In-vehicle condenser; 150. First gas-liquid separator; 160. Second gas-liquid separator; 200. Refrigerator refrigeration module; 210. Refrigerator refrigeration heat exchanger; 300. Refrigerator heating module; 310. Refrigerator heating heat exchanger; 400. Battery heat exchange module; 410. Battery pack heat exchanger; 420. First one-way valve; 430. Second one-way valve; 500. Motor cooling module; 510. Three-way valve; 511. First connection port; 512. Second connection port; 513. Third connection port ; 520, motor cooling channel; 530, motor heat exchanger; 610, first throttling element; 620, second throttling element; 630, third throttling element; 640, fourth throttling element; 650, fifth throttling element; 660, sixth throttling element; 670, seventh throttling element; 680, eighth throttling element; 690, ninth throttling element; 710, first on-off valve; 720, second on-off valve; 730, third on-off valve; 740, fourth on-off valve; 750, fifth on-off valve; 760, sixth on-off valve; 770, seventh on-off valve; 780, eighth on-off valve; 800, refrigerator heating module; 900, ejector; 910, suction section; 911, first ejection inlet; 912, second ejection inlet; 920, mixing section; 930, expansion section; 931, ejection outlet.

[0096] The following are the reference numerals of the thermal management system of the third embodiment of the present invention:

[0097] 1. Thermal management system; 100. Compressor; 111. First inlet; 112. Second inlet; 113. Outlet; 114. First working chamber; 115. Second working chamber; 120. External heat exchanger; 121. First external heat exchanger; 122. Second external heat exchanger; 130. Internal evaporator; 140. Internal condenser; 150. First gas-liquid separator; 160. Second gas-liquid separator; 200. Ejector; 210. Suction section; 211. First ejector inlet; 212. Second ejector inlet; 220. Mixing section; 230. Diffuser section; 231. Ejector outlet; 300. Battery pack heat exchanger; 400. Refrigerator refrigeration module; 410. Refrigerator refrigeration heat exchanger; 500. Refrigerator heating module; 510. Refrigerator Heating heat exchanger; 600, motor cooling module; 610, three-way valve; 611, first connection port; 612, second connection port; 613, third connection port; 620, motor cooling channel; 630, motor heat exchanger; 710, first throttling element; 720, second throttling element; 730, third throttling element; 740, fourth throttling element; 750, fifth throttling element; 760, sixth throttling element; 770, seventh throttling element; 810, first on-off valve; 820, second on-off valve; 830, third on-off valve; 840, fourth on-off valve; 850, fifth on-off valve; 860, sixth on-off valve; 870, seventh on-off valve; 880, eighth on-off valve; 910, first one-way valve; 920, second one-way valve. DETAILED DESCRIPTION

[0098] 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.

[0099] Reference below Figure 1-Figure 10 The thermal management system 100 according to the first embodiment of the present invention is described, which can reduce the refrigerant pressure loss of the first battery pack heat exchanger 31, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system 100 are high.

[0100] Combination Figure 1-Figure 10 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 and a first battery pack heat exchanger 31.

[0101] Among them, the air-conditioning module 1 can cool or heat the passenger compartment, the ejector 2 can draw in low-pressure fluid through the ejection effect of high-pressure fluid, thereby achieving fluid mixing and energy exchange, and the battery heat exchange module 3 can cool or heat the power battery.

[0102] Specifically, the air-conditioning module 1 includes a compressor 11, an outdoor heat exchanger 12 and an indoor evaporator 13 connected to form a refrigerant circuit. 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 first end of the outdoor heat exchanger 12, the second ejection inlet 22 is connected to the first end of the indoor evaporator 13, the first end of the first battery pack heat exchanger 31 is connected to the ejection outlet 23, and the second end of the first battery pack heat exchanger 31 is connected to the inlet of the compressor 11.

[0103] As a result, the high-pressure and medium-temperature refrigerant flowing from the external heat exchanger 12 to the ejector 2 can undergo isentropic expansion in the first ejection inlet 21, the flow velocity of the refrigerant 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, that is, the conversion of pressure energy into kinetic energy is realized. Moreover, since there is a large speed difference and pressure difference between the working fluid (the refrigerant entering the first ejection inlet 21 from the external heat exchanger 12) and the ejection fluid (the refrigerant flowing from the internal evaporator 13 into the second ejection inlet 22), the ejection fluid is continuously sucked into the working fluid and gradually begins to mix with the working fluid, thereby achieving The transfer of momentum and energy, and as the two refrigerant fluids are evenly mixed, the velocity and pressure of the fluids gradually tend to be consistent. After the mixed fluid reaches the injection outlet 23, the fluid velocity decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. The pressure of the mixed fluid at the injection outlet 23 is between the pressures of the working fluid and the injection fluid, that is, the ejector 2 can play a role in increasing the pressure of the injection fluid. The fluid pressure at the injection outlet 23 can meet the evaporation pressure requirement for battery pack cooling. The refrigerant cools the battery pack through the first battery pack heat exchanger 31 and then flows into the compressor 11 through the gas-liquid separator 6 to complete the cycle.

[0104] Moreover, under the condition that the in-vehicle evaporator 13 and the first battery pack heat exchanger 31 are operated simultaneously, the refrigerant can be mixed with the refrigerant entering the ejector 2 from the external heat exchanger 12 after cooling the passenger compartment through the in-vehicle evaporator 13, so that the refrigerant can reach a higher evaporation pressure, that is, the present invention can increase the pressure of the refrigerant flowing out of the in-vehicle evaporator 13 through the ejector 2, and then the refrigerant cools the battery pack through the first battery pack heat exchanger 31, and then flows back to the compressor 11 through the gas-liquid separator 6, thereby realizing the entire refrigeration cycle. With this arrangement, there is no need to artificially reduce the refrigerant pressure at the outlet of the first battery pack heat exchanger 31 and then merge it with the refrigerant flowing out of the in-vehicle evaporator 13, thereby reducing the pressure loss of the refrigerant flowing out of the first battery pack heat exchanger 31, which is beneficial to improving the cooling capacity and cooling efficiency of the thermal management system 100.

[0105] In detail, the ejector 2 utilizes the expansion work of the high-pressure and medium-temperature refrigerant flowing from the off-board heat exchanger 12 into the first battery pack heat exchanger 31 circuit in the first ejector inlet 21, acting as both a throttling device for the battery pack cooling flow path and a boosting device for the air conditioning refrigeration flow path, recovering the refrigerant expansion work. Compared with using a supercharger and placing the ejector 2 outlet after the battery pack heat exchanger flow path, there is no need to use other energy to boost the air conditioning flow path, which has a better energy-saving effect and greatly improved efficiency.

[0106] Among them, the ejection outlet 23 is connected to the first battery pack heat exchanger 31, and the pressure of the ejection outlet 23 meets the evaporation pressure requirement for cooling the battery pack. After the refrigerant cools the power battery, it flows into the compressor 11 after passing through the gas-liquid separator 6 to complete the entire cycle. That is, in the dual-opening mode of the battery and the air conditioner, the refrigerant can cool the passenger compartment at a lower evaporation pressure, and then mix with the refrigerant entering the battery pack cooling circuit from the external heat exchanger 12 after passing through the ejector 2, reach a higher evaporation pressure to cool the battery pack, and then enter the inlet of the compressor 11 to complete the entire refrigeration cycle. In this way, the battery pack cooling flow path does not need to artificially reduce the pressure before merging with the air conditioning refrigeration flow path, which reduces the reduction in cooling capacity and cooling efficiency due to pressure loss.

[0107] Therefore, by providing the thermal management system 100 , the refrigerant pressure loss of the first battery pack heat exchanger 31 can be reduced, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system 100 are high.

[0108] According to some optional embodiments of the present invention, Figure 3 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.

[0109] Among them, the high-pressure refrigerant flowing from the external heat exchanger 12 to the ejector 2 can be the mainstream, that is, the refrigerant entering the ejector 2 through the first ejection inlet 21 is the mainstream, and the high-pressure refrigerant flowing from the internal evaporator 13 to the ejector 2 can be the secondary flow, that is, the refrigerant entering the ejector 2 through the second ejection inlet 22 is the secondary flow. In this way, the first ejection inlet 21 and the ejection outlet 23 can be coaxially arranged, so that the refrigerant entering the ejector 2 from the first ejection inlet 21 can be discharged more smoothly through the ejection outlet 23, which is beneficial to improving the circulation of the refrigerant.

[0110] Specifically, 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.

[0111] In this way, the high-pressure refrigerant flowing out of the external heat exchanger 12 can enter the suction section 24 from the first injection inlet 21, and the refrigerant flowing out of the internal evaporator 13 can be continuously sucked into the suction section 24 from the second injection inlet 22, and then the two parts of the refrigerant can be fully mixed in the mixing section 25 to achieve the transfer of momentum and energy. After reaching the diffusion section 26, the flow velocity of the refrigerant decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. Finally, the refrigerant can flow from the injection outlet 23 to the battery pack heat exchanger.

[0112] Furthermore, if Figure 3 As shown, the cross-sectional area of ​​the diffuser section 26 gradually increases in the direction away from the mixing section 25 .

[0113] That is to say, when the fluid passes through the diffuser section 26, due to the inconsistent diameter of the diffuser section 26, the flow rate and pressure of the fluid will change. According to the Bernoulli equation and the continuity equation, when the fluid passes through the diffuser section 26, due to the increase in cross-sectional area, the flow rate of the fluid will decrease and the pressure will increase, thereby having the effect of increasing the evaporation pressure on one side of the first battery pack heat exchanger 31.

[0114] According to some optional embodiments of the present invention, Figure 1 As shown, the air conditioning module 1 further includes a first on-off valve 14. The first on-off valve 14 may be a solenoid valve.

[0115] The first end of the first on-off valve 14 is connected to the first end of the in-vehicle evaporator 13, and the second end of the first on-off valve 14 is connected to the inlet of the compressor 11 to control the on-off between the in-vehicle evaporator 13 and the inlet of the compressor 11. In this way, the flow direction of the refrigerant flowing out of the in-vehicle evaporator 13 can be controlled by controlling the on-off of the first on-off valve 14. In detail, when the first on-off valve 14 is opened, the refrigerant flowing out of the in-vehicle evaporator 13 can directly flow back to the compressor 11 through the first on-off valve 14, and when the first on-off valve 14 is closed, the refrigerant flowing out of the in-vehicle evaporator 13 can flow into the ejector 2 through the second ejection inlet 22, and then flow back to the compressor 11 after absorbing the heat of the battery pack through the first battery pack heat exchanger 31.

[0116] Specifically, Figure 1 As shown, the battery heat exchange module 3 also includes a second on-off valve 32 and a first throttling element 33. The first end of the second on-off valve 32 is connected to the first end of the external heat exchanger 12, and the second end of the second on-off valve 32 is connected to the first injection inlet 21 to control the on-off between the external heat exchanger 12 and the first injection inlet 21. The second on-off valve 32 is connected in series with the injector 2 and in parallel with the first throttling element 33. When the second on-off valve 32 disconnects the external heat exchanger 12 and the second injection inlet 22, the refrigerant of the external heat exchanger 12 enters the first battery pack heat exchanger 31 through the first throttling element 33.

[0117] The second on-off valve 32 may be a solenoid valve, and the first throttling element 33 may be an electronic expansion valve.

[0118] In this way, when the thermal management system 100 only cools the battery pack and does not need to cool the passenger compartment, the second on-off valve 32 can be closed and the first throttling element 33 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the external heat exchanger 12 can be throttled and reduced in pressure through the first throttling element 33 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the first battery pack heat exchanger 31 to fully absorb the heat of the battery pack.

[0119] When the thermal management system 100 needs to cool the battery pack and the passenger compartment at the same time, the first throttling element 33 can be closed and the second on-off valve 32 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the external heat exchanger 12 can flow to the first injection inlet 21 through the second on-off valve 32, and at the same time, the low-temperature low-pressure refrigerant flowing out of the internal evaporator 13 can enter the ejector 2 through the second injection inlet 22. The two parts of the refrigerant are mixed in the ejector 2 to form wet steam or supercooled liquid with a higher evaporation pressure, and flow to the first battery pack heat exchanger 31 through the injection outlet 23, so as to fully absorb the heat of the battery pack through the first battery pack heat exchanger 31, thereby realizing cooling of the passenger compartment and the battery pack at the same time.

[0120] Furthermore, if Figure 1 As shown, the thermal management system 100 further includes a third on-off valve 4. The third on-off valve 4 may be a solenoid valve.

[0121] The first end of the third on-off valve 4 is connected to the second end of the first battery pack heat exchanger 31, and the second end of the third on-off valve 4 is connected to the inlet to control the on-off between the first battery pack heat exchanger 31 and the inlet. This makes it easy to switch the heating and cooling states of the battery pack. When the thermal management system 100 cools the battery pack, the third on-off valve 4 can be opened so that the refrigerant flowing through the first battery pack heat exchanger 31 can flow back to the compressor 11 through the third on-off valve 4. When the thermal management system 100 heats the battery pack, the third on-off valve 4 can be closed so that the high-temperature refrigerant flowing out of the compressor 11 can flow to the first battery pack heat exchanger 31, avoiding the high-temperature refrigerant from directly flowing back to the compressor 11 from the third on-off valve 4, and the refrigerant flow control is more accurate.

[0122] Specifically, Figure 1As shown, the air-conditioning module 1 also includes an in-vehicle condenser 15, a second throttling element 16, a sixth throttling element 43 and a fourth on-off valve 17. The first end of the in-vehicle condenser 15 is connected to the outlet of the compressor 11, the second end of the in-vehicle condenser 15 is connected to the second end of the outdoor heat exchanger 12, the first end of the second throttling element 16 is connected to the second end of the in-vehicle condenser 15, the first end of the second throttling element 16 is connected to the second end of the outdoor heat exchanger 12, the first end of the sixth throttling element 43 is connected to the first end of the outdoor heat exchanger 12, the second end of the sixth throttling element 43 is connected to the second end of the in-vehicle evaporator 13, the first end of the fourth on-off valve 17 is connected to the first end of the outdoor heat exchanger 12, the second end of the fourth on-off valve 17 is connected to the inlet of the compressor 11 to control the on-off between the outdoor heat exchanger 12 and the inlet of the compressor 11, and the fourth on-off valve 17 is connected in parallel with the in-vehicle evaporator 13.

[0123] The fourth on-off valve 17 may be a solenoid valve, and the second throttling element 16 and the sixth throttling element 43 may be electronic expansion valves.

[0124] Therefore, when the thermal management system 100 heats the passenger compartment, the second throttling element 16 and the fourth on-off valve 17 can be opened. At this time, the refrigerant flowing through the in-vehicle condenser 15 can be throttled and cooled by the second throttling element 16 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then fully absorbs the heat from the external environment through the outdoor heat exchanger 12 to complete the heat absorption process. Then the refrigerant can flow directly back to the compressor 11 through the fourth on-off valve 17 and the gas-liquid separator 6 to complete the heating cycle of the passenger compartment.

[0125] Furthermore, if Figure 1 As shown, the thermal management system 100 also includes a fifth on-off valve 41 and a third throttling element 42. The first end of the fifth on-off valve 41 is connected to the outlet of the compressor 11, and the second end of the fifth on-off valve 41 is connected to the second end of the first battery pack heat exchanger 31 to control the on-off between the outlet of the compressor 11 and the first battery pack heat exchanger 31. The first end of the third throttling element 42 is respectively connected to the second end of the fifth on-off valve 41 and the first end of the third on-off valve 4, and the second end of the third throttling element 42 is connected to the second end of the first battery pack heat exchanger 31.

[0126] The fifth on-off valve 41 may be a solenoid valve, the third throttling element 42 may be an electronic expansion valve, and the third throttling element 42 may be a large-diameter electronic expansion valve.

[0127] In this way, when the battery pack needs to be heated, the fifth on-off valve 41 can be opened, and the high-temperature and high-pressure refrigerant flowing out of the compressor 11 can flow directly to the first battery pack heat exchanger 31 through the fifth on-off valve 41, and then release heat to the battery pack through the first battery pack heat exchanger 31 to fully heat the battery pack and avoid the battery pack temperature being too low.

[0128] In addition, by setting the third throttling element 42, when the inlet temperature of the first battery pack heat exchanger 31 exceeds a certain range, the local temperature of the battery pack is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 15 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the first battery pack heat exchanger 31 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the third throttling element 42 can be reduced to reduce the inlet temperature of the first battery pack heat exchanger 31, thereby realizing the control of different heating temperatures of the in-vehicle condenser 15 and the first battery pack heat exchanger 31.

[0129] Specifically, Figure 4 As shown, the battery heat exchange module 3 also includes a second battery pack heat exchanger 34, a first end of the second battery pack heat exchanger 34 is selectively connected to the external heat exchanger 12, a second end of the second battery pack heat exchanger 34 is selectively connected to the inlet and outlet of the compressor 11, respectively, the ejector 2 is connected in series with the first battery pack heat exchanger 31, and the ejector 2 is connected in parallel with the second battery pack heat exchanger 34.

[0130] Compared with the traditional single-layer indirect heat exchange cold plate using coolant (which has the disadvantages of slow heat exchange response rate, small heat exchange area, insufficient heat exchange of cold plate, etc.), the two double-layer battery pack heat exchangers used in this embodiment can solve the problems of local low-temperature lithium precipitation and life attenuation caused by high temperature. Among them, the refrigerant flow path of the second battery pack heat exchanger 34 is circulated with the refrigerant flow path of the first battery pack heat exchanger 31, which can increase the heat exchange area of ​​the battery pack, thereby improving the heat exchange efficiency of the battery pack.

[0131] In addition, the first end of the second battery pack heat exchanger 34 is selectively connected to one of the two ends of the external heat exchanger 12 (one of the first end and the second end of the external heat exchanger 12), and the second end of the second battery pack heat exchanger 34 is selectively connected to the inlet and outlet of the compressor 11 respectively. This can help the external heat exchanger 12 to cooperate with the second battery pack heat exchanger 34 to achieve a cooling effect or only the second battery pack heat exchanger 34 to achieve a heating effect.

[0132] Furthermore, if Figure 4As shown, the battery heat exchange module 3 also includes a fourth throttling element 35 and a fifth throttling element 36, the first end of the fourth throttling element 35 is connected to the first end of the third throttling element 42, the second end of the fourth throttling element 35 is connected to the second end of the second battery pack heat exchanger 34, the first end of the fifth throttling element 36 is connected to the first end of the second battery pack heat exchanger 34, and the second end of the fifth throttling element 36 is connected to the first end of the external heat exchanger 12.

[0133] The fifth throttling element 36 may be an electronic expansion valve, the fourth throttling element 35 may be an electronic expansion valve, and the fourth throttling element 35 may be a large-diameter electronic expansion valve.

[0134] In this way, when the battery pack needs to be heated, the fifth on-off valve 41 can be opened, and the high-temperature and high-pressure refrigerant flowing out of the compressor 11 can directly flow to the first battery pack heat exchanger 31 through the fifth on-off valve 41, and can also flow to the second battery pack heat exchanger 34. Under the heating action of the two battery pack heat exchangers, the battery pack has a higher heating efficiency.

[0135] Moreover, when the battery pack needs to be cooled, the third on-off valve 4 can be opened, and the high-temperature and high-pressure refrigerant flowing out of the external heat exchanger 12 can be throttled and cooled through the first throttling element 33 and the fifth throttling element 36 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the first battery pack heat exchanger 31 and the second battery pack heat exchanger 34 to fully absorb the heat from the external environment, completing the heat absorption process. Then the refrigerant can flow directly back to the compressor 11 through the third on-off valve 4 and the gas-liquid separator 6 to complete the refrigeration cycle of the battery pack.

[0136] Specifically, Figure 1 As shown, the battery heat exchange module 3 also includes a first one-way valve 37 and a second one-way valve 38. The first end of the first one-way valve 37 is respectively connected to the first end of the first throttling element 33 and the first end of the second on-off valve 32, and the second end of the first one-way valve 37 is respectively connected to the second end of the in-vehicle evaporator 13 and the first end of the fourth on-off valve 17. 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 in-vehicle evaporator 13 and the fourth on-off valve 17; the first end of the second one-way valve 38 is respectively connected to the first end of the first throttling element 33 and the first end of the second on-off valve 32, and the second end of the second one-way valve 38 is connected to the first end of the external heat exchanger 12. The second one-way valve 38 only allows the refrigerant to flow from the external heat exchanger 12 to the first injection inlet 21.

[0137] In this way, when the battery pack is heated, the refrigerant flowing out of the first battery pack heat exchanger 31 can flow to at least one of the in-vehicle evaporator 13 and the fourth on-off valve 17 through the first one-way valve 37, and when the battery pack is cooled, the refrigerant flowing out of the external heat exchanger 12 can flow to the first battery pack heat exchanger 31 through the second one-way valve 38. The flow path will not be interfered, and the refrigerant flow can be smoother.

[0138] Furthermore, if Figure 1 and Figure 2 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 15. The first end of the first outdoor heat exchanger 121 is respectively connected to the second end of the indoor evaporator 13, the second end of the second one-way valve 38 and the first end of the fourth on-off valve 17. The second outdoor heat exchanger 122 is connected in parallel with the first outdoor heat exchanger 121.

[0139] In this way, the thermal management system 100 can absorb heat from the external environment through the first external heat exchanger 121 or the second external heat exchanger 122, or the thermal management system 100 can also absorb heat from the external environment through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, so that heat absorption from the external environment can be more sufficient.

[0140] Specifically, Figure 2 As shown, the thermal management system 100 also includes a motor cooling module 5, which includes a three-way valve 51, a motor cooling channel 52 and a motor heat exchanger 53. The three-way valve 51 includes a first connection port 511, a second connection port 512 and a third connection port 513. The first end of the motor cooling channel 52 is connected to the first connection port 511, and the first end of the motor heat exchanger 53 is connected to the second connection port 512; the second external heat exchanger 122 has a first heat exchange channel and a second heat exchange channel, and the first end of the first heat exchange channel is respectively connected to the third connection port 513 and the second end of the motor heat exchanger 53, the second end of the first heat exchange channel is connected to the second end of the motor cooling channel 52, the first end of the second heat exchange channel is connected to the first end of the battery heat exchange module 3, and the second end of the second heat exchange channel is connected to the second end of the in-vehicle evaporator 13.

[0141] 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 5, 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 5, so that the heat in the motor cooling module 5 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 5, 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 5 can be used to heat the passenger compartment or the refrigerator to improve the heating efficiency of the thermal management system 100.

[0142] The motor heat exchanger 53 is a motor radiator, and the motor cooling module 5 can release the heat of the motor cooling channel 52 to the outside air through the motor heat exchanger 53 to dissipate heat and cool the motor cooling channel 52 .

[0143] Among them, the second external heat exchanger 122 can be a plate heat exchanger. Specifically, the second external heat exchanger 122 has two heat exchange channels for mutual heat exchange, one of which can be connected to the refrigerant circuit, and the other can be connected to the motor cooling module 5, thereby realizing heat exchange between the refrigerant in the refrigerant circuit and the coolant in the motor cooling module 5, so that the heat in the motor cooling module 5 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 channel 52, 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 channel 52 can be used to heat the passenger compartment or the refrigerator to improve the heating efficiency of the thermal management system 100.

[0144] Furthermore, if Figure 1 and Figure 2 As shown, the air-conditioning module 1 also includes a sixth on-off valve 18 and a seventh on-off valve 19, the first end of the sixth on-off valve 18 is connected to the second end of the in-vehicle condenser 15, and the second end of the sixth on-off valve 18 is connected to the second end of the first external heat exchanger 121 to control the on-off between the in-vehicle condenser 15 and the first external heat exchanger 121, the first end of the seventh on-off valve 19 is connected to the second end of the in-vehicle condenser 15, and the second end of the seventh on-off valve 19 is connected to the first end of the second external heat exchanger 122 to control the on-off between the in-vehicle condenser 15 and the second external heat exchanger 122.

[0145] The sixth on-off valve 18 and the seventh on-off valve 19 can both be solenoid valves.

[0146] Therefore, the refrigerant can flow through the first external heat exchanger 121 and / or the second external heat exchanger 122 by cooperating with the sixth on-off valve 18 and the seventh on-off valve 19. Specifically, when the refrigerant needs to flow through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, the sixth on-off valve 18 and the seventh on-off valve 19 can be opened at the same time; when the refrigerant needs to flow through the first external heat exchanger 121 and not through the second external heat exchanger 122, the sixth on-off valve 18 can be opened and the seventh on-off valve 19 can be closed; and when the refrigerant needs to flow through the second external heat exchanger 122 and not through the first external heat exchanger 121, the seventh on-off valve 19 can be opened and the sixth on-off valve 18 can be closed.

[0147] Specifically, Figure 1 As shown, the air-conditioning module 1 also includes an eighth on-off valve 191, a first end of the eighth on-off valve 191 is connected to the second end of the in-vehicle condenser 15, a second end of the eighth on-off valve 191 is respectively connected to the first end of the sixth on-off valve 18 and the first end of the seventh on-off valve 19 to control the on-off between the in-vehicle condenser 15 and the external heat exchanger 12, and a second throttling element 16 is connected in parallel with the eighth on-off valve 191.

[0148] Among them, the eighth on-off valve 191 can be a solenoid valve.

[0149] In this way, when the thermal management system 100 releases heat to the interior of the vehicle through the in-vehicle condenser 15 to heat the interior of the vehicle, the second throttling element 16 can be opened and the eighth on-off valve 191 can be closed. In this way, the refrigerant after releasing heat through the in-vehicle condenser 15 can be throttled and cooled through the second throttling element 16, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling. The refrigerant can fully absorb the heat of the external environment through the outdoor heat exchanger 12, and the heat absorption is more sufficient; and when there is no need to heat the passenger compartment, there is no wind passing through the in-vehicle condenser 15, and the in-vehicle condenser 15 acts as a pipeline. At this time, the second throttling element 16 can be closed and the eighth on-off valve 191 can be opened. The refrigerant flowing through the in-vehicle condenser 15 can directly flow to the outdoor heat exchanger 12 through the eighth on-off valve 191.

[0150] Alternatively, if Figure 5 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 14, the sixth on-off valve 18 and the eighth on-off valve 191 are opened, the second on-off valve 32, the third on-off valve 4, the fourth on-off valve 17, the fifth on-off valve 41 and the seventh on-off valve 19 are closed, the first external heat exchanger 121 acts as a condenser, and the internal evaporator 13 acts as an evaporator.

[0151] That is, the first on-off valve 14, the sixth on-off valve 18 and the eighth on-off valve 191 are opened, and the other valve bodies may be in a closed state.

[0152] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 15 through the compressor 11. At this time, there is no wind passing through the in-vehicle condenser 15, that is, the in-vehicle condenser 15 only flows through as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the first external heat exchanger 121 through the eighth on-off valve 191, and releases heat to the environment through the first external heat exchanger 121. The fluid flowing out of the first external heat exchanger 121 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The medium-temperature and high-pressure refrigerant then passes through the fourth throttle valve. After throttling and cooling, element 35 becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat in the car through the in-car evaporator 13, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the car. Next, the refrigerant flows into the gas-liquid separator 6 through the first on-off valve 14. The gas-liquid separator 6 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage for the refrigerant gas to ensure stable air intake of the compressor 11. Finally, the refrigerant returns to the compressor 11 through the inlet, completing the cycle of the air-cooling state of the thermal management system 100.

[0153] Alternatively, combining Figure 7 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 third on-off valve 4, the sixth on-off valve 18 and the eighth on-off valve 191 are opened, the first on-off valve 14, the second on-off valve 32, the fourth on-off valve 17, the fifth on-off valve 41 and the seventh on-off valve 19 are closed, the first external heat exchanger 121 acts as a condenser, and the first battery pack heat exchanger 31 acts as an evaporator.

[0154] That is to say, the third on-off valve 4, the sixth on-off valve 18 and the eighth on-off valve 191 are opened, and the other valve bodies are in a closed state.

[0155] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 15 through the compressor 11. At this time, there is no wind passing through the in-vehicle condenser 15, that is, the in-vehicle condenser 15 only serves as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the first external heat exchanger 121 through the eighth on-off valve 191, and releases heat to the environment through the first external heat exchanger 121. The first external heat exchanger 121 flows out of a medium-temperature and high-pressure fluid (which may be a liquid or a gas, determined by the ambient temperature). Then, the medium-temperature and high-pressure refrigerant flows to the first throttling element 33 through the second one-way valve 38, and is throttled by the first throttling element 33. After cooling, the flow becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then flows to the first battery pack heat exchanger 31 to absorb the heat of the battery pack through the first battery pack heat exchanger 31, thereby realizing cooling of the battery pack. Next, the refrigerant flows out of the first battery pack heat exchanger 31, and flows into the gas-liquid separator 6 through the third throttling element 42 and the third on-off valve 4. The gas-liquid separator 6 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure stable air intake of the compressor 11. Finally, the refrigerant returns to the compressor 11 through the inlet, thereby realizing the circulation of the electric cooling state of the thermal management system 100.

[0156] Alternatively, combining Figure 6 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 second on-off valve 32, the third on-off valve 4, the sixth on-off valve 18 and the eighth on-off valve 191 are opened, the first on-off valve 14, the fourth on-off valve 17, the fifth on-off valve 41 and the seventh on-off valve 19 are closed, the first external heat exchanger 121 acts as a condenser, and the internal evaporator 13 and the first battery pack heat exchanger 31 act as evaporators.

[0157] That is, the second on-off valve 32 , the third on-off valve 4 , the sixth on-off valve 18 , and the eighth on-off valve 191 are open, and the other valve bodies may be in a closed state.

[0158] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 15 through the compressor 11. At this time, there is no wind passing through the in-vehicle condenser 15, that is, the in-vehicle condenser 15 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the first external heat exchanger 121 through the eighth on-off valve 191, and releases heat to the environment through the first external heat exchanger 121. The fluid flowing out of the first external heat exchanger 121 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0159] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0160] Branch 1: This part of the medium-temperature and high-pressure refrigerant is throttled and cooled by the fourth throttling element 35 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the in-vehicle evaporator 13 to absorb the heat in the vehicle, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the vehicle. Next, the refrigerant enters the ejector 2 through the first ejector inlet 21;

[0161] Branch 2: Another part of the medium-temperature and high-pressure refrigerant flows to the first injection inlet 21 through the second one-way valve 38 and the second on-off valve 32, and then the refrigerant flowing in from the first injection inlet 21 and the refrigerant flowing in from the second injection inlet 22 are mixed in the injector 2 to form wet steam or supercooled liquid with a higher evaporation pressure, and flow to the first battery pack heat exchanger 31 through the injection outlet 23, so as to absorb the heat of the battery pack through the first battery pack heat exchanger 31, thereby realizing cooling of the battery pack. Next, the refrigerant flows out of the first battery pack heat exchanger 31, and flows into the gas-liquid separator 6 through the third throttling element 42 and the third on-off valve 4. The gas-liquid separator 6 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11 through the inlet, completing the cycle of the air-cooling and electric-cooling states of the thermal management system 100.

[0162] Alternatively, combining Figure 8 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 fourth on-off valve 17, the seventh on-off valve 19 and the eighth on-off valve 191 are opened, the first on-off valve 14, the second on-off valve 32, the third on-off valve 4, the fifth on-off valve 41 and the sixth on-off valve 18 are closed, the in-vehicle condenser 15 acts as a condenser, and the second external heat exchanger 122 acts as an evaporator.

[0163] That is, the fourth on-off valve 17 , the seventh on-off valve 19 and the eighth on-off valve 191 are opened, and the other valve bodies may be in a closed state.

[0164] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 15 through the compressor 11, and release heat to the passenger compartment through the in-vehicle condenser 15 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 15. The medium-temperature and high-pressure refrigerant is throttled and cooled by the second throttling element 16 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows into the second outdoor heat exchanger 122, and absorbs external heat through the second outdoor heat exchanger 122, completing the process of absorbing heat from the environment. Next, the refrigerant flows to the gas-liquid separator 6 through the fourth on-off valve 17. The gas-liquid separator 6 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stability of the compressor 11 suction. Finally, the refrigerant returns to the compressor 11 through the inlet, completing the air-heat state cycle of the thermal management system 100.

[0165] Alternatively, combining Fig.10 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 41, the seventh on-off valve 19 and the eighth on-off valve 191 are opened, the first on-off valve 14, the second on-off valve 32, the third on-off valve 4, the fourth on-off valve 17 and the sixth on-off valve 18 are closed, the first battery pack heat exchanger 31 acts as a condenser, and the second external heat exchanger 122 acts as an evaporator.

[0166] That is, the fifth on-off valve 41, the seventh on-off valve 19 and the eighth on-off valve 191 are opened, and the other valve bodies can be in a closed state.

[0167] Therefore, after flowing out of the compressor 11, the high-temperature and high-pressure gaseous refrigerant can flow to the first battery pack heat exchanger 31 through the fifth on-off valve 41 and the third throttling element 42, and heat the battery pack through the battery pack heat exchanger to increase the temperature of the battery pack and prevent the battery pack from being too low in temperature. At the same time, the refrigerant flows through the battery pack heat exchanger and becomes a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is then throttled and cooled by the first throttling element 33 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second external heat exchanger 122 through the first one-way valve 37, and absorbs external heat through the second external heat exchanger 122 to complete the process of absorbing heat from the environment. Next, the refrigerant flows to the gas-liquid separator 6 through the fourth on-off valve 17. The gas-liquid separator 6 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11 through the inlet to complete the cycle of the electric heating state of the thermal management system 100.

[0168] Alternatively, combining Fig. 9 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 fourth on-off valve 17, the fifth on-off valve 41, the seventh on-off valve 19 and the eighth on-off valve 191 are opened, the first on-off valve 14, the second on-off valve 32, the third on-off valve 4 and the sixth on-off valve 18 are closed, the in-vehicle condenser 15 and the first battery pack heat exchanger 31 act as condensers, and the second out-of-vehicle heat exchanger 122 acts as an evaporator.

[0169] That is, the fourth on-off valve 17 , the fifth on-off valve 41 , the seventh on-off valve 19 and the eighth on-off valve 191 are opened, and the other valve bodies may be in a closed state.

[0170] Therefore, the high-temperature and high-pressure gaseous refrigerant can be divided into two branches after flowing out of the compressor 11:

[0171] Branch 1: This part of the refrigerant can be discharged to the in-vehicle condenser 15 through the compressor 11, and releases heat to the passenger compartment through the in-vehicle condenser 15 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 15. The medium-temperature and high-pressure refrigerant is throttled and cooled by the second throttling element 16 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second external heat exchanger 122;

[0172] Branch 2: Another part of the refrigerant flows to the first battery pack heat exchanger 31 through the fifth on-off valve 41 and the third throttling element 42, and heats the battery pack through the first battery pack heat exchanger 31 to prevent the battery pack from being too cold. At the same time, the refrigerant flows through the first battery pack heat exchanger 31 to become a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is throttled and cooled by the first throttling element 33 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second off-vehicle heat exchanger 122 through the first one-way valve 37, that is, the branch flows from the second throttling element 16 to the second off-vehicle heat exchanger 122. The low-temperature and low-pressure refrigerant outputted from the vehicle and the low-temperature and low-pressure refrigerant outputted from the branch from the first throttling element 33 merge and flow into the second external heat exchanger 122, and absorbs external heat through the second external heat exchanger 122, completing the process of absorbing heat from the environment. Next, the refrigerant flows to the gas-liquid separator 6 through the fourth on-off valve 17. The gas-liquid separator 6 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage for the refrigerant gas to ensure the stable air intake of the compressor 11. Finally, the refrigerant returns to the compressor 11 through the inlet, completing the cycle of the air-heat-electric-heat state of the thermal management system 100.

[0173] In addition, it should be noted that when the inlet temperature of the first battery pack heat exchanger 31 exceeds a certain range, the local temperature of the battery pack is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 15 needs to continue to increase (for example, the target temperature ℃), and the inlet temperature of the first battery pack heat exchanger 31 reaches the upper limit (for example, the upper limit temperature ℃), the opening of the third throttling element 42 can be reduced at this time to reduce the inlet temperature of the first battery pack heat exchanger 31, so as to realize the control of different heating temperatures of the in-vehicle condenser 15 and the first battery pack heat exchanger 31 under the air-heating and electric-heating state.

[0174] The vehicle according to the embodiment of the present invention includes the thermal management system 100 of the above embodiment, which can reduce the refrigerant pressure loss of the first battery pack heat exchanger 31, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system 100 are high.

[0175] Please refer to the following Figure 11-40 A thermal management system 1 according to an embodiment of a second aspect of the present invention is described.

[0176] like Figure 11 to Figure 40 As shown, the thermal management system 1 according to the embodiment of the present invention includes an air conditioning module and a refrigerator refrigeration module 200 .

[0177] The air conditioning module includes a compressor 100, an outdoor heat exchanger 120 and an indoor evaporator 130 connected to form a refrigerant circuit. The compressor 100 has a first inlet 111, a second inlet 112 and an outlet 113. The first inlet 111 of the compressor 100 is connected to the first end of the indoor evaporator 130, and the outlet 113 of the compressor 100 is connected to the first end of the outdoor heat exchanger 120. The first end of the refrigerator refrigeration module 200 is connected to the second end of the outdoor heat exchanger 120, and the second end of the refrigerator refrigeration module 200 is connected to the second inlet 112 of the compressor 100.

[0178] Among them, the compressor 100 in the embodiment of the present invention can be a scroll compressor, the first inlet 111 can be a high-pressure air intake port of the compressor 100, and the second inlet 112 can be a low-pressure air intake port of the compressor 100. In this way, the first inlet 111 and the second inlet 112 can respectively correspond to cavities with different compression profiles inside the compressor 100, that is, the first inlet 111 and the second inlet 112 can respectively correspond to different gas compression stages in the compressor 100.

[0179] According to the thermal management system 1 of the embodiment of the present invention, the first inlet 111 of the compressor 100 is connected to the first end of the in-vehicle evaporator 130, the first end of the refrigerator refrigeration module 200 is connected to the second end of the out-vehicle heat exchanger 120, and the second end of the refrigerator refrigeration module 200 is connected to the second inlet 112 of the compressor 100. In this way, when the air conditioning module needs to refrigerate the passenger compartment, and / or the refrigerator refrigeration module 200 needs to refrigerate the refrigerator, the refrigerant flowing out of the compressor 100 can release heat to the outside of the vehicle through the out-vehicle heat exchanger 120 to reduce the temperature of the refrigerant, and then the refrigerant flows into the in-vehicle evaporator 130 and / or the refrigerator refrigeration module 200 to absorb the heat in the vehicle through the in-vehicle evaporator 130, or absorb the heat inside the refrigerator through the refrigerator refrigeration module 200, thereby realizing the refrigeration of the passenger compartment and the refrigeration of the refrigerator.

[0180] Moreover, the in-vehicle evaporator 130 and the refrigerator refrigeration module 200 are respectively connected to different inlets of the compressor 100, the first inlet 111 of the compressor 100 can correspond to a cavity with a higher pressure, and the second inlet 112 can correspond to a cavity with a lower pressure. Under the condition that the in-vehicle evaporator 130 and the refrigerator refrigeration module 200 are running at the same time, the refrigerant with a higher pressure flowing out of the in-vehicle evaporator 130 can directly flow into the compressor 100 through the first inlet 111, and the refrigerant with a lower pressure flowing out of the refrigerator refrigeration module 200 can flow into the compressor 100 through the second inlet 112, and then the above two parts of refrigerant After being pressurized in the compressor 100, the refrigerant is discharged from the compressor 100 through the outlet 113, thereby completing the entire refrigeration cycle of the thermal management system 1, and realizing the refrigeration of the passenger compartment and the refrigerator at the same time. The refrigerant flowing out of the in-vehicle evaporator 130 does not need to be artificially reduced in pressure before flowing back to the compressor 100, thereby greatly reducing the pressure loss of the refrigerant in the air-conditioning module, which is beneficial to maintaining the cooling capacity and cooling efficiency of the air-conditioning module. The cooling capacity of the in-vehicle evaporator 130 and the refrigerator refrigeration module 200 are relatively sufficient. In hot weather, the thermal management system 1 can meet the cooling needs of the passenger compartment and the vehicle refrigerator.

[0181] In this way, the thermal management system 1 according to the embodiment of the present invention does not need to reduce the refrigerant pressure flowing back from the in-vehicle evaporator 130 to the compressor 100, and the refrigerant pressure loss in the air-conditioning module is small, thereby maintaining the cooling capacity and cooling efficiency of the air-conditioning module at a high level.

[0182] In some specific embodiments of the present invention, Fig.38 As shown, the compressor 100 has a first working chamber 114 and a second working chamber 115 . The first working chamber 114 is connected to the first inlet 111 , and the second working chamber 115 is connected to the second inlet 112 . The first working chamber 114 is closer to the central axis of the compressor 100 than the second working chamber 115 .

[0183] Among them, the compression profiles of the first working chamber 114 and the second working chamber 115 can be different, and by setting the first working chamber 114 closer to the central axis of the compressor 100, that is, the first working chamber 114 and the second working chamber 115 are at different distances from the central axis of the compressor 100, the first working chamber 114 and the second working chamber 115 can respectively correspond to different gas compression stages, and the refrigerant flowing out of the in-vehicle evaporator 130 can be passed into the first working chamber 114 with higher air pressure through the first inlet 111, while the refrigerant flowing out of the refrigerator refrigeration module 200 can be passed into the second working chamber 115 with lower air pressure through the second inlet 112, thereby eliminating the need to keep the pressures of the refrigerant flowing out of the in-vehicle evaporator 130 and the refrigerant flowing out of the refrigerator refrigeration module 200 consistent before flowing back to the compressor 100, resulting in smaller pressure loss, which is beneficial to maintaining a high refrigeration efficiency of the thermal management system 1.

[0184] Furthermore, the compressor 100 includes a casing, a driving member, a stator plate and a rotor plate, that is, the compressor 100 may be a scroll compressor.

[0185] The driving member is arranged in the casing, the static disk is arranged in the casing, and the first inlet 111, the second inlet 112 and the outlet 113 are arranged on the static disk, the moving disk is arranged in the casing and is transmission-connected to the driving member, the moving disk and the static disk jointly define a first working chamber 114 and a second working chamber 115, and the driving member drives the moving disk to revolve relative to the central axis of the static disk to adjust the air pressure in the first working chamber 114 and the second working chamber 115.

[0186] Among them, the driving member can be constructed as a main shaft, and the main shaft and the stator are arranged coaxially, so that the driving member can drive the moving disk to revolve around the central axis of the stator, and the moving disk does not rotate on its own. The vortex parameters of the moving disk and the stator are the same, but the phases are different. The moving disk and the stator are meshed to form a first working chamber 114 and a second working chamber 115. The volumes of the first working chamber 114 and the second working chamber 115 change with the meshing angle of the moving disk and the stator. At this time, the gas can be sucked into the compressor 100 through the first inlet 111 and the second inlet 112 under the action of the pressure difference, and the closer to the central axis of the stator, the smaller the volume of the cavity and the higher the 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 100, the first working chamber 114 and the second working chamber 115 can correspond to different gas compression stages respectively, and the refrigerant flowing out of the in-vehicle evaporator 130 can be passed into the first working chamber 114 with higher air pressure through the first inlet 111, and the pressure loss is smaller.

[0187] In some specific embodiments of the present invention, Fig.11 , Fig. 20 and Fig.37 As shown, the air conditioning module further includes a first throttling element 610 , a first end of the first throttling element 610 is connected to a second end of the external heat exchanger 120 , and a second end of the first throttling element 610 is connected to a second end of the internal evaporator 130 .

[0188] The refrigerator refrigeration module 200 includes a refrigerator refrigeration heat exchanger 210, a second throttling element 620 and a third throttling element 630, wherein the first end of the second throttling element 620 is connected to the second end of the external heat exchanger 120, and the second end of the second throttling element 620 is connected to the first end of the refrigerator refrigeration heat exchanger 210, the first end of the third throttling element 630 is connected to the second end of the refrigerator refrigeration heat exchanger 210, and the second end of the third throttling element 630 is connected to the second inlet 112.

[0189] The first throttling element 610 , the second throttling element 620 and the third throttling element 630 may all be electronic expansion valves, and the third throttling element 630 may be a large-diameter electronic expansion valve.

[0190] In this way, the first throttling element 610 can throttle and reduce the pressure of the refrigerant flowing into the in-vehicle evaporator 130, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat in the vehicle through the in-vehicle evaporator 130, thereby providing a better cooling effect on the passenger compartment; and the second throttling element 620 can throttle and reduce the pressure of the refrigerant flowing into the refrigerator refrigeration heat exchanger 210, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 210, thereby providing a better cooling effect on the refrigerator.

[0191] In some specific embodiments of the present invention, Fig.11 , Fig. 20 and Fig.37 As shown, the air conditioning module further includes an in-vehicle condenser 140 and a first on-off valve 710 .

[0192] The first end of the in-vehicle condenser 140 is connected to the outlet 113, and the second end of the in-vehicle condenser 140 is connected to the first end of the out-vehicle heat exchanger 120, the first end of the first on-off valve 710 is connected to the second end of the out-vehicle heat exchanger 120, and the second end of the first on-off valve 710 is connected to the first inlet 111 to control the on-off between the out-vehicle heat exchanger 120 and the first inlet 111.

[0193] The first on-off valve 710 may be a solenoid valve.

[0194] Therefore, by controlling the opening and closing of the first on-off valve 710, it is possible to control whether the refrigerant flows back to the compressor 100 through the in-vehicle evaporator 130. Specifically, when the first on-off valve 710 is opened, the refrigerant can flow directly back to the compressor 100 through the external heat exchanger 120. When the refrigerant is required to flow from the external heat exchanger 120 to the in-vehicle evaporator 130, the first on-off valve 710 can be closed so that the refrigerant can absorb heat inside the vehicle through the in-vehicle evaporator 130 to cool the interior of the vehicle.

[0195] In some specific embodiments of the present invention, Fig.11 , Fig. 20 and Fig.37 As shown, the air conditioning module further includes a fourth throttle element 640 and a second on-off valve 720 .

[0196] The first end of the fourth throttling element 640 is connected to the second end of the in-vehicle condenser 140, and the second end of the fourth throttling element 640 is connected to the first end of the out-vehicle heat exchanger 120. The second on-off valve 720 is connected in parallel with the fourth throttling element 640 to control the on-off between the in-vehicle condenser 140 and the out-vehicle heat exchanger 120.

[0197] The fourth throttling element 640 may be an electronic expansion valve, and the second on-off valve 720 may be a solenoid valve.

[0198] In this way, when the thermal management system 1 releases heat to the interior of the vehicle through the in-vehicle condenser 140 to heat the interior of the vehicle, the fourth throttling element 640 can be opened and the second on-off valve 720 can be closed. In this way, the refrigerant after releasing heat through the in-vehicle condenser 140 can be throttled and cooled through the fourth throttling element 640, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling. The refrigerant can fully absorb the heat of the external environment through the external heat exchanger 120, and the heat absorption is more sufficient; and when there is no need to heat the passenger compartment, there is no wind passing through the in-vehicle condenser 140, and the in-vehicle condenser 140 acts as a pipeline. At this time, the fourth throttling element 640 can be closed and the second on-off valve 720 can be opened. The refrigerant flowing through the in-vehicle condenser 140 can directly flow to the external heat exchanger 120 through the second on-off valve 720.

[0199] In some specific embodiments of the present invention, Fig.11 and Fig. 20 As shown, the thermal management system 1 further includes a refrigerator heating module 300 .

[0200] The in-vehicle condenser 140 is connected in series with the fourth throttling element 640 and is connected in parallel with the refrigerator heating module 300. In this way, the in-vehicle condenser 140 and the refrigerator heating module 300 may not interfere with each other, and the thermal management system 1 may heat the interior of the vehicle without heating the refrigerator, or may heat the refrigerator without heating the interior of the vehicle, or may heat the interior of the vehicle and the refrigerator at the same time.

[0201] In some specific embodiments of the present invention, Fig.11 and Fig. 20 As shown, the refrigerator heating module 300 includes a refrigerator heating heat exchanger 310 , a fifth throttling element 650 and a sixth throttling element 660 .

[0202] The first end of the fifth throttling element 650 is connected to the outlet 113, and the second end of the fifth throttling element 650 is connected to the first end of the refrigerator heating heat exchanger 310, the first end of the sixth throttling element 660 is connected to the second end of the refrigerator heating heat exchanger 310, and the second end of the sixth throttling element 660 is connected to the first end of the vehicle external heat exchanger 120.

[0203] The fifth throttling element 650 and the sixth throttling element 660 may both be electronic expansion valves, and the fifth throttling element 650 may be a large-diameter electronic expansion valve.

[0204] In this way, the sixth throttling element 660 can throttle and reduce the pressure of the refrigerant flowing out of the refrigerator heating heat exchanger 310, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat from the external environment through the external heat exchanger 120, thereby absorbing heat more fully.

[0205] In addition, by setting the fifth throttling element 650, when the inlet temperature of the refrigerator heating heat exchanger 310 exceeds a certain range, the local temperature in the refrigerator is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the refrigerator heating heat exchanger 310 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 650 can be reduced to lower the inlet temperature of the refrigerator heating heat exchanger 310, thereby realizing the control of different heating temperatures of the refrigerator heating heat exchanger 310 and the in-vehicle condenser 140.

[0206] In some specific embodiments of the present invention, Fig.12 As shown, the thermal management system 1 has an air-cooling state.

[0207] When the thermal management system 1 is in an air-cooling state, the second on-off valve 720 is opened, the first on-off valve 710 is closed, the first throttling element 610 is opened and plays a throttling role, the outdoor heat exchanger 120 acts as a condenser, and the indoor evaporator 130 acts as an evaporator.

[0208] Specifically, when the thermal management system 1 is in an air cooling state, the second on-off valve 720 and the first throttling element 610 are opened, and the first on-off valve 710, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0209] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the second on-off valve 720, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The medium-temperature and high-pressure refrigerant is throttled and cooled through the first throttling element 610. It then becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat in the car through the in-car evaporator 130, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the car. Finally, the refrigerant flows into the first gas-liquid separator 150 through the in-car evaporator 130. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air-cooling state of the thermal management system 1.

[0210] In some specific embodiments of the present invention, Fig.13 As shown, the thermal management system 1 has an air-cooled and ice-cooled state.

[0211] When the thermal management system 1 is in an air-cooled state, the second on-off valve 720 is opened, the first on-off valve 710 is closed, the first throttling element 610 and the second throttling element 620 are opened and play a throttling role, the third throttling element 630 is opened, the outdoor heat exchanger 120 acts as a condenser, and the indoor evaporator 130 and the refrigerator refrigeration heat exchanger 210 act as evaporators.

[0212] Specifically, when the thermal management system 1 is in an air-cooled state, the second on-off valve 720, the first throttling element 610, the second throttling element 620 and the third throttling element 630 are opened, and the first on-off valve 710, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0213] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the second on-off valve 720, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0214] Then, the medium-temperature and high-pressure refrigerant passes through the off-board heat exchanger 120 and is divided into two branches:

[0215] Branch 1: This part of the refrigerant is throttled and cooled by the first throttling element 610 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat in the vehicle through the in-vehicle evaporator 130, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the vehicle. Next, this part of the refrigerant flows into the first gas-liquid separator 150 through the in-vehicle evaporator 130. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111.

[0216] Branch 2: Another part of the refrigerant is throttled and cooled by the second throttling element 620 and becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 210, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Next, this part of the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 210. The second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the air-cooling and icy-cooling state cycle of the thermal management system 1.

[0217] In some specific embodiments of the present invention, Fig.14 As shown, the thermal management system 1 has a cold state.

[0218] When the thermal management system 1 is in a cold state, the second on-off valve 720 is opened, the first on-off valve 710 is closed, the second throttling element 620 is opened and plays a throttling role, the third throttling element 630 is opened, the outdoor heat exchanger 120 acts as a condenser, and the refrigerator refrigeration heat exchanger 210 acts as an evaporator.

[0219] Specifically, when the thermal management system 1 is in a cold state, the second on-off valve 720, the second throttling element 620 and the third throttling element 630 are opened, and the first on-off valve 710, the first throttling element 610, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0220] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only flows through as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the second on-off valve 720, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The medium-temperature and high-pressure refrigerant is throttled and cooled by the second throttling element 620 and becomes a low-temperature refrigerant. The low-temperature and low-pressure wet steam or supercooled liquid, and the low-temperature and low-pressure refrigerant absorb the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 210, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Next, the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 210. The second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stability of the compressor 100 suction. Finally, the refrigerant returns to the compressor 100 through the second inlet 112 to complete the cold state cycle of the thermal management system 1.

[0221] In some specific embodiments of the present invention, Fig.15 As shown, the thermal management system 1 has an empty thermal state.

[0222] When the thermal management system 1 is in an empty heat state, the first on-off valve 710 is opened, the second on-off valve 720 is closed, the fourth throttling element 640 is opened and plays a throttling role, the in-vehicle condenser 140 acts as a condenser, and the out-vehicle evaporator acts as an evaporator.

[0223] Specifically, when the thermal management system 1 is in an empty heat state, the first on-off valve 710 and the fourth throttling element 640 are opened, and the second on-off valve 720, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0224] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and release heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and high-pressure refrigerant is throttled and cooled by the fourth throttling element 640 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows into the outdoor heat exchanger 120, and absorbs external heat through the outdoor heat exchanger 120 to complete the process of absorbing heat from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stability of the compressor 100 suction. Finally, the refrigerant returns to the compressor 100 through the first inlet 111 to complete the air-heat state cycle of the thermal management system 1.

[0225] In some specific embodiments of the present invention, Fig.16 As shown, the thermal management system 1 has an air-heat and ice-heat state.

[0226] When the thermal management system 1 is in the air-heat and ice-heat state, the first on-off valve 710 is opened, the second on-off valve 720 is closed, the fourth throttling element 640 and the sixth throttling element 660 are opened and play a throttling role, the fifth throttling element 650 is opened, the in-vehicle condenser 140 and the refrigerator heating heat exchanger 310 act as condensers, and the outdoor heat exchanger 120 acts as an evaporator.

[0227] Specifically, when the thermal management system 1 is in the air-heat ice-heat state, the first on-off valve 710, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are opened, and the second on-off valve 720, the first throttling element 610, the second throttling element 620 and the third throttling element 630 are all closed.

[0228] Therefore, the high-temperature and high-pressure gaseous refrigerant can be divided into two branches after flowing out of the compressor 100:

[0229] Branch 1: This part of the refrigerant flows to the in-vehicle condenser 140, and releases heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and high-pressure refrigerant is throttled and cooled by the fourth throttling element 640 to become low-temperature and low-pressure wet steam or supercooled liquid.

[0230] Branch 2: another part of the refrigerant enters the refrigerator heating heat exchanger 310 after passing through the fifth throttling element 650, and releases heat into the refrigerator through the refrigerator heating heat exchanger 310 to achieve heating of the refrigerator. Then, the refrigerant passes through the refrigerator heating heat exchanger 310 and becomes a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is throttled and cooled by the sixth throttling element 660 and becomes a low-temperature and low-pressure wet steam or supercooled liquid.

[0231] Then, the low-temperature and low-pressure refrigerant flowing out of the fourth throttling element 640 in branch 1 and the low-temperature and low-pressure refrigerant flowing out of the sixth throttling element 660 in branch 2 merge and flow to the external heat exchanger 120 together, and then can absorb external heat through the external heat exchanger 120 to complete the process of absorbing heat from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, realizing the circulation of the air-heat and ice-heat states of the thermal management system 1.

[0232] In addition, it should be noted that when the inlet temperature of the refrigerator heating heat exchanger 310 exceeds a certain range, the local temperature in the refrigerator is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the refrigerator heating heat exchanger 310 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 650 can be reduced to lower the inlet temperature of the refrigerator heating heat exchanger 310, so as to realize the control of different heating temperatures of the refrigerator heating heat exchanger 310 and the in-vehicle condenser 140 under the air-heat and ice-heat states.

[0233] In some specific embodiments of the present invention, Fig.17 As shown, the thermal management system 1 has an ice-heat state.

[0234] When the thermal management system 1 is in an ice-hot state, the first on-off valve 710 is opened, the second on-off valve 720 is closed, the sixth throttling element 660 is opened and plays a throttling role, the fifth throttling element 650 is opened, the refrigerator heating heat exchanger 310 acts as a condenser, and the outdoor heat exchanger 120 acts as an evaporator.

[0235] Specifically, when the thermal management system 1 is in an ice-hot state, the first on-off valve 710, the fifth throttling element 650 and the sixth throttling element 660 are opened, and the second on-off valve 720, the first throttling element 610, the second throttling element 620, the third throttling element 630 and the fourth throttling element 640 are all closed.

[0236] Thus, after flowing out of the compressor 100, the high-temperature and high-pressure gaseous refrigerant can flow to the refrigerator heating heat exchanger 310 through the fifth throttling element 650, and release heat into the refrigerator through the refrigerator heating heat exchanger 310 to achieve heating of the refrigerator, and then the refrigerant passes through the refrigerator heating heat exchanger 310 to become a medium-temperature and high-pressure refrigerant, and the medium-temperature and high-pressure refrigerant is throttled and cooled by the sixth throttling element 660 to become a low-temperature and low-pressure wet steam or supercooled liquid, and the low-temperature and low-pressure refrigerant flows to the outdoor heat exchanger 120, and then can absorb external heat through the outdoor heat exchanger 120 to complete the process of absorbing heat from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111 to realize the circulation of the ice-hot state of the thermal management system 1.

[0237] In some specific embodiments of the present invention, Fig.18 As shown, the thermal management system 1 has an empty dehumidification state.

[0238] When the thermal management system 1 is in the empty dehumidification state, the second on-off valve 720 is opened, the first on-off valve 710 is closed, the first throttling element 610 is opened and plays a throttling role, the in-vehicle condenser 140 and the outdoor heat exchanger 120 act as condensers, and the in-vehicle evaporator 130 acts as an evaporator.

[0239] Specifically, when the thermal management system 1 is in the empty dehumidification state, the second on-off valve 720 and the first throttling element 610 are opened, and the first on-off valve 710, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0240] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the second on-off valve 720, and releases heat to the environment through the outdoor heat exchanger 120. What flows out of the outdoor heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The medium-temperature and high-pressure refrigerant is throttled and cooled by the first throttling element 610 and becomes low-temperature and low-pressure wet steam or supercooled The liquid, low-temperature and low-pressure refrigerant then flows to the in-vehicle evaporator 130. At this time, the high-humidity air passes through the in-vehicle evaporator 130, and the high-humidity air is cooled to precipitate condensed water. The absolute moisture content of the air in the passenger compartment decreases, thereby achieving dehumidification in the vehicle. Finally, the refrigerant flows into the first gas-liquid separator 150 through the in-vehicle evaporator 130. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage for the refrigerant gas to ensure the stability of the compressor 100 suction. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air dehumidification state of the thermal management system 1.

[0241] In addition, it should be noted that if the air passing through the in-vehicle evaporator 130 needs temperature compensation after dehumidification, part of the dehumidified air can flow through the in-vehicle condenser 140 for heating, so as to control the temperature in the vehicle while reducing the humidity in the vehicle.

[0242] In some specific embodiments of the present invention, Fig.19 As shown, the thermal management system 1 has an empty defogging state.

[0243] When the thermal management system 1 is in the air defog state, the first on-off valve 710 is opened, the second on-off valve 720 is closed, the fourth throttling element 640 is opened and plays a throttling role, the in-vehicle condenser 140 acts as a condenser, and the outdoor cold heat exchanger acts as an evaporator.

[0244] Specifically, when the thermal management system 1 is in the air defog state, the first on-off valve 710 and the fourth throttling element 640 are opened, and the second on-off valve 720, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0245] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and release heat to the passenger compartment through the in-vehicle condenser 140. At this time, the low-temperature air is heated to high-temperature air through the in-vehicle condenser 140, and the mist beads on the glass are blown away through the defog duct to achieve defog in the vehicle. Then the refrigerant is cooled to medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and high-pressure refrigerant is throttled and cooled by the fourth throttling element 640 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows into the external heat exchanger 120, and absorbs the external heat through the external heat exchanger 120, completing the process of absorbing heat from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, forming a cycle of the air demisting state of the thermal management system 1.

[0246] In some specific embodiments of the present invention, Fig. 20 As shown, the thermal management system 1 further includes a battery heat exchange module 400 .

[0247] The first end of the battery heat exchange module 400 is connected to the second end of the external heat exchanger 120 , and the second end of the battery heat exchange module 400 is connected to the first inlet 111 and the outlet 113 , respectively.

[0248] In this way, when the battery pack needs to be heated by the battery heat exchange module 400, the refrigerant can be controlled to flow directly to the battery heat exchange module 400 through the outlet 113, so that the refrigerant can release heat to the battery pack through the battery heat exchange module 400 to heat the battery pack. When the battery pack needs to be cooled by the battery heat exchange module 400, the refrigerant can be controlled to absorb the heat of the battery pack through the battery heat exchange module 400 and then flow back to the compressor 100 through the first inlet 111.

[0249] In some specific embodiments of the present invention, Fig. 20 As shown, the battery heat exchange module 400 includes a battery pack heat exchanger 410 , a third on-off valve 730 and a fourth on-off valve 740 .

[0250] A first end of the battery pack heat exchanger 410 is connected to a second end of the external heat exchanger 120, a first end of the third on-off valve 730 is connected to a second end of the battery pack heat exchanger 410, and a second end of the third on-off valve 730 is connected to a first inlet 111 to control the on-off between the battery pack heat exchanger 410 and the first inlet 111, a first end of the fourth on-off valve 740 is connected to an outlet 113, and a second end of the fourth on-off valve 740 is connected to a second end of the battery pack heat exchanger 410 to control the on-off between the battery pack heat exchanger 410 and the outlet 113.

[0251] Wherein, the third on-off valve 730 and the fourth on-off valve 740 can both be solenoid valves. Therefore, when the battery pack needs to be heated through the battery pack heat exchanger 410, the fourth on-off valve 740 can be opened and the third on-off valve 730 can be closed, so that the cold refrigerant flowing out of the compressor 100 can directly flow to the battery pack heat exchanger 410 through the fourth on-off valve 740, so as to heat the battery pack through the battery pack heat exchanger 410; and when the battery pack needs to be cooled through the battery pack heat exchanger 410, the third on-off valve 730 can be opened and the fourth on-off valve 740 can be closed, so that the refrigerant can flow to the first inlet 111 through the third on-off valve 730, and then can flow back to the compressor 100; if neither the battery pack needs to be heated nor cooled, the third on-off valve 730 and the fourth on-off valve 740 can be closed, and the refrigerant no longer flows through the battery pack heat exchanger 410.

[0252] In some specific embodiments of the present invention, Fig. 20 As shown, the battery heat exchange module 400 includes a seventh throttle element 670 and an eighth throttle element 680 .

[0253] The first end of the seventh throttling element 670 is connected to the first end of the battery pack heat exchanger 410, the second end of the seventh throttling element 670 is connected to the second end of the external heat exchanger 120, the first end of the eighth throttling element 680 is connected to the second end of the battery pack heat exchanger 410, and the second end of the eighth throttling element 680 is respectively connected to the first end of the third on-off valve 730 and the second end of the fourth on-off valve 740.

[0254] The seventh throttling element 670 and the eighth throttling element 680 may both be electronic expansion valves.

[0255] In this way, when cooling the battery pack, the seventh throttling element 670 can throttle and reduce the pressure of the refrigerant flowing to the battery pack heat exchanger 410, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat of the battery pack through the battery pack heat exchanger 410, thereby providing a better cooling effect for the battery pack; or, when heating the battery pack, the seventh throttling element 670 can throttle and reduce the pressure of the refrigerant flowing out of the battery pack heat exchanger 410, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat of the external environment through the external heat exchanger 120, thereby providing more sufficient heat absorption.

[0256] In addition, by setting the eighth throttling element 680, when the inlet temperature of the battery pack heat exchanger 410 exceeds a certain range, the local temperature of the battery pack is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the battery pack heat exchanger 410 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the eighth throttling element 680 can be reduced to reduce the inlet temperature of the battery pack heat exchanger 410, thereby realizing the control of different heating temperatures of the in-vehicle condenser 140 and the battery pack heat exchanger 410.

[0257] In some specific embodiments of the present invention, Fig. 20 As shown, the battery heat exchange module 400 further includes a first one-way valve 420 and a second one-way valve 430 .

[0258] The first end of the first one-way valve 420 is connected to the second end of the seventh throttling element 670, and the second end of the first one-way valve 420 is respectively connected to the first end of the first on-off valve 710, the first end of the first throttle valve 610 and the first end of the second throttle valve 620. The first one-way valve 420 only allows the refrigerant to flow from the battery pack heat exchanger 410 to at least one of the first on-off valve 710, the first throttle valve 610 and the second throttle valve 620. The first end of the second one-way valve 430 is connected to the second end of the external heat exchanger 120, and the second end of the second one-way valve 430 is connected to the second end of the seventh throttle element 670. The second one-way valve 430 only allows the refrigerant to flow from the external heat exchanger 120 to the battery pack heat exchanger 410. In this way, when the battery pack is heated, the refrigerant flowing out of the battery pack heat exchanger 410 can flow to at least one of the first on-off valve 710, the first throttle valve 610 and the second throttle valve 620 through the first one-way valve 420, and when the battery pack is cooled, the refrigerant flowing out of the external heat exchanger 120 can flow to the battery pack heat exchanger 410 through the second one-way valve 430. There will be no interference in the flow path, and the refrigerant flow can be smoother.

[0259] In some specific embodiments of the present invention, Fig. 20As shown, the external heat exchanger 120 includes a first external heat exchanger 121 and a second external heat exchanger 122 .

[0260] The first end of the first external heat exchanger 121 is connected to the first end of the in-vehicle condenser 140, the second end of the first external heat exchanger 121 is respectively connected to the second end of the in-vehicle evaporator 130, the first end of the refrigerator refrigeration heat exchanger 210 and the first end of the battery pack heat exchanger 410, and the second external heat exchanger 122 is connected in parallel with the first external heat exchanger 121. In this way, the thermal management system 1 can absorb heat from the external environment through the first external heat exchanger 121 or the second external heat exchanger 122, or the thermal management system 1 can also absorb heat from the external environment through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, so that the heat absorption from the external environment can be more sufficient.

[0261] In some specific embodiments of the present invention, Fig. 20 As shown, the thermal management system 1 further includes a motor cooling module 500 , and the motor cooling module 500 includes a three-way valve 510 , a motor cooling channel 520 and a motor heat exchanger 530 .

[0262] The three-way valve 510 includes a first connection port 511, a second connection port 512 and a third connection port 513. The first end of the motor cooling channel 520 is connected to the first connection port 511, and the first end of the motor heat exchanger 530 is connected to the second connection port 512. The second external heat exchanger 122 has a first heat exchange channel and a second heat exchange channel for mutual heat exchange. The first end of the first heat exchange channel is respectively connected to the third connection port 513 and the second end of the motor heat exchanger 530, the second end of the first heat exchange channel is connected to the second end of the motor cooling channel 520, the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger 410, and the second end of the second heat exchange channel is respectively connected to the first end of the first on-off valve 710, the second end of the in-vehicle evaporator 130 and the first end of the refrigerator refrigeration module 200.

[0263] The motor heat exchanger 530 is a motor radiator, and the motor cooling module 500 can release the heat of the motor cooling module 500 to the outside air through the motor heat exchanger 530 to dissipate heat and cool the motor cooling module 500.

[0264] 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 500, 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 500, so that the heat in the motor cooling module 500 can be exchanged to the refrigerant circuit through the second external heat exchanger 122, that is, the thermal management system 1 can utilize the waste heat of the motor cooling module 500, which is beneficial to improving the energy utilization rate of the thermal management system 1, and when the outside temperature is low, the waste heat of the motor cooling module 500 can be used to heat the passenger compartment or the refrigerator to improve the heating efficiency of the thermal management system 1.

[0265] In some specific embodiments of the present invention, Fig. 20 As shown, the air conditioning module further includes a fifth on-off valve 750 and a sixth on-off valve 760 .

[0266] The first end of the fifth on-off valve 750 is connected to the second end of the in-vehicle condenser 140, and the second end of the fifth on-off valve 750 is connected to the first end of the first external heat exchanger 121, the first end of the sixth on-off valve 760 is connected to the second end of the in-vehicle condenser 140, and the second end of the sixth on-off valve 760 is connected to the first end of the second external heat exchanger 122.

[0267] The fifth on-off valve 750 and the sixth on-off valve 760 may both be solenoid valves.

[0268] Therefore, the refrigerant can flow through the first external heat exchanger 121 and / or the second external heat exchanger 122 by cooperating with the fifth on-off valve 750 and the sixth on-off valve 760. Specifically, when the refrigerant needs to flow through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, the fifth on-off valve 750 and the sixth on-off valve 760 can be opened at the same time; when the refrigerant needs to flow through the first external heat exchanger 121 and not through the second external heat exchanger 122, the fifth on-off valve 750 can be opened and the sixth on-off valve 760 can be closed; and when the refrigerant needs to flow through the second external heat exchanger 122 and not through the first external heat exchanger 121, the sixth on-off valve 760 can be opened and the fifth on-off valve 750 can be closed.

[0269] In some specific embodiments of the present invention, Fig.21 As shown, the thermal management system 1 has an air-cooling state.

[0270] When the thermal management system 1 is in an air-cooling state, the second on-off valve 720 and the fifth on-off valve 750 are opened, the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the first throttling element 610 is opened and plays a throttling role, the first external heat exchanger 121 acts as a condenser, and the internal evaporator 130 acts as an evaporator.

[0271] Specifically, when the thermal management system 1 is in the air cooling state, the second on-off valve 720, the fifth on-off valve 750 and the first throttling element 610 are opened, and the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740, the sixth on-off valve 760, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are all closed.

[0272] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the first external heat exchanger 121 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first external heat exchanger 121. The fluid flowing out of the first external heat exchanger 121 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The medium-temperature and high-pressure refrigerant is throttled and cooled through the first throttling element 610. It then becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat in the car through the in-car evaporator 130. The high-temperature air in the car is cooled down to low-temperature air, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the car. Finally, the refrigerant flows into the first gas-liquid separator 150 through the in-car evaporator 130. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage for the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air-cooling state of the thermal management system 1.

[0273] In some specific embodiments of the present invention, Fig. 22 As shown, the thermal management system 1 has air cooling and electric cooling states.

[0274] When the thermal management system 1 is in the air-cooling and electric-cooling state, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are opened, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the first throttling element 610 and the seventh throttling element 670 are opened and play a throttling role, the eighth throttling element 680 is opened, the first external heat exchanger 121 acts as a condenser, and the internal evaporator 130 and the battery pack heat exchanger 410 act as evaporators.

[0275] Specifically, when the thermal management system 1 is in the air-cooling and electric-cooling state, the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the first throttling element 610, the seventh throttling element 670 and the eighth throttling element 680 are opened, and the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0276] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the first external heat exchanger 121 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first external heat exchanger 121. The fluid flowing out of the first external heat exchanger 121 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0277] Then, the medium-temperature and high-pressure refrigerant passes through the first off-board heat exchanger 121 to form two branches:

[0278] Branch 1: This part of the refrigerant is throttled and cooled by the first throttling element 610 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the in-vehicle evaporator 130 to absorb the heat in the vehicle. The high-temperature air in the vehicle is cooled to low-temperature air, thereby reducing the temperature of the passenger compartment and realizing cooling in the vehicle.

[0279] Branch 2: Another part of the refrigerant flows to the seventh throttling element 670 through the second one-way valve 430 to be throttled and cooled, and becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant absorbs the heat of the battery pack through the battery pack heat exchanger 410, and then can cool the battery pack to reduce the temperature of the battery pack and prevent the temperature of the battery pack from being too high.

[0280] Finally, the refrigerant of branch 1 flows out from the in-vehicle evaporator 130, and the refrigerant of branch 2 flows out through the eighth throttling element 680 and the third on-off valve 730. The refrigerants of the two branches merge and flow into the first gas-liquid separator 150. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage for the refrigerant gas to ensure stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air-cooling and electric-cooling states of the thermal management system 1.

[0281] In some specific embodiments of the present invention, Fig.23 As shown, the thermal management system 1 has air cooling, electric cooling and ice cooling states.

[0282] When the thermal management system 1 is in the air-cooling, electric-cooling and ice-cooling state, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are opened, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the first throttling element 610, the second throttling element 620 and the seventh throttling element 670 are opened and play a throttling role, the third throttling element 630 and the eighth throttling element 680 are opened, the first external heat exchanger 121 acts as a condenser, and the internal evaporator 130, the battery pack heat exchanger 410 and the refrigerator refrigeration heat exchanger 210 act as evaporators.

[0283] Specifically, when the thermal management system 1 is in the air-cooling, electric-cooling and ice-cooling state, the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the seventh throttling element 670 and the eighth throttling element 680 are opened, and the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0284] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the first external heat exchanger 121 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first external heat exchanger 121. The fluid flowing out of the first external heat exchanger 121 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0285] Then, the medium-temperature and high-pressure refrigerant passes through the first off-board heat exchanger 121 to form three branches:

[0286] Branch 1: This part of the refrigerant is throttled and cooled by the first throttling element 610 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the in-vehicle evaporator 130 to absorb the heat in the vehicle. The high-temperature air in the vehicle is cooled to low-temperature air, thereby reducing the temperature of the passenger compartment and realizing cooling in the vehicle.

[0287] Branch 2: The second part of the refrigerant flows to the seventh throttling element 670 through the second one-way valve 430 for throttling and cooling, and becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant absorbs the heat of the battery pack through the battery pack heat exchanger 410, and then can cool the battery pack to reduce the temperature of the battery pack and avoid the battery pack from being too high. Then, the refrigerant of branch 1 flows out from the in-vehicle evaporator 130, and the refrigerant of branch 2 flows out through the eighth throttling element 680 and the third on-off valve 730. The refrigerants of the two branches merge and flow into the first gas-liquid separator 150. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111.

[0288] Branch 3: The third part of the refrigerant is throttled and cooled by the second throttling element 620 and becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 210, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Then the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 210. The second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the air-cooling, electric-cooling and ice-cooling states of the thermal management system 1.

[0289] In some specific embodiments of the present invention, Fig.24 As shown, the thermal management system 1 has an air-cooled and ice-cooled state.

[0290] When the thermal management system 1 is in an air-cooled state, the second on-off valve 720 and the fifth on-off valve 750 are opened, the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the first throttling element 610 and the second throttling element 620 are opened and play a throttling role, the third throttling element 630 is opened, the first outdoor heat exchanger 121 acts as a condenser, and the indoor evaporator 130 and the refrigerator refrigeration heat exchanger 210 act as evaporators.

[0291] Specifically, when the thermal management system 1 is in an air-cooled state, the second on-off valve 720, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620 and the third throttling element 630 are opened, and the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740, the sixth on-off valve 760, the fourth throttling element 640, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are all closed.

[0292] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the first external heat exchanger 121 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first external heat exchanger 121. The fluid flowing out of the first external heat exchanger 121 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0293] Then, the medium-temperature and high-pressure refrigerant passes through the first off-board heat exchanger 121 to form two branches:

[0294] Branch 1: This part of the refrigerant is throttled and cooled by the first throttling element 610 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat in the car through the in-car evaporator 130. The high-temperature air in the car is cooled to low-temperature air, which can further reduce the temperature of the passenger compartment to achieve refrigeration in the car. Then the refrigerant flows into the first gas-liquid separator 150 through the in-car evaporator 130. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, this part of the refrigerant returns to the compressor 100 through the first inlet 111.

[0295] Branch 2: Another part of the refrigerant is throttled and cooled by the second throttling element 620 and becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 210, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Then the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 210. The second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the air-cooling and icy-cold state cycle of the thermal management system 1.

[0296] In some specific embodiments of the present invention, Fig.25 As shown, the thermal management system 1 has an electric cooling and an ice cooling state.

[0297] When the thermal management system 1 is in the electric cooling state, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are opened, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the second throttling element 620 and the seventh throttling element 670 are opened and play a throttling role, the third throttling element 630 and the eighth throttling element 680 are opened, the first external heat exchanger 121 acts as a condenser, and the battery pack heat exchanger 410 and the refrigerator refrigeration heat exchanger 210 act as evaporators.

[0298] Specifically, when the thermal management system 1 is in the electric cooling state, the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the second throttling element 620, the third throttling element 630, the seventh throttling element 670 and the eighth throttling element 680 are opened, and the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the first throttling element 610, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0299] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first outdoor heat exchanger 121. The fluid flowing out of the first outdoor heat exchanger 121 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0300] Then, the medium-temperature and high-pressure refrigerant passes through the first off-board heat exchanger 121 to form two branches:

[0301] Branch 1: This part of the refrigerant flows to the seventh throttling element 670 through the second one-way valve 430 to be throttled and cooled, and becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant absorbs the heat of the battery pack through the battery pack heat exchanger 410, and then can cool the battery pack to reduce the temperature of the battery pack and avoid the battery pack from being too high. Then, this part of the refrigerant flows to the first gas-liquid separator 150 through the eighth throttling element 680 and the third on-off valve 730. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111;

[0302] Branch 2: Another part of the refrigerant is throttled and cooled by the second throttling element 620 and becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 210, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Then the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 210. The second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the electric cooling and icing state of the thermal management system 1.

[0303] In some specific embodiments of the present invention, Fig.26 As shown, the thermal management system 1 has a cold state.

[0304] When the thermal management system 1 is in a cold state, the second on-off valve 720 and the fifth on-off valve 750 are opened, the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the second throttling element 620 is opened and plays a throttling role, the third throttling element 630 is opened, the first external heat exchanger 121 acts as a condenser, and the refrigerator refrigeration heat exchanger 210 acts as an evaporator.

[0305] Specifically, when the thermal management system 1 is in a cold state, the second on-off valve 720, the fifth on-off valve 750, the second throttling element 620 and the third throttling element 630 are opened, and the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740, the sixth on-off valve 760, the first throttling element 610, the fourth throttling element 640, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are all closed.

[0306] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only flows through as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first outdoor heat exchanger 121. The medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature) flows out of the first outdoor heat exchanger 121. The medium-temperature and high-pressure refrigerant passes through the second throttling element 620. After throttling and cooling, it becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 210, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Then the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 210. The second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the cold state of the thermal management system 1.

[0307] In some specific embodiments of the present invention, Fig. 27 As shown, the thermal management system 1 has an electric cooling state.

[0308] When the thermal management system 1 is in the electric cooling state, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are opened, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the seventh throttling element 670 is opened and plays a throttling role, the eighth throttling element 680 is opened, the first external heat exchanger 121 acts as a condenser, and the battery pack heat exchanger 410 acts as an evaporator.

[0309] Specifically, when the thermal management system 1 is in the electric cooling state, the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the seventh throttling element 670 and the eighth throttling element 680 are opened, and the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0310] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only flows through as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first outdoor heat exchanger 121. The first outdoor heat exchanger 121 flows out of a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The medium-temperature and high-pressure refrigerant flows to the seventh throttling element 670 through the second one-way valve 430. The refrigerant passes through the seventh throttling element The throttling temperature of 670 is converted into low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant absorbs the heat of the battery pack through the battery pack heat exchanger 410, and then can cool the battery pack to reduce the temperature of the battery pack and avoid the battery pack from being too hot. Then, the refrigerant flows to the first gas-liquid separator 150 through the eighth throttling element 680 and the third on-off valve 730. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, realizing the circulation of the electric cooling state of the thermal management system 1.

[0311] In some specific embodiments of the present invention, Fig.28 As shown, the thermal management system 1 has an empty thermal state.

[0312] When the thermal management system 1 is in an empty heat state, the first on-off valve 710 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740 and the fifth on-off valve 750 are closed, the fourth throttling element 640 is opened and plays a throttling role, the in-vehicle condenser 140 acts as a condenser, and the second external heat exchanger 122 acts as an evaporator.

[0313] Specifically, when the thermal management system 1 is in an empty and hot state, the first on-off valve 710, the sixth on-off valve 760 and the fourth throttling element 640 are opened, and the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are all closed.

[0314] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and release heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and medium-pressure refrigerant is throttled and cooled by the fourth throttling element 640 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second outdoor heat exchanger 122 through the sixth on-off valve 760, and absorbs the residual heat of the environment or the motor cooling module 500 through the second outdoor heat exchanger 122 to complete the process of absorbing heat from the environment. Finally, the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111 to complete the air-heat state cycle of the thermal management system 1.

[0315] In some specific embodiments of the present invention, Fig.29 As shown, the thermal management system 1 has an empty heat and electric heat state.

[0316] When the thermal management system 1 is in the empty-heat-electric-heat state, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are closed, the fourth throttling element 640 and the seventh throttling element 670 are opened and play a throttling role, the eighth throttling element 680 is opened, the in-vehicle condenser 140 and the battery pack heat exchanger 410 act as condensers, and the second external heat exchanger 122 acts as an evaporator.

[0317] Specifically, when the thermal management system 1 is in the empty-heat-electric-heat state, the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the fourth throttling element 640, the seventh throttling element 670 and the eighth throttling element 680 are opened, and the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0318] Therefore, the high-temperature and high-pressure gaseous refrigerant can be divided into two branches after being discharged from the compressor 100:

[0319] Branch 1: Part of the refrigerant flows to the in-vehicle condenser 140, and releases heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and medium-pressure refrigerant is throttled and cooled by the fourth throttling element 640 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second external heat exchanger 122.

[0320] Branch 2: Another part of the refrigerant flows to the battery pack heat exchanger 410 through the fourth on-off valve 740 and the eighth throttling element 680, and releases heat to the battery pack through the battery pack heat exchanger 410 to increase the temperature of the battery pack, avoid the battery pack temperature being too low, and achieve heating of the battery pack. At the same time, the refrigerant flows through the battery pack heat exchanger 410 to become a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is throttled and cooled by the seventh throttling element 670 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second off-vehicle heat exchanger 122 through the first one-way valve 420.

[0321] Then, the low-temperature and low-pressure refrigerant of branch 1 flowing out of the fourth throttling element 640 and the low-temperature and low-pressure refrigerant of branch 2 flowing out of the first one-way valve 420 merge, and flow to the second in-vehicle heat exchanger through the sixth on-off valve 760, so as to absorb the residual heat of the environment or the motor cooling module 500 through the second out-of-vehicle heat exchanger 122, completing the process of absorbing heat from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigerant oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air-heat and electric-heat states of the thermal management system 1.

[0322] In addition, it should be noted that when the inlet temperature of the battery pack heat exchanger 410 exceeds a certain range, the local temperature of the battery pack is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the battery pack heat exchanger 410 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the eighth throttling element 680 can be reduced to reduce the inlet temperature of the battery pack heat exchanger 410, so as to realize the control of different heating temperatures of the in-vehicle condenser 140 and the battery pack heat exchanger 410 under the air-heating and electric-heating state.

[0323] In some specific embodiments of the present invention, Fig.30 As shown, the thermal management system 1 has air-heat, electric-heat, and ice-heat states.

[0324] When the thermal management system 1 is in the air-heat, electric-heat, and ice-heat state, the first on-off valve 710, the fourth on-off valve 740, and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730, and the fifth on-off valve 750 are closed, the fourth throttling element 640, the sixth throttling element 660, and the seventh throttling element 670 are opened and play a throttling role, the fifth throttling element 650 and the eighth throttling element 680 are opened, the in-vehicle condenser 140, the battery pack heat exchanger 410, and the refrigerator heating heat exchanger 310 act as condensers, and the second outdoor heat exchanger 122 acts as an evaporator.

[0325] Specifically, when the thermal management system 1 is in the empty, hot, electric, hot, and cold state, the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the fourth throttling element 640, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are opened, and the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620 and the third throttling element 630 are all closed.

[0326] Therefore, the high-temperature and high-pressure gaseous refrigerant can be divided into three branches after being discharged from the compressor 100:

[0327] Branch 1: Part of the refrigerant flows to the in-vehicle condenser 140, and releases heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and medium-pressure refrigerant is throttled and cooled by the fourth throttling element 640 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second external heat exchanger 122.

[0328] Branch 2: The second part of the refrigerant flows to the battery pack heat exchanger 410 through the fourth on-off valve 740 and the eighth throttling element 680, and releases heat to the battery pack through the battery pack heat exchanger 410 to increase the temperature of the battery pack, avoid the battery pack temperature being too low, and achieve heating of the battery pack. At the same time, the refrigerant flows through the battery pack heat exchanger 410 to become a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is throttled and cooled by the seventh throttling element 670 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second off-vehicle heat exchanger 122 through the first one-way valve 420.

[0329] Branch 3: The third part of the refrigerant flows to the refrigerator heating heat exchanger 310 through the fifth throttling element 650, and releases heat to the inside of the refrigerator through the refrigerator heating heat exchanger 310 to achieve heating of the refrigerator. Then, the refrigerant passes through the refrigerator heating heat exchanger 310 and becomes a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is throttled and cooled by the sixth throttling element 660 and becomes a low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second off-vehicle heat exchanger 122.

[0330] Then, the low-temperature and low-pressure refrigerant flowing out of the fourth throttling element 640 in branch 1, the low-temperature and low-pressure refrigerant flowing out of the seventh throttling element 670 in branch 2, and the low-temperature and low-pressure refrigerant flowing out of the sixth throttling element 660 in branch 3 converge, and flow to the second in-vehicle heat exchanger through the sixth on-off valve 760, so as to absorb the residual heat of the environment or the motor cooling module 500 through the second out-of-vehicle heat exchanger 122, completing the process of absorbing heat from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air-heat, electric-heat, and ice-heat states of the thermal management system 1.

[0331] In addition, it should be noted that when the inlet temperature of the battery pack heat exchanger 410 and the inlet temperature of the refrigerator heat exchanger exceed a certain range, the local temperature of the battery pack and the local temperature in the refrigerator are likely to exceed their operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the battery pack heat exchanger 410 and the inlet temperature of the refrigerator heating heat exchanger 310 reach the upper limit (for example, the upper limit temperature is 65°C), the opening of the eighth throttling element 680 and the fifth throttling element 650 can be reduced to reduce the inlet temperature of the battery pack heat exchanger 410 and the inlet temperature of the refrigerator heating heat exchanger 310, so as to realize the control of different heating temperatures of the battery pack heat exchanger 410, the refrigerator heating heat exchanger 310 and the in-vehicle condenser 140 under the air-heating, electric-heating and ice-heating states.

[0332] In some specific embodiments of the present invention, Fig.31 As shown, the thermal management system 1 has an air-heat and ice-heat state.

[0333] When the thermal management system 1 is in the air-heat and ice-heat state, the first on-off valve 710 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740 and the fifth on-off valve 750 are closed, the fourth throttling element 640 and the sixth throttling element 660 are opened and play a throttling role, the fifth throttling element 650 is opened, the in-vehicle condenser 140 and the refrigerator heating heat exchanger 310 act as condensers, and the second outdoor heat exchanger 122 acts as an evaporator.

[0334] Specifically, when the thermal management system 1 is in the air-heat and ice-heat state, the first on-off valve 710, the sixth on-off valve 760, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are opened, and the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the seventh throttling element 670 and the eighth throttling element 680 are all closed.

[0335] Therefore, the high-temperature and high-pressure gaseous refrigerant can be divided into two branches after being discharged from the compressor 100:

[0336] Branch 1: Part of the refrigerant flows to the in-vehicle condenser 140, and releases heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and medium-pressure refrigerant is throttled and cooled by the fourth throttling element 640 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second external heat exchanger 122.

[0337] Branch 2: another part of the refrigerant flows to the refrigerator heating heat exchanger 310 through the fifth throttling element 650, and releases heat to the inside of the refrigerator through the refrigerator heating heat exchanger 310 to achieve heating of the refrigerator, and then the refrigerant passes through the refrigerator heating heat exchanger 310 to become a medium-temperature and high-pressure refrigerant, and the medium-temperature and high-pressure refrigerant is throttled and cooled by the sixth throttling element 660 to become a low-temperature and low-pressure wet steam or supercooled liquid, and the low-temperature and low-pressure refrigerant flows to the second off-vehicle heat exchanger 122;

[0338] Then, the low-temperature and low-pressure refrigerant flowing out of the fourth throttling element 640 in branch 1 and the low-temperature and low-pressure refrigerant flowing out of the sixth throttling element 660 in branch 2 merge, and flow to the second in-vehicle heat exchanger through the sixth on-off valve 760, so as to absorb the residual heat of the environment or the motor cooling module 500 through the second out-of-vehicle heat exchanger 122, completing the process of absorbing heat from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air-heat and ice-heat states of the thermal management system 1.

[0339] In addition, it should be noted that when the inlet temperature of the refrigerator heat exchanger exceeds a certain range, the local temperature in the refrigerator is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the refrigerator heating heat exchanger 310 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 650 can be reduced to lower the inlet temperature of the refrigerator heating heat exchanger 310, so as to realize the control of different heating temperatures of the refrigerator heating heat exchanger 310 and the in-vehicle condenser 140 under the air-heat and ice-heat states.

[0340] In some specific embodiments of the present invention, Fig.32 As shown, the thermal management system 1 has an electric heating and an ice heating state.

[0341] When the thermal management system 1 is in the electric heating and cooling state, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are closed, the sixth throttling element 660 and the seventh throttling element 670 are opened and play a throttling role, the fifth throttling element 650 and the eighth throttling element 680 are opened, the battery pack heat exchanger 410 and the refrigerator heating heat exchanger 310 act as condensers, and the second external heat exchanger 122 acts as an evaporator.

[0342] Specifically, when the thermal management system 1 is in the electric heating and cooling state, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are opened, and the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630 and the fourth throttling element 640 are all closed.

[0343] Therefore, the high-temperature and high-pressure gaseous refrigerant can be divided into two branches after being discharged from the compressor 100:

[0344] Branch 1: Part of the refrigerant flows to the battery pack heat exchanger 410 through the fourth on-off valve 740 and the eighth throttling element 680, and releases heat to the battery pack through the battery pack heat exchanger 410 to increase the temperature of the battery pack, avoid the battery pack temperature being too low, and achieve heating of the battery pack. At the same time, the refrigerant flows through the battery pack heat exchanger 410 to become a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is throttled and cooled by the seventh throttling element 670 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second off-vehicle heat exchanger 122 through the first one-way valve 420.

[0345] Branch 2: another part of the refrigerant flows to the refrigerator heating heat exchanger 310 through the fifth throttling element 650, and releases heat to the inside of the refrigerator through the refrigerator heating heat exchanger 310 to achieve heating of the refrigerator, and then the refrigerant passes through the refrigerator heating heat exchanger 310 to become a medium-temperature and high-pressure refrigerant, and the medium-temperature and high-pressure refrigerant is throttled and cooled by the sixth throttling element 660 to become a low-temperature and low-pressure wet steam or supercooled liquid, and the low-temperature and low-pressure refrigerant flows to the second off-vehicle heat exchanger 122;

[0346] Then, the low-temperature and low-pressure refrigerant flowing out of the seventh throttling element 670 in branch 1 and the low-temperature and low-pressure refrigerant flowing out of the sixth throttling element 660 in branch 2 merge, and flow to the second in-vehicle heat exchanger through the sixth on-off valve 760, so as to absorb the residual heat of the environment or the motor cooling module 500 through the second out-of-vehicle heat exchanger 122, completing the process of absorbing heat from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the electric heating and ice-heating state of the thermal management system 1.

[0347] In some specific embodiments of the present invention, Fig.33 As shown, the thermal management system 1 has an ice-heat state.

[0348] When the thermal management system 1 is in an ice-hot state, the first on-off valve 710 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740 and the fifth on-off valve 750 are closed, the sixth throttling element 660 is opened and plays a throttling role, the fifth throttling element 650 is opened, the refrigerator heating heat exchanger 310 acts as a condenser, and the second external heat exchanger 122 acts as an evaporator.

[0349] Specifically, when the thermal management system 1 is in an ice-hot state, the first on-off valve 710, the sixth on-off valve 760, the fifth throttling element 650 and the sixth throttling element 660 are opened, and the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the seventh throttling element 670 and the eighth throttling element 680 are all closed.

[0350] Thus, the high-temperature and high-pressure gaseous refrigerant flows out through the compressor 100, and flows to the refrigerator heating heat exchanger 310 through the fifth throttling element 650, and releases heat to the inside of the refrigerator through the refrigerator heating heat exchanger 310 to achieve heating of the refrigerator. Then, the refrigerant passes through the refrigerator heating heat exchanger 310 and becomes a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is throttled and cooled by the sixth throttling element 660 and becomes a low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger. The heat exchanger 122 absorbs the waste heat from the environment or the motor cooling module 500 through the second external heat exchanger 122, completing the process of absorbing heat from the environment. Finally, the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the ice-hot state of the thermal management system 1.

[0351] In some specific embodiments of the present invention, Fig.34 As shown, the thermal management system 1 has an electrothermal state.

[0352] When the thermal management system 1 is in the electric heating state, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are closed, the seventh throttling element 670 is opened and plays a throttling role, the eighth throttling element 680 is opened, the battery pack heat exchanger 410 acts as a condenser, and the second external heat exchanger 122 acts as an evaporator.

[0353] Specifically, when the thermal management system 1 is in the electric heating state, the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the seventh throttling element 670 and the eighth throttling element 680 are opened, and the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0354] As a result, the high-temperature and high-pressure gaseous refrigerant is discharged through the compressor 100, and flows to the battery pack heat exchanger 410 through the fourth on-off valve 740 and the eighth throttling element 680, and releases heat to the battery pack through the battery pack heat exchanger 410 to increase the temperature of the battery pack, avoid the battery pack temperature being too low, and achieve heating of the battery pack. At the same time, the refrigerant flows through the battery pack heat exchanger 410 to become a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is throttled and cooled by the seventh throttling element 670 to become a low-temperature and low-pressure wet steam or a supercooled liquid. The low-temperature and low-pressure refrigerant The refrigerant flows to the second external heat exchanger 122 through the first one-way valve 420 to absorb the waste heat from the environment or the motor cooling module 500 through the second external heat exchanger 122, completing the process of absorbing heat from the environment. Finally, the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the electric heating state of the thermal management system 1.

[0355] In some specific embodiments of the present invention, Fig.35 As shown, the thermal management system 1 has an empty dehumidification state.

[0356] When the thermal management system 1 is in the empty dehumidification state, the second on-off valve 720 and the fifth on-off valve 750 are opened, the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the first throttling element 610 is opened and plays a throttling role, the in-vehicle condenser 140 and the first outdoor heat exchanger 121 act as condensers, and the in-vehicle evaporator 130 acts as an evaporator.

[0357] Specifically, when the thermal management system 1 is in the empty dehumidification state, the second on-off valve 720, the fifth on-off valve 750 and the first throttling element 610 are opened, and the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740, the sixth on-off valve 760, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are all closed.

[0358] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only flows through as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the first external heat exchanger 121 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first external heat exchanger 121. The fluid flowing out of the first external heat exchanger 121 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The medium-temperature and high-pressure refrigerant is throttled and cooled by the first throttling element 610 and becomes a low-temperature and low-pressure fluid. The high-humidity air passes through the evaporator 130, and the high-humidity air is cooled to precipitate condensed water. The absolute moisture content of the air in the passenger compartment decreases, thereby achieving dehumidification in the vehicle. Finally, the refrigerant flows into the first gas-liquid separator 150 through the evaporator 130, and the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage for the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air dehumidification state of the thermal management system 1.

[0359] In some specific embodiments of the present invention, Fig.36 As shown, the thermal management system 1 has an empty defogging state.

[0360] When the thermal management system 1 is in the air defog state, the first on-off valve 710 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740 and the fifth on-off valve 750 are closed, the second throttling element 620 is opened and plays a throttling role, the in-vehicle condenser 140 acts as a condenser, and the second outdoor heat exchanger 122 acts as an evaporator.

[0361] Specifically, when the thermal management system 1 is in the air defog state, the first on-off valve 710, the sixth on-off valve 760 and the fourth throttling element 640 are opened, and the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are all closed.

[0362] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and release heat to the passenger compartment through the in-vehicle condenser 140. At this time, the low-temperature air is heated to high-temperature air through the in-vehicle condenser 140, and the fog beads on the glass are blown away through the defogger duct to achieve defogger in the vehicle. Then the refrigerant is cooled to medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and medium-pressure refrigerant is throttled and cooled by the fourth throttling element 640 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant passes through the first The six-way valve 760 flows to the second external heat exchanger 122, and absorbs the waste heat of the environment or the motor cooling module 500 through the second external heat exchanger 122, completing the process of absorbing heat from the environment. Finally, the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air demisting state of the thermal management system 1.

[0363] In some specific embodiments of the present invention, Fig.37 As shown, the thermal management system 1 further includes a refrigerator heating module 800, and the refrigerator heating module 800 is used to heat the internal space of the refrigerator.

[0364] In this way, when the refrigerator needs to be cooled, the thermal management system 1 can use the refrigerator cooling heat exchanger 210 to absorb heat inside the refrigerator to meet the cooling needs of the refrigerator. When the refrigerator needs to be heated, the refrigerator heating module 800 can be used to release heat directly into the refrigerator to meet the heating needs of the refrigerator. That is, when the refrigerator heating module 800 is set, the refrigerator heating module 800 can be used to replace the refrigerator heating heat exchanger 310, which is conducive to simplifying the structure of the thermal management system 1.

[0365] In some specific embodiments of the present invention, Fig.39 As shown, the thermal management system 1 further includes an ejector 900 .

[0366] The ejector 900 has a first ejection inlet 911, a second ejection inlet 912 and an ejection outlet 931. The first ejection inlet 911 is connected to the second end of the external heat exchanger 120, the second ejection inlet 912 is connected to the first end of the internal evaporator 130, and the ejection outlet 931 is connected to the first end of the battery heat exchange module 400.

[0367] As a result, the high-pressure and medium-temperature refrigerant flowing from the external heat exchanger 120 to the ejector 900 can undergo isentropic expansion in the first ejection inlet 911, and the flow velocity of the refrigerant increases (the refrigerant at the ejection outlet 931 can generally reach supersonic speed, and will be accompanied by a series of shock waves), and the pressure decreases, that is, the conversion of pressure energy into kinetic energy is realized. In addition, since there is a large speed difference and pressure difference between the working fluid (the refrigerant entering the first ejection inlet 911 from the external heat exchanger 120) and the ejection fluid (the refrigerant flowing into the second ejection inlet 912 from the internal evaporator 130), the ejection fluid is continuously sucked into the working fluid and gradually begins to mix with the working fluid, thereby achieving The transfer of momentum and energy, and as the two refrigerant fluids are evenly mixed, the velocity and pressure of the fluids gradually tend to be consistent. After the mixed fluid reaches the injection outlet 931, the fluid velocity decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. The pressure of the mixed fluid at the injection outlet 931 is between the pressures of the working fluid and the injection fluid, that is, the ejector 900 can play a role in increasing the pressure of the injection fluid. The fluid pressure at the injection outlet 931 can meet the evaporation pressure requirement for battery pack cooling. The refrigerant cools the battery pack through the battery pack heat exchanger 300 and then flows into the compressor 100 through the first gas-liquid separator 150 to complete the cycle.

[0368] Furthermore, under the condition that the in-vehicle evaporator 130 and the battery heat exchange module 400 are operated simultaneously, the refrigerant can be mixed with the refrigerant entering the ejector 900 from the external heat exchanger 120 after cooling the passenger compartment through the in-vehicle evaporator 130, so that the refrigerant can reach a higher evaporation pressure, that is, the present invention can increase the pressure of the refrigerant flowing out of the in-vehicle evaporator 130 through the ejector 900, and then the refrigerant cools the battery pack through the battery pack heat exchanger 300, and then flows back to the compressor 100 through the first gas-liquid separator 150 and the first inlet 111, thereby realizing the entire refrigeration cycle. With this arrangement, there is no need to artificially reduce the refrigerant pressure at the outlet of the battery heat exchange module 400 before merging it with the refrigerant flowing out of the in-vehicle evaporator 130, thereby reducing the pressure loss of the refrigerant flowing out of the battery heat exchange module 400, which is beneficial to improving the cooling capacity and cooling efficiency of the thermal management system 1.

[0369] In some specific embodiments of the present invention, Fig.40As shown, the first injection inlet 911 and the injection outlet 931 are respectively disposed at opposite ends of the ejector 900 , and the second injection inlet 912 is disposed at the periphery of the ejector 900 .

[0370] Among them, the high-pressure refrigerant flowing from the external heat exchanger 120 to the ejector 900 can be the mainstream, that is, the refrigerant entering the ejector 900 through the first ejection inlet 911 is the mainstream, and the low-pressure refrigerant flowing from the internal evaporator 130 to the ejector 900 can be the secondary flow, that is, the refrigerant entering the ejector 900 through the second ejection inlet 912 is the secondary flow. In this way, the first ejection inlet 911 and the ejection outlet 931 can be coaxially arranged, so that the refrigerant entering the ejector 900 through the first ejection inlet 911 can be discharged more smoothly through the ejection outlet 931, which is beneficial to improving the circulation of the refrigerant.

[0371] In some specific embodiments of the present invention, Fig.40 As shown, the ejector 900 includes a suction section 910 , a mixing section 920 , and a diffuser section 930 .

[0372] The suction section 910 is provided with a first ejection inlet 911 and a second ejection inlet 912 , the mixing section 920 is connected to the suction section 910 , and the diffuser section 930 is connected to the mixing section 920 and is provided with an ejection outlet 931 .

[0373] In this way, the high-pressure refrigerant flowing out of the external heat exchanger 120 can enter the suction section 910 from the first injection inlet 911, and the refrigerant flowing out of the internal evaporator 130 can be continuously sucked into the suction section 910 from the second injection inlet 912, and then the two parts of the refrigerant can be fully mixed in the mixing section 920 to achieve the transfer of momentum and energy. After reaching the diffusion section 930, the flow velocity of the refrigerant decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. Finally, the refrigerant can flow from the injection outlet 931 to the battery heat exchange module 400.

[0374] In some specific embodiments of the present invention, Fig.40 As shown, the cross-sectional area of ​​the diffuser section 930 gradually increases in a direction away from the mixing section 920 .

[0375] That is to say, when the fluid passes through the diffuser section 930, the flow rate and pressure of the fluid will change due to the inconsistent diameter of the diffuser section 930. According to the Bernoulli equation and the continuity equation, when the fluid passes through the diffuser section 930, 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 battery heat exchange module 400.

[0376] In some specific embodiments of the present invention, Fig.39As shown, the thermal management system also includes a seventh on-off valve 770, a first end of the seventh on-off valve 770 is connected to the first end of the in-vehicle evaporator 130, and a second end of the seventh on-off valve 770 is connected to the first inlet 111 to control the on-off between the in-vehicle evaporator 130 and the first inlet 111.

[0377] In this way, the flow direction of the refrigerant flowing out of the in-vehicle evaporator 130 can be controlled by controlling the on and off of the seventh on-off valve 770. Specifically, when the seventh on-off valve 770 is opened, the refrigerant flowing out of the in-vehicle evaporator 130 can directly flow back to the compressor 100 through the seventh on-off valve 770, and when the seventh on-off valve 770 is closed, the refrigerant flowing out of the in-vehicle evaporator 130 can flow into the ejector 900 through the second ejection inlet 912, and then absorb the heat of the battery pack through the battery heat exchange module 400 before flowing back to the compressor 100.

[0378] In some specific embodiments of the present invention, Fig.39 As shown, the thermal management system 1 further includes an eighth on-off valve 780 and a ninth throttling element 690 .

[0379] The first end of the eighth on-off valve 780 is connected to the second end of the external heat exchanger 120, and the second end of the eighth on-off valve 780 is connected to the first injection inlet 911 to control the on-off between the external heat exchanger 120 and the first injection inlet 911. The eighth on-off valve 780 is connected in series with the injector 900 and is connected in parallel with the ninth throttling element 690. When the eighth on-off valve 780 disconnects the external heat exchanger 120 and the second injection inlet 912, the refrigerant of the external heat exchanger 120 enters the battery heat exchange module 400 through the ninth throttling element 690.

[0380] Among them, the eighth on-off valve 780 can be a solenoid valve, and the ninth throttling element 690 can be an electronic expansion valve.

[0381] In this way, when the thermal management system 1 only cools the battery pack and does not need to cool the passenger compartment, the eighth on-off valve 780 can be closed and the ninth throttling element 690 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the external heat exchanger 120 can be throttled and reduced in pressure through the ninth throttling element 690 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then fully absorbs the heat of the battery pack through the battery heat exchange module 400.

[0382] When the thermal management system 1 needs to cool the battery pack and the passenger compartment at the same time, the ninth throttling element 690 can be closed and the eighth on-off valve 780 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the external heat exchanger 120 can flow to the first injection inlet 911 through the eighth on-off valve 780, and at the same time, the low-temperature low-pressure refrigerant flowing out of the internal evaporator 130 can enter the ejector 900 through the second injection inlet 912. The two parts of the refrigerant are mixed in the ejector 900 to form wet steam or supercooled liquid with a higher evaporation pressure, and flow to the battery heat exchange module 400 through the injection outlet 931, so as to fully absorb the heat of the battery pack through the battery heat exchange module 400, thereby realizing cooling of the passenger compartment and the battery pack at the same time.

[0383] A vehicle according to an embodiment of the present invention will be described below with reference to the accompanying drawings. The vehicle includes a thermal management system 1 according to the above-described embodiment of the present invention.

[0384] According to the vehicle of the embodiment of the present invention, by utilizing the thermal management system 1 according to the above-mentioned embodiment of the present invention, there is no need to reduce the refrigerant pressure flowing back from the evaporator 130 in the vehicle to the compressor 100, and the refrigerant pressure loss in the air-conditioning module is small, thereby maintaining the cooling capacity and cooling efficiency of the air-conditioning module at a high level.

[0385] Please refer to the following Figure 41-57 A thermal management system 1 according to an embodiment of a third aspect of the present invention is described.

[0386] like Figure 41-Figure 57 As shown, the thermal management system 1 according to an embodiment of the present invention includes an air conditioning module, an ejector 200 , a battery pack heat exchanger 300 and a refrigerator refrigeration module 400 .

[0387] The air conditioning module includes a compressor 100, an external heat exchanger 120, and an internal evaporator 130 connected to form a refrigerant circuit. The compressor 100 has a first inlet 111, a second inlet 112, and an outlet 113. The first inlet 111 is connected to a first end of the internal evaporator 130, and the outlet 113 is connected to a first end of the external heat exchanger 120. The ejector 200 has a first ejection inlet 211, a second ejection inlet 212, and an ejection outlet 231. The first ejection inlet 211 is connected to the internal evaporator 130, and the outlet 113 is connected to the first end of the external heat exchanger 120. The second end of the external heat exchanger 120 is connected, the injection outlet 231 is connected to the first inlet 111, the second injection inlet 212 is connected to the first end of the in-vehicle evaporator 130, the first end of the battery pack heat exchanger 300 is connected to the injection outlet 231, and the second end of the battery pack heat exchanger 300 is connected to the first inlet 111, the first end of the refrigerator refrigeration module 400 is connected to the second end of the external heat exchanger 120, and the second end of the refrigerator refrigeration module 400 is connected to the second inlet 112.

[0388] Among them, the compressor 100 in the embodiment of the present invention can be a scroll compressor, the first inlet 111 can be a high-pressure air intake port of the compressor 100, and the second inlet 112 can be a low-pressure air intake port of the compressor 100. In this way, the first inlet 111 and the second inlet 112 can respectively correspond to cavities with different compression profiles inside the compressor 100, that is, the first inlet 111 and the second inlet 112 can respectively correspond to different gas compression stages in the compressor 100.

[0389] In addition, the air conditioning module can cool or heat the passenger compartment, the ejector 200 can draw in low-pressure fluid through the ejection effect of high-pressure fluid, thereby achieving fluid mixing and energy exchange, and the refrigerator refrigeration module 400 can refrigerate food or items.

[0390] According to the thermal management system 1 of the embodiment of the present invention, the first injection inlet 211 is connected to the second end of the external heat exchanger 120, the injection outlet 231 is connected to the first inlet 111, the second injection inlet 212 is connected to the first end of the internal evaporator 130, the first end of the battery pack heat exchanger 300 is connected to the injection outlet 231, and the second end of the battery pack heat exchanger 300 is connected to the first inlet 111.

[0391] As a result, the high-pressure and medium-temperature refrigerant flowing from the external heat exchanger 120 to the ejector 200 can undergo isentropic expansion in the first ejection inlet 211, and the flow velocity of the refrigerant increases (the refrigerant at the ejection outlet 231 can generally reach supersonic speed, and will be accompanied by a series of shock waves), and the pressure decreases, that is, the conversion of pressure energy into kinetic energy is realized. In addition, since there is a large speed difference and pressure difference between the working fluid (the refrigerant entering the first ejection inlet 211 from the external heat exchanger 120) and the ejection fluid (the refrigerant flowing from the internal evaporator 130 into the second ejection inlet 212), the ejection fluid is continuously sucked into the working fluid and gradually begins to mix with the working fluid, thereby achieving The transfer of momentum and energy, and as the two refrigerant fluids are evenly mixed, the velocity and pressure of the fluids gradually tend to be consistent. After the mixed fluid reaches the injection outlet 231, the fluid velocity decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. The pressure of the mixed fluid at the injection outlet 231 is between the pressures of the working fluid and the injection fluid, that is, the ejector 200 can play a role in increasing the pressure of the injection fluid. The fluid pressure at the injection outlet 231 can meet the evaporation pressure requirement for battery pack cooling. The refrigerant cools the battery pack through the battery pack heat exchanger 300 and then flows into the compressor 100 through the first gas-liquid separator 150 to complete the cycle.

[0392] Furthermore, under the condition that the in-vehicle evaporator 130 and the battery pack heat exchanger 300 are operated simultaneously, the refrigerant can be mixed with the refrigerant entering the ejector 200 from the external heat exchanger 120 after cooling the passenger compartment through the in-vehicle evaporator 130, so that the refrigerant can reach a higher evaporation pressure, that is, the present invention can increase the pressure of the refrigerant flowing out of the in-vehicle evaporator 130 through the ejector 200, and then the refrigerant cools the battery pack through the battery pack heat exchanger 300, and then flows back to the compressor 100 through the first gas-liquid separator 150 and the first inlet 111, thereby realizing the entire refrigeration cycle. With this arrangement, there is no need to artificially reduce the refrigerant pressure at the outlet of the battery pack heat exchanger 300 before merging it with the refrigerant flowing out of the in-vehicle evaporator 130, thereby reducing the pressure loss of the refrigerant flowing out of the battery pack heat exchanger 300, which is beneficial to improving the cooling capacity and cooling efficiency of the thermal management system 1.

[0393] In addition, by connecting the first inlet 111 to the in-vehicle evaporator 130 and the battery pack heat exchanger 300, and connecting the outlet 113 to the out-vehicle heat exchanger 120, the first end of the refrigerator refrigeration module 400 is connected to the second end of the out-vehicle heat exchanger 120, and the second end of the refrigerator refrigeration module 400 is connected to the second inlet 112. In this way, when the passenger compartment, the battery pack and the refrigerator need to be refrigerated, the refrigerant flowing out of the compressor 100 can release heat to the outside of the vehicle through the out-vehicle heat exchanger 120 to reduce the temperature of the refrigerant, and then the refrigerant flows into the in-vehicle evaporator 130, the battery pack heat exchanger 300 or the refrigerator refrigeration module 400 to absorb the heat in the vehicle through the in-vehicle evaporator 130, or absorb the heat of the battery pack through the battery pack heat exchanger 300, or absorb the heat inside the refrigerator through the refrigerator refrigeration module 400, so as to achieve the refrigeration of the passenger compartment, the cooling of the battery pack and the refrigeration of the refrigerator.

[0394] Moreover, the in-vehicle evaporator 130 and the battery pack heat exchanger 300 are connected to the first inlet 111, and the refrigerator refrigeration module 400 is connected to the second inlet 112. The first inlet 111 of the compressor 100 may correspond to a cavity with a higher pressure, and the second inlet 112 may correspond to a cavity with a lower pressure. When the in-vehicle evaporator 130, the battery pack heat exchanger 300, and the refrigerator refrigeration module 400 are operated simultaneously, the refrigerant with a higher pressure flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300 may flow directly into the compressor 100 through the first inlet 111, and the refrigerant with a lower pressure flowing out of the refrigerator refrigeration module 400 may flow into the compressor 100 through the second inlet 112. 0, and then the above two parts of refrigerant are pressurized in the compressor 100 and then discharged from the compressor 100 through the outlet 113, thereby completing the refrigeration cycle of the thermal management system 1, and realizing the refrigeration of the passenger compartment, the battery pack and the refrigerator at the same time, and there is no need to think about reducing the pressure of the refrigerant flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300, thereby greatly reducing the pressure loss of the refrigerant, which is beneficial to maintaining the cooling capacity and cooling efficiency of the thermal management system 1. The cooling capacity of the in-vehicle evaporator 130, the battery pack heat exchanger 300 and the refrigerator refrigeration module 400 are relatively sufficient. In hot weather, the thermal management system 1 can meet the cooling needs of the passenger compartment, the battery pack and the vehicle refrigerator.

[0395] In this way, the thermal management system 1 according to the embodiment of the present invention can reduce the refrigerant pressure loss of the battery pack heat exchanger 300 and the in-vehicle evaporator 130, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system 1 are high.

[0396] In some specific embodiments of the present invention, Fig.56 As shown, the first injection inlet 211 and the injection outlet 231 are respectively disposed at opposite ends of the ejector 200 , and the second injection inlet 212 is disposed at the periphery of the ejector 200 .

[0397] Among them, the high-pressure refrigerant flowing from the external heat exchanger 120 to the ejector 200 can be the mainstream, that is, the refrigerant entering the ejector 200 through the first ejection inlet 211 is the mainstream, and the low-pressure refrigerant flowing from the internal evaporator 130 to the ejector 200 can be the secondary flow, that is, the refrigerant entering the ejector 200 through the second ejection inlet 212 is the secondary flow. In this way, the first ejection inlet 211 and the ejection outlet 231 can be coaxially arranged, so that the refrigerant entering the ejector 200 through the first ejection inlet 211 can be discharged more smoothly through the ejection outlet 231, which is beneficial to improving the circulation of the refrigerant.

[0398] In some specific embodiments of the present invention, Fig.56 As shown, the ejector 200 includes a suction section 210 , a mixing section 220 , and a diffuser section 230 .

[0399] The suction section 210 is provided with a first injection inlet 211 and a second injection inlet 212 , the mixing section 220 is connected to the suction section 210 , and the diffuser section 230 is connected to the mixing section 220 and is provided with an injection outlet 231 .

[0400] In this way, the high-pressure refrigerant flowing out of the external heat exchanger 120 can enter the suction section 210 through the first injection inlet 211, and the refrigerant flowing out of the internal evaporator 130 can be continuously sucked into the suction section 210 from the second injection inlet 212, and then the two parts of the refrigerant can be fully mixed in the mixing section 220 to achieve the transfer of momentum and energy. After reaching the diffusion section 230, the flow velocity of the refrigerant decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. Finally, the refrigerant can flow from the injection outlet 231 to the battery pack heat exchanger 300.

[0401] Furthermore, if Fig.56 As shown, the cross-sectional area of ​​the diffuser section 230 gradually increases in a direction away from the mixing section 220 .

[0402] That is to say, when the fluid passes through the diffuser section 230, due to the inconsistent diameter of the diffuser section 230, the flow rate and pressure of the fluid will change. According to the Bernoulli equation and the continuity equation, when the fluid passes through the diffuser section 230, due to the increase in cross-sectional area, the flow rate of the fluid will decrease and the pressure will increase, thereby having the effect of increasing the evaporation pressure on one side of the battery pack heat exchanger 300.

[0403] In some specific embodiments of the present invention, Fig.57 As shown, the compressor 100 has a first working chamber 114 and a second working chamber 115 . The first working chamber 114 is connected to the first inlet 111 , and the second working chamber 115 is connected to the second inlet 112 . The first working chamber 114 is closer to the central axis of the compressor 100 than the second working chamber 115 .

[0404] Among them, the compression profiles of the first working chamber 114 and the second working chamber 115 can be different, and by setting the first working chamber 114 closer to the central axis of the compressor 100, that is, the first working chamber 114 and the second working chamber 115 are at different distances from the central axis of the compressor 100, the first working chamber 114 and the second working chamber 115 can respectively correspond to different gas compression stages, and the refrigerant flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300 can be passed into the first working chamber 114 with higher air pressure through the first inlet 111, while the refrigerant flowing out of the refrigerator refrigeration module 400 can be passed into the second working chamber 115 with lower air pressure through the second inlet 112, thereby eliminating the need to keep the pressure of the refrigerant flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300 and the refrigerant flowing out of the refrigerator refrigeration module 400 consistent before flowing back to the compressor 100, resulting in smaller pressure loss, which is beneficial to maintaining a high refrigeration efficiency of the thermal management system 1.

[0405] In some specific embodiments of the present invention, the compressor 100 includes a casing, a driving member, a stator plate, and a rotor plate.

[0406] The driving member is arranged in the casing, the static disk is arranged in the casing, and the first inlet 111, the second inlet 112 and the outlet 113 are arranged on the static disk, the moving disk is arranged in the casing and is transmission-connected to the driving member, the moving disk and the static disk jointly define a first working chamber 114 and a second working chamber 115, and the driving member drives the moving disk to revolve relative to the central axis of the static disk to adjust the air pressure in the first working chamber 114 and the second working chamber 115.

[0407] The driving member can be constructed as a main shaft, and the main shaft and the stator are arranged coaxially, so that the driving member can drive the moving disk to revolve around the central axis of the stator, and the moving disk does not rotate. The vortex parameters of the moving disk and the stator are the same, but the phases are different. The moving disk and the stator are meshed to form a first working chamber 114 and a second working chamber 115. The volumes of the first working chamber 114 and the second working chamber 115 change with the meshing angle of the moving disk and the stator. At this time, the gas can be sucked into the compressor 100 through the first inlet 111 and the second inlet 112 under the action of the pressure difference, and the closer to the central axis of the stator, the smaller the volume of the cavity and the higher the gas pressure. By arranging the first working chamber 114 and the second working chamber 115 at different positions from the central axis of the compressor 100, the first working chamber 114 and the second working chamber 115 can correspond to different gas compression stages respectively, and the refrigerant flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300 can be passed through the first inlet 111 into the first working chamber 114 with higher gas pressure, and the pressure loss is smaller.

[0408] In some specific embodiments of the present invention, Fig.41 , Fig.54 and Fig.55As shown, the air conditioning module further includes a first on-off valve 810. The first on-off valve 810 may be a solenoid valve.

[0409] The first end of the first on-off valve 810 is connected to the first end of the in-vehicle evaporator 130, and the second end of the first on-off valve 810 is connected to the first inlet 111 to control the on-off between the in-vehicle evaporator 130 and the first inlet 111. In this way, the flow direction of the refrigerant flowing out of the in-vehicle evaporator 130 can be controlled by controlling the on-off of the first on-off valve 810. Specifically, when the first on-off valve 810 is opened, the refrigerant flowing out of the in-vehicle evaporator 130 can directly flow back to the compressor 100 through the first on-off valve 810, and when the first on-off valve 810 is closed, the refrigerant flowing out of the in-vehicle evaporator 130 can flow into the ejector 200 through the second ejection inlet 212, and then flow back to the compressor 100 after absorbing the heat of the battery pack through the battery pack heat exchanger 300.

[0410] In some specific embodiments of the present invention, Fig.41 , Fig.54 and Fig.55 As shown, the thermal management system 1 further includes a second on-off valve 820 and a first throttling element 710 .

[0411] The first end of the second on-off valve 820 is connected to the second end of the external heat exchanger 120, and the second end of the second on-off valve 820 is connected to the first injection inlet 211 to control the on-off between the external heat exchanger 120 and the first injection inlet 211. The second on-off valve 820 is connected in series with the injector 200 and in parallel with the first throttling element 710. When the second on-off valve 820 disconnects the external heat exchanger 120 and the second injection inlet 212, the refrigerant of the external heat exchanger 120 enters the battery pack heat exchanger 300 through the first throttling element 710.

[0412] The second on-off valve 820 may be a solenoid valve, and the first throttling element 710 may be an electronic expansion valve.

[0413] In this way, when the thermal management system 1 only cools the battery pack and does not need to cool the passenger compartment, the second on-off valve 820 can be closed and the first throttling element 710 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the external heat exchanger 120 can be throttled and reduced in pressure through the first throttling element 710 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the battery pack heat exchanger 300 to fully absorb the heat of the battery pack.

[0414] When the thermal management system 1 needs to cool the battery pack and the passenger compartment at the same time, the first throttling element 710 can be closed and the second on-off valve 820 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the external heat exchanger 120 can flow to the first injection inlet 211 through the second on-off valve 820, and at the same time, the low-temperature low-pressure refrigerant flowing out of the internal evaporator 130 can enter the ejector 200 through the second injection inlet 212. The two parts of the refrigerant are mixed in the ejector 200 to form wet steam or supercooled liquid with a higher evaporation pressure, and flow to the battery pack heat exchanger 300 through the injection outlet 231, so as to fully absorb the heat of the battery pack through the battery pack heat exchanger 300, thereby realizing cooling of the passenger compartment and the battery pack at the same time.

[0415] In some specific embodiments of the present invention, Fig.41 , Fig.54 and Fig.55 As shown, the thermal management system 1 further includes a third on-off valve 830. The third on-off valve 830 may be a solenoid valve.

[0416] The first end of the third on-off valve 830 is connected to the second end of the battery pack heat exchanger 300, and the second end of the third on-off valve 830 is connected to the first inlet 111 to control the on-off between the battery pack heat exchanger 300 and the first inlet 111. This facilitates switching between the heating and cooling states of the battery pack. When the thermal management system 1 cools the battery pack, the third on-off valve 830 can be opened so that the refrigerant flowing through the battery pack heat exchanger 300 can flow back to the compressor 100 through the third on-off valve 830. When the thermal management system 1 heats the battery pack, the third on-off valve 830 can be closed so that the high-temperature refrigerant flowing out of the compressor 100 can flow to the battery pack heat exchanger 300, avoiding the high-temperature refrigerant from directly flowing back to the compressor 100 from the third on-off valve 830, and the refrigerant flow control is more accurate.

[0417] In some specific embodiments of the present invention, Fig.41 , Fig.54 and Fig.55 As shown, the air conditioning module further includes an in-vehicle condenser 140 , a second throttling element 720 and a fourth on-off valve 840 .

[0418] The first end of the in-vehicle condenser 140 is connected to the outlet 113 of the compressor 100, and the second end of the in-vehicle condenser 140 is connected to the first end of the outdoor heat exchanger 120, the first end of the second throttling element 720 is connected to the second end of the in-vehicle condenser 140, and the second end of the in-vehicle condenser 140 is connected to the first end of the outdoor heat exchanger 120, the first end of the fourth on-off valve 840 is connected to the second end of the outdoor heat exchanger 120, and the second end of the fourth on-off valve 840 is connected to the first inlet 111 to control the on-off between the outdoor heat exchanger 120 and the first inlet 111, and the fourth on-off valve 840 is connected in parallel with the in-vehicle evaporator 130.

[0419] The fourth on-off valve 840 may be a solenoid valve, and the second throttling element 720 may be an electronic expansion valve.

[0420] Therefore, when the thermal management system 1 heats the passenger compartment, the second throttling element 720 and the fourth on-off valve 840 can be opened. At this time, the refrigerant flowing through the in-vehicle condenser 140 can be throttled and cooled by the second throttling element 720 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then fully absorbs the heat from the external environment through the outdoor heat exchanger 120 to complete the heat absorption process. Then the refrigerant can flow directly back to the compressor 100 through the fourth on-off valve 840 and the first gas-liquid separator 150 to complete the heating cycle of the passenger compartment.

[0421] In some specific embodiments of the present invention, Fig.54 As shown, the thermal management system 1 further includes a refrigerator heating module 500 .

[0422] The in-vehicle condenser 140 is connected in series with the second throttling element 720 and is connected in parallel with the refrigerator heating module 500. In this way, the in-vehicle condenser 140 and the refrigerator heating module 500 may not interfere with each other, and the thermal management system 1 may heat the interior of the vehicle without heating the refrigerator, or may heat the refrigerator without heating the interior of the vehicle, or may heat the interior of the vehicle and the refrigerator at the same time.

[0423] Furthermore, if Fig.54 As shown, the refrigerator heating module 500 further includes a refrigerator heating heat exchanger 510 , a third throttling element 730 and a fourth throttling element 740 .

[0424] The first end of the third throttling element 730 is connected to the outlet 113, and the second end of the third throttling element 730 is connected to the first end of the refrigerator heating heat exchanger 510, the first end of the fourth throttling element 740 is connected to the second end of the refrigerator heating heat exchanger 510, and the second end of the fourth throttling element 740 is connected to the first end of the vehicle external heat exchanger 120.

[0425] The third throttling element 730 and the fourth throttling element 740 may both be electronic expansion valves, and the third throttling element 730 may be a large-diameter electronic expansion valve.

[0426] In this way, the fourth throttling element 740 can throttle and reduce the pressure of the refrigerant flowing out of the refrigerator heating heat exchanger 510, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat from the external environment through the external heat exchanger 120, thereby absorbing heat more fully.

[0427] In addition, by setting the third throttling element 730, when the inlet temperature of the refrigerator heating heat exchanger 510 exceeds a certain range, the local temperature in the refrigerator is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the refrigerator heating heat exchanger 510 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the third throttling element 730 can be reduced to lower the inlet temperature of the refrigerator heating heat exchanger 510, thereby realizing the control of different heating temperatures of the refrigerator heating heat exchanger 510 and the in-vehicle condenser 140.

[0428] In some specific embodiments of the present invention, Fig.54 As shown, the thermal management system 1 further includes a fifth on-off valve 850 and a fifth throttling element 750 .

[0429] The first end of the fifth on-off valve 850 is connected to the outlet 113, and the second end of the fifth on-off valve 850 is connected to the second end of the battery pack heat exchanger 300 to control the on-off between the outlet 113 of the compressor 100 and the battery pack heat exchanger 300. The first end of the fifth throttling element 750 is respectively connected to the second end of the fifth on-off valve 850 and the first end of the third on-off valve 830, and the second end of the fifth throttling element 750 is connected to the second end of the battery pack heat exchanger 300.

[0430] Among them, the fifth on-off valve 850 can be a solenoid valve, the fifth throttling element 750 can be an electronic expansion valve, and the fifth throttling element 750 can be a large-diameter electronic expansion valve.

[0431] In this way, when the battery pack needs to be heated, the fifth on-off valve 850 can be opened, and the high-temperature and high-pressure refrigerant flowing out of the compressor 100 can flow directly to the battery pack heat exchanger 300 through the fifth on-off valve 850, and then release heat to the battery pack through the battery pack heat exchanger 300 to fully heat the battery pack and avoid the battery pack temperature being too low.

[0432] In addition, by setting the fifth throttling element 750, when the inlet temperature of the battery pack heat exchanger 300 exceeds a certain range, the local temperature of the battery pack is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the battery pack heat exchanger 300 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 750 can be reduced to reduce the inlet temperature of the battery pack heat exchanger 300, thereby realizing the control of different heating temperatures of the in-vehicle condenser 140 and the battery pack heat exchanger 300.

[0433] In some specific embodiments of the present invention, Fig.54 As shown, the thermal management system 1 further includes a first one-way valve 910 and a second one-way valve 920 .

[0434] The first end of the first one-way valve 910 is connected to the first end of the first throttling element 710, and the second end of the first one-way valve 910 is respectively connected to the first end of the fourth on-off valve 840, the second end of the in-vehicle evaporator 130 and the first end of the refrigerator refrigeration module 400. The first one-way valve 910 only allows the refrigerant to flow from the battery pack heat exchanger 300 to at least one of the fourth on-off valve 840, the in-vehicle evaporator 130 and the refrigerator refrigeration module 400. The first end of the second one-way valve 920 is connected to the second end of the outdoor heat exchanger 120, and the second end of the second one-way valve 920 is respectively connected to the first end of the first throttling element 710 and the first end of the second on-off valve 820. The second one-way valve 920 only allows the refrigerant to flow from the outdoor heat exchanger 120 to the battery pack heat exchanger 300.

[0435] In this way, when the battery pack is heated, the refrigerant flowing out of the battery pack heat exchanger 300 can flow through the first one-way valve 910 to at least one of the fourth on-off valve 840, the in-vehicle evaporator 130 and the refrigerator refrigeration module 400, and when the battery pack is cooled, the refrigerant flowing out of the external heat exchanger 120 can flow through the second one-way valve 920 to the battery pack heat exchanger 300. There will be no interference in the flow path, and the refrigerant flow can be smoother.

[0436] In some specific embodiments of the present invention, Fig.55 As shown, the external heat exchanger 120 includes a first external heat exchanger 121 and a second external heat exchanger 122 .

[0437] The first end of the first outdoor heat exchanger 121 is connected to the second end of the indoor condenser 140, and the second end of the first outdoor heat exchanger 121 is respectively connected to the second end of the indoor evaporator 130, the first end of the second on-off valve 820 and the first end of the fourth on-off valve 840, and the second outdoor heat exchanger 122 is connected in parallel with the first outdoor heat exchanger 121.

[0438] In this way, the thermal management system 1 can absorb heat from the external environment through the first external heat exchanger 121 or the second external heat exchanger 122, or the thermal management system 1 can also absorb heat from the external environment through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, so that heat absorption from the external environment can be more sufficient.

[0439] In some specific embodiments of the present invention, Fig.55 As shown, the thermal management system 1 further includes a motor cooling module 600 , and the motor cooling module 600 includes a three-way valve 610 , a motor cooling channel 620 and a motor heat exchanger 630 .

[0440] The three-way valve 610 includes a first connection port 611, a second connection port 612 and a third connection port 613. The first end of the motor cooling channel 620 is connected to the first connection port 611, and the first end of the motor heat exchanger 630 is connected to the second connection port 612. The second external heat exchanger 122 has a first heat exchange channel and a second heat exchange channel for mutual heat exchange. The first end of the first heat exchange channel is respectively connected to the third connection port 613 and the second end of the motor heat exchanger 630, the second end of the first heat exchange channel is connected to the second end of the motor cooling channel 620, the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger 300, and the second end of the second heat exchange channel is respectively connected to the first end of the fourth on-off valve 840, the second end of the in-vehicle evaporator 130 and the first end of the refrigerator refrigeration module 500.

[0441] The motor heat exchanger 630 is a motor radiator, and the motor cooling module 600 can release the heat of the motor 620 to the outside air through the motor heat exchanger 630 to dissipate heat and cool the motor cooling module 600.

[0442] Among them, the second external heat exchanger 122 can be a plate heat exchanger, that is, the first heat exchange channel can be connected to the motor cooling module 600, and the second heat exchange channel can be connected to the refrigerant circuit, thereby realizing heat exchange between the refrigerant in the refrigerant circuit and the coolant in the motor cooling module 600, so that the heat in the motor cooling module 600 can be exchanged to the refrigerant circuit through the second external heat exchanger 122, that is, the thermal management system 1 can utilize the waste heat of the motor cooling module 600, which is beneficial to improving the energy utilization rate of the thermal management system 1, and when the outside temperature is low, the waste heat of the motor cooling module 600 can be used to heat the passenger compartment or the refrigerator to improve the heating efficiency of the thermal management system 1.

[0443] In some specific embodiments of the present invention, Fig.55 As shown, the air conditioning module further includes a sixth on-off valve 860 and a seventh on-off valve 870 .

[0444] The first end of the sixth on-off valve 860 is connected to the second end of the in-vehicle condenser 140, and the second end of the sixth on-off valve 860 is connected to the first end of the first external heat exchanger 121 to control the on-off between the in-vehicle condenser 140 and the first external heat exchanger 121. The first end of the seventh on-off valve 870 is connected to the second end of the in-vehicle condenser 140, and the second end of the seventh on-off valve 870 is connected to the first end of the second external heat exchanger 122 to control the on-off between the in-vehicle condenser 140 and the second external heat exchanger 122.

[0445] The sixth on-off valve 860 and the seventh on-off valve 870 may both be solenoid valves.

[0446] Therefore, the refrigerant can flow through the first external heat exchanger 121 and / or the second external heat exchanger 122 by cooperating with the sixth on-off valve 860 and the seventh on-off valve 870. Specifically, when the refrigerant needs to flow through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, the sixth on-off valve 860 and the seventh on-off valve 870 can be opened at the same time; when the refrigerant needs to flow through the first external heat exchanger 121 and not through the second external heat exchanger 122, the sixth on-off valve 860 can be opened and the seventh on-off valve 870 can be closed; and when the refrigerant needs to flow through the second external heat exchanger 122 and not through the first external heat exchanger 121, the seventh on-off valve 870 can be opened and the sixth on-off valve 860 can be closed.

[0447] In some specific embodiments of the present invention, Fig.41 , Fig.54 and Fig.55 As shown, the air conditioning module further includes an eighth on-off valve 880 .

[0448] The first end of the eighth on-off valve 880 is connected to the second end of the in-vehicle condenser 140, and the second end of the eighth on-off valve 880 is connected to the first end of the out-vehicle heat exchanger 120 to control the on-off between the in-vehicle condenser 140 and the out-vehicle heat exchanger 120, and the second throttling element 720 is connected in parallel with the eighth on-off valve 880.

[0449] Among them, the eighth on-off valve 880 can be a solenoid valve.

[0450] In this way, when the thermal management system 1 releases heat to the interior of the vehicle through the in-vehicle condenser 140 to heat the interior of the vehicle, the second throttling element 720 can be opened and the eighth on-off valve 880 can be closed. In this way, the refrigerant after releasing heat through the in-vehicle condenser 140 can be throttled and cooled through the second throttling element 720, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling. The refrigerant can fully absorb the heat of the external environment through the external heat exchanger 120, and the heat absorption is more sufficient; and when there is no need to heat the passenger compartment, there is no wind passing through the in-vehicle condenser 140, and the in-vehicle condenser 140 acts as a pipeline. At this time, the second throttling element 720 can be closed and the eighth on-off valve 880 can be opened. The refrigerant flowing through the in-vehicle condenser 140 can directly flow to the external heat exchanger 120 through the eighth on-off valve 880.

[0451] In some specific embodiments of the present invention, Fig.41 , Fig.54 and Fig.55 As shown, the air conditioning module further includes a sixth throttling element 760 , a first end of the sixth throttling element 760 is connected to a second end of the external heat exchanger 120 , and a second end of the sixth throttling element 760 is connected to a second end of the internal evaporator 130 .

[0452] The refrigerator refrigeration module 400 includes a refrigerator refrigeration heat exchanger 410 and a seventh throttling element 770, wherein the first end of the seventh throttling element 770 is connected to the second end of the external heat exchanger 120, and the second end of the seventh throttling element 770 is connected to the first end of the refrigerator refrigeration heat exchanger 410, and the second end of the refrigerator refrigeration heat exchanger 410 is connected to the second inlet 112.

[0453] Wherein, the sixth throttling element 760 and the seventh throttling element 770 can both be electronic expansion valves.

[0454] In this way, the sixth throttling element 760 can throttle and reduce the pressure of the refrigerant flowing into the in-vehicle evaporator 130, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat in the vehicle through the in-vehicle evaporator 130, thereby providing a better cooling effect on the passenger compartment; and the seventh throttling element 770 can throttle and reduce the pressure of the refrigerant flowing into the refrigerator refrigeration heat exchanger 410, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, thereby providing a better cooling effect on the refrigerator.

[0455] In some specific embodiments of the present invention, Fig.42 As shown, the thermal management system 1 has an air-cooling state.

[0456] When the thermal management system 1 is in an air-cooling state, the first on-off valve 810 and the eighth on-off valve 880 are opened, the second on-off valve 820, the third on-off valve 830, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 is opened and plays a throttling role, the seventh throttling element 770 is closed, the outdoor heat exchanger 120 acts as a condenser, and the indoor evaporator 130 acts as an evaporator.

[0457] That is, the first on-off valve 810, the eighth on-off valve 880 and the sixth throttling element 760 are opened, and the other valve bodies can be in a closed state.

[0458] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the external heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the external heat exchanger 120. The fluid flowing out of the external heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The medium-temperature and high-pressure refrigerant is throttled and reduced by the sixth throttling element 760. After being heated, it becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat in the car through the evaporator 130 in the car, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the car. Next, the refrigerant flows into the first gas-liquid separator 150 through the first on-off valve 810. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air-cooling state of the thermal management system 1.

[0459] In some specific embodiments of the present invention, Fig.43 As shown, the thermal management system 1 has air cooling and electric cooling states.

[0460] When the thermal management system 1 is in the air-cooling and electric-cooling state, the second on-off valve 820, the third on-off valve 830 and the eighth on-off valve 880 are opened, the first on-off valve 810, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 is opened and plays a throttling role, the fifth throttling element 750 is opened, the seventh throttling element 770 is closed, the outdoor heat exchanger 120 acts as a condenser, and the indoor evaporator 130 and the battery pack heat exchanger 300 act as evaporators.

[0461] That is, the second on-off valve 820, the third on-off valve 830, the eighth on-off valve 880, the fifth throttling element 750 and the sixth throttling element 760 are opened, and the other valve bodies can be in a closed state.

[0462] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0463] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0464] Branch 1: This part of the medium-temperature and high-pressure refrigerant is throttled and cooled by the sixth throttling element 760 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the in-vehicle evaporator 130 to absorb the heat in the vehicle, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the vehicle. Next, the refrigerant enters the ejector 200 through the second ejector inlet 212;

[0465] Branch 2: Another part of the medium-temperature and high-pressure refrigerant flows to the first injection inlet 211 through the second one-way valve 920 and the second on-off valve 820, and then the refrigerant flowing in from the first injection inlet 211 and the refrigerant flowing in from the second injection inlet 212 are mixed in the injector 200 to form wet steam or supercooled liquid with a higher evaporation pressure, and flow to the battery pack heat exchanger 300 through the injection outlet 231, so as to absorb the heat of the battery pack through the battery pack heat exchanger 300, thereby realizing the cooling of the battery pack. Next, the refrigerant flows out of the battery pack heat exchanger 300, and flows into the first gas-liquid separator 150 through the fifth throttling element 750 and the third on-off valve 830. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air-cooling and electric-cooling states of the thermal management system 1.

[0466] In some specific embodiments of the present invention, Fig.44 As shown, the thermal management system 1 has air cooling, electric cooling and ice cooling states.

[0467] When the thermal management system 1 is in the air-cooling, electric-cooling and ice-cooling state, the second on-off valve 820, the third on-off valve 830 and the eighth on-off valve 880 are opened, the first on-off valve 810, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 and the seventh throttling element are opened and play a throttling role, the fifth throttling element 750 is opened, the outdoor heat exchanger 120 acts as a condenser, and the indoor evaporator 130, the battery pack heat exchanger 300 and the refrigerator refrigeration module 400 act as evaporators.

[0468] That is to say, the second on-off valve 820, the third on-off valve 830, the eighth on-off valve 880, the sixth throttling element 760, the seventh throttling element and the fifth throttling element 750 are opened, and the other valve bodies can be in a closed state.

[0469] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0470] Then, the medium-temperature and high-pressure refrigerant is divided into three branches:

[0471] Branch 1: The first part of the refrigerant is throttled and cooled by the sixth throttling element 760 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the in-vehicle evaporator 130 to absorb the heat in the vehicle, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the vehicle. Next, the refrigerant enters the ejector 200 through the second ejector inlet 212;

[0472] Branch 2: The second part of the medium-temperature and high-pressure refrigerant flows to the first injection inlet 211 through the second one-way valve 920 and the second on-off valve 820, and then the refrigerant flowing in from the first injection inlet 211 and the refrigerant flowing in from the second injection inlet 212 are mixed in the ejector 200 to form wet steam or supercooled liquid with a higher evaporation pressure, and flow to the battery pack heat exchanger 300 through the injection outlet 231, so as to absorb the heat of the battery pack through the battery pack heat exchanger 300, thereby realizing the cooling of the battery pack. Next, the refrigerant flows out of the battery pack heat exchanger 300, and flows into the first gas-liquid separator 150 through the fifth throttling element 750 and the third on-off valve 830. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111;

[0473] Branch 3: The medium-temperature and high-pressure refrigerant in the third part is throttled and cooled by the seventh throttling element 770 and becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, thereby lowering the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Next, the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 410. The second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the air-cooling, electric-cooling and ice-cooling states of the thermal management system 1.

[0474] In some specific embodiments of the present invention, Fig.45 As shown, the thermal management system 1 has an air-cooled and ice-cooled state.

[0475] When the thermal management system 1 is in the air-cooling state, the first on-off valve 810 and the eighth on-off valve 880 are opened, the second on-off valve 820, the third on-off valve 830, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 and the seventh throttling element 770 are opened and play a throttling role, the outdoor heat exchanger 120 acts as a condenser, and the indoor evaporator 130 and the refrigerator refrigeration module 400 act as evaporators.

[0476] That is, the first on-off valve 810, the eighth on-off valve 880, the sixth throttling element 760 and the seventh throttling element 770 are opened, and the other valve bodies can be in a closed state.

[0477] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0478] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0479] Branch 1: This part of the refrigerant is throttled and cooled by the sixth throttling element 760 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat in the vehicle through the in-vehicle evaporator 130, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the vehicle. Next, the refrigerant flows into the first gas-liquid separator 150 through the first on-off valve 810. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111.

[0480] Branch 2: Another part of the medium-temperature and high-pressure refrigerant is throttled and cooled by the seventh throttling element 770 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Next, the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 410. The second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the air-cooling and icy-cooling state cycle of the thermal management system 1.

[0481] In some specific embodiments of the present invention, Fig.46 As shown, the thermal management system 1 has an electric cooling and an ice cooling state.

[0482] When the thermal management system 1 is in the electric cooling state, the third on-off valve 830 and the eighth on-off valve 880 are opened, the first on-off valve 810, the second on-off valve 820, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the first throttling element 710 and the seventh throttling element 770 are opened and play a throttling role, the fifth throttling element 750 is opened, the external heat exchanger 120 acts as a condenser, and the battery pack heat exchanger 300 and the refrigerator refrigeration module 400 act as an evaporator.

[0483] That is, the third on-off valve 830, the eighth on-off valve 880, the first throttling element 710, the fifth throttling element 750 and the seventh throttling element 770 are opened, and other valve bodies can be in a closed state.

[0484] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0485] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0486] Branch 1: This part of the medium-temperature and high-pressure refrigerant flows to the first throttling element 710 through the second one-way valve 920, and becomes low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling through the first throttling element 710. The low-temperature and low-pressure refrigerant then flows to the battery pack heat exchanger 300 to absorb the heat of the battery pack through the battery pack heat exchanger 300 to achieve cooling of the battery pack. Next, the refrigerant flows out of the battery pack heat exchanger 300 and flows into the first gas-liquid separator 150 through the fifth throttling element 750 and the third on-off valve 830. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111.

[0487] Branch 2: Another part of the medium-temperature and high-pressure refrigerant is throttled and cooled by the seventh throttling element 770 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Next, the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 410. The second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the electric cooling and icing state of the thermal management system 1.

[0488] In some specific embodiments of the present invention, Fig.47 As shown, the thermal management system 1 has a cold state.

[0489] When the thermal management system 1 is in a cold state, the eighth on-off valve 880 is opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the seventh throttling element 770 is opened and plays a throttling role, the outdoor heat exchanger 120 acts as a condenser, and the refrigerator refrigeration module 400 acts as an evaporator.

[0490] That is to say, the eighth on-off valve 880 and the seventh throttling element 770 are opened, and other valve bodies can be in a closed state.

[0491] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only flows through as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). Then, the medium-temperature and high-pressure refrigerant is throttled and cooled by the seventh throttling element 770 and becomes low-temperature refrigerant. The low-temperature and low-pressure wet steam or supercooled liquid, and the low-temperature and low-pressure refrigerant absorb the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Next, the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 410, and the second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stability of the compressor 100 suction. Finally, the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the electric cooling and cooling state of the thermal management system 1.

[0492] In some specific embodiments of the present invention, Fig.48 As shown, the thermal management system 1 has an electric cooling state.

[0493] When the thermal management system 1 is in the electric cooling state, the third on-off valve 830 and the eighth on-off valve 880 are opened, the first on-off valve 810, the second on-off valve 820, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the first throttling element 710 is opened and plays a throttling role, the fifth throttling element 750 is opened, the seventh throttling element 770 is closed, the external heat exchanger 120 acts as a condenser, and the battery pack heat exchanger 300 acts as an evaporator.

[0494] That is, the third on-off valve 830, the eighth on-off valve 880, the first throttling element 710 and the fifth throttling element 750 are open, and the other valve bodies are in a closed state.

[0495] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). Then the medium-temperature and high-pressure refrigerant flows to the first throttling element 710 through the second one-way valve 920, and is throttled and cooled by the first throttling element 710 to become The low-temperature and low-pressure wet steam or supercooled liquid, the low-temperature and low-pressure refrigerant then flows to the battery pack heat exchanger 300 to absorb the heat of the battery pack through the battery pack heat exchanger 300, thereby realizing the cooling of the battery pack. Next, the refrigerant flows out of the battery pack heat exchanger 300, and flows into the first gas-liquid separator 150 through the fifth throttling element 750 and the third on-off valve 830. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, thereby realizing the circulation of the electric cooling state of the thermal management system 1.

[0496] In some specific embodiments of the present invention, Fig.49 As shown, the thermal management system 1 has an empty thermal state.

[0497] When the thermal management system 1 is in an empty-heat state, the fourth on-off valve 840 is opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830, the fifth on-off valve 850 and the eighth on-off valve 880 are closed, the second throttling element 720 is opened and plays a throttling role, the seventh throttling element 770 is closed, the in-vehicle condenser 140 acts as a condenser, and the out-of-vehicle heat exchanger 120 acts as an evaporator.

[0498] That is, the fourth on-off valve 840 and the second throttling element 720 are opened, and other valve bodies can be in a closed state.

[0499] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and release heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and high-pressure refrigerant is then throttled and cooled by the second throttling element 720 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows into the outdoor heat exchanger 120, and absorbs external heat through the outdoor heat exchanger 120 to complete the process of absorbing heat from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the fourth on-off valve 840. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stability of the compressor 100 suction. Finally, the refrigerant returns to the compressor 100 through the first inlet 111 to complete the air-heat state cycle of the thermal management system 1.

[0500] In some specific embodiments of the present invention, Fig.50 As shown, the thermal management system 1 has an empty heat and electric heat state.

[0501] When the thermal management system 1 is in the empty-heat-electric-heat state, the fourth on-off valve 840 and the fifth on-off valve 850 are opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830 and the eighth on-off valve 880 are closed, the first throttling element 710 and the second throttling element 720 are opened and play a throttling role, the fifth throttling element 750 is opened, the seventh throttling element 770 is closed, the in-vehicle condenser 140 and the battery pack heat exchanger 300 act as condensers, and the out-of-vehicle heat exchanger 120 acts as an evaporator.

[0502] That is, the fourth on-off valve 840, the fifth on-off valve 850, the first throttling element 710, the second throttling element 720 and the fifth throttling element 750 are opened, and other valve bodies can be in a closed state.

[0503] Therefore, the high-temperature and high-pressure gaseous refrigerant can be divided into two branches after flowing out of the compressor 100:

[0504] Branch 1: This part of the refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and releases heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and high-pressure refrigerant is throttled and cooled by the second throttling element 720 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the outdoor heat exchanger 120.

[0505] Branch 2: Another part of the refrigerant flows to the battery pack heat exchanger 300 through the fifth on-off valve 850 and the fifth throttling element 750, and flows to the battery pack through the battery pack heat exchanger 300 to increase the temperature of the battery pack, avoid the battery pack temperature from being too low, and achieve heating of the battery pack. At the same time, the refrigerant flows through the battery pack heat exchanger 300 to become a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is throttled and cooled by the first throttling element 710 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the external heat exchanger 120 through the first one-way valve 910, that is, branch 1 flows from the second throttling element 72 The low-temperature and low-pressure refrigerant flowing out of branch 0 and the low-temperature and low-pressure refrigerant flowing out of the first throttling element 710 in branch 2 merge and flow into the external heat exchanger 120, and absorb the external heat through the external heat exchanger 120 to complete the process of absorbing heat from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the fourth on-off valve 840. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111 to complete the cycle of the air-heat-electric-heat state of the thermal management system 1.

[0506] In addition, it should be noted that when the inlet temperature of the battery pack heat exchanger 300 exceeds a certain range, the local temperature of the battery pack is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the battery pack heat exchanger 300 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 750 can be reduced at this time to reduce the inlet temperature of the battery pack heat exchanger 300, thereby realizing the control of different heating temperatures of the in-vehicle condenser 140 and the battery pack heat exchanger 300 under the air-heating and electric-heating states.

[0507] In some specific embodiments of the present invention, Fig.51 As shown, the thermal management system 1 has an electrothermal state.

[0508] When the thermal management system 1 is in the electric heating state, the fourth on-off valve 840 and the fifth on-off valve 850 are opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830 and the eighth on-off valve 880 are closed, the first throttling element 710 is opened and plays a throttling role, the fifth throttling element 750 is opened, the second throttling element 720 and the seventh throttling element 770 are closed, the battery pack heat exchanger 300 acts as a condenser, and the external heat exchanger 120 acts as an evaporator.

[0509] That is, the fourth on-off valve 840, the fifth on-off valve 850, the first throttling element 710 and the fifth throttling element 750 are opened, and other valve bodies can be in a closed state.

[0510] Thus, after flowing out of the compressor 100, the high-temperature and high-pressure gaseous refrigerant can flow to the battery pack heat exchanger 300 through the fifth on-off valve 850 and the fifth throttling element 750, and to the battery pack through the battery pack heat exchanger 300, so as to increase the temperature of the battery pack, avoid the battery pack temperature being too low, and realize heating of the battery pack. At the same time, the refrigerant flows through the battery pack heat exchanger 300 to become a medium-temperature and high-pressure refrigerant. The medium-temperature and high-pressure refrigerant is throttled and cooled by the first throttling element 710 to become a low-temperature and low-pressure wet steam or supercooled liquid. The compressed refrigerant flows to the external heat exchanger 120 through the first one-way valve 910, and absorbs the external heat through the external heat exchanger 120 to complete the process of absorbing heat from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the fourth on-off valve 840. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111 to complete the cycle of the electric heating state of the thermal management system 1.

[0511] In some specific embodiments of the present invention, Fig.52 As shown, the thermal management system 1 has an empty dehumidification state.

[0512] When the thermal management system 1 is in the empty dehumidification state, the first on-off valve 810 and the eighth on-off valve 880 are opened, the second on-off valve 820, the third on-off valve 830, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 is opened and plays a throttling role, the seventh throttling element 770 is closed, the in-vehicle condenser 140 and the outdoor heat exchanger 120 act as condensers, and the in-vehicle evaporator 130 acts as an evaporator.

[0513] That is, the first on-off valve 810, the eighth on-off valve 880 and the sixth throttling element 760 are opened, and the other valve bodies can be in a closed state.

[0514] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the external heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the external heat exchanger 120. What flows out of the external heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The medium-temperature and high-pressure refrigerant is throttled and cooled by the sixth throttling element 760 and becomes a low-temperature and low-pressure wet steam or overheated steam. Cold liquid, low-temperature and low-pressure refrigerant flows into the evaporator 130 in the vehicle. At this time, high-humidity air passes through the evaporator 130 in the vehicle. The high-humidity air is cooled and condensed water is precipitated. The absolute moisture content of the air in the passenger compartment decreases, thereby achieving dehumidification in the vehicle. Next, the refrigerant first on-off valve 810 flows into the first gas-liquid separator 150. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage for the refrigerant gas to ensure the stability of the compressor 100's air intake. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air dehumidification state of the thermal management system 1.

[0515] In some specific embodiments of the present invention, Fig.53 As shown, the thermal management system 1 has an empty and defog state.

[0516] When the thermal management system 1 is in the air defog state, the fourth on-off valve 840 is opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830, the fifth on-off valve 850 and the eighth on-off valve 880 are closed, the second throttling element 720 is opened and plays a throttling role, the seventh throttling element 770 is closed, the in-vehicle condenser 140 acts as a condenser, and the outdoor heat exchanger 120 acts as an evaporator.

[0517] That is, the fourth on-off valve 840 and the second throttling element 720 are opened, and other valve bodies can be in a closed state.

[0518] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and release heat to the passenger compartment through the in-vehicle condenser 140. At this time, the low-temperature air is heated to high-temperature air through the in-vehicle condenser 140, and the fog beads on the glass are blown away through the defogger duct to achieve defogger in the vehicle. At the same time, the refrigerant is cooled to a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and high-pressure refrigerant is throttled and cooled by the second throttling element 720 to become a low-temperature and low-pressure wet steam or a supercooled liquid. The low-temperature and low-pressure refrigerant flows into the external heat exchanger 120, and absorbs the external heat through the external heat exchanger 120, completing the process of absorbing heat from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the fourth on-off valve 840. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air demisting state of the thermal management system 1.

[0519] A vehicle according to an embodiment of the present invention will be described below with reference to the accompanying drawings. The vehicle includes a thermal management system 1 according to the above-described embodiment of the present invention.

[0520] According to the vehicle of the embodiment of the present invention, by utilizing the thermal management system 1 according to the above-mentioned embodiment of the present invention, the refrigerant pressure loss of the battery pack heat exchanger 300 and the in-vehicle evaporator 130 can be reduced, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system 1 are high.

[0521] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0522] 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.

[0523] 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 external heat exchanger (12) and an internal evaporator (13) connected to form a refrigerant circuit; 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 a first end of the off-vehicle heat exchanger (12), and the second ejection inlet (22) being connected to a first end of the on-vehicle evaporator (13); A battery heat exchange module (3), the battery heat exchange module (3) comprising a first battery pack heat exchanger (31), a first end of the first battery pack heat exchanger (31) being connected to the injection outlet (23), and a second end of the first battery pack heat exchanger (31) being connected to the inlet of the compressor (11).

2. The thermal management system (100) according to claim 1, characterized in that: The first ejection inlet (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 any one of claims 1 to 4, characterized in that: The air conditioning module (1) further comprises: A first on-off valve (14), wherein a first end of the first on-off valve (14) is connected to the first end of the in-vehicle evaporator (13), and a second end of the first on-off valve (14) is connected to the inlet of the compressor (11) to control the on-off between the in-vehicle evaporator (13) and the inlet of the compressor (11).

6. The thermal management system (100) according to claim 5, characterized in that: The battery heat exchange module (3) also includes: a second on-off valve (32), wherein a first end of the second on-off valve (32) is connected to the first end of the off-vehicle heat exchanger (12), and a second end of the second on-off valve (32) is connected to the first injection inlet (21), so as to control the on-off between the off-vehicle heat exchanger (12) and the first injection inlet (21); A first throttling element (33), the second on-off valve (32) and the ejector (2) are connected in series and in parallel with the first throttling element (33); when the second on-off valve (32) disconnects the external heat exchanger (12) and the second ejection inlet (22), the refrigerant of the external heat exchanger (12) passes through the first throttling element (33) and enters the first battery pack heat exchanger (31).

7. The thermal management system (100) according to claim 6, characterized in that: Also includes: A third on-off valve (4), wherein a first end of the third on-off valve (4) is connected to the second end of the first battery pack heat exchanger (31), and a second end of the third on-off valve (4) is connected to the inlet of the compressor (11) to control the on-off between the first battery pack heat exchanger (31) and the inlet of the compressor (11).

8. The thermal management system (100) according to claim 7, characterized in that: The air conditioning module (1) further comprises: An in-vehicle condenser (15), wherein a first end of the in-vehicle condenser (15) is connected to an outlet of the compressor (11), and a second end of the in-vehicle condenser (15) is connected to the second end of the out-vehicle heat exchanger (12); a second throttling element (16), wherein a first end of the second throttling element (16) is connected to the second end of the in-vehicle condenser (15), and a second end of the second throttling element (16) is connected to the second end of the out-vehicle heat exchanger (12); a sixth throttling element (43), wherein a first end of the sixth throttling element (43) is connected to the first end of the off-vehicle heat exchanger (12), and a second end of the sixth throttling element (43) is connected to the second end of the on-vehicle evaporator (13); A fourth on-off valve (17), wherein a first end of the fourth on-off valve (17) is connected to the first end of the external heat exchanger (12), and a second end of the fourth on-off valve (17) is connected to the inlet of the compressor (11) to control the on-off between the external heat exchanger (12) and the inlet of the compressor (11), and the fourth on-off valve (17) is connected in parallel with the internal evaporator (13).

9. The thermal management system (100) according to claim 8, characterized in that: Also includes: a fifth on-off valve (41), wherein a first end of the fifth on-off valve (41) is connected to an outlet of the compressor (11), and a second end of the fifth on-off valve (41) is connected to the second end of the first battery pack heat exchanger (31), so as to control the on-off between the outlet of the compressor (11) and the first battery pack heat exchanger (31); A third throttling element (42), wherein the first end of the third throttling element (42) is respectively connected to the second end of the fifth on-off valve (41) and the first end of the third on-off valve (4), and the second end of the third throttling element (42) is connected to the second end of the first battery pack heat exchanger (31).

10. The thermal management system (100) according to claim 9, characterized in that: The battery heat exchange module (3) also includes: A second battery pack heat exchanger (34), wherein a first end of the second battery pack heat exchanger (34) is selectively connected to the off-vehicle heat exchanger (12), a second end of the second battery pack heat exchanger (34) is selectively connected to the inlet and the outlet of the compressor (11), respectively, and the ejector (2) is connected in series with the first battery pack heat exchanger (31) and in parallel with the second battery pack heat exchanger (34).

11. The thermal management system (100) according to claim 10, characterized in that: The battery heat exchange module (3) also includes: a fourth throttling element (35), wherein a first end of the fourth throttling element (35) is connected to the first end of the third throttling element (42), and a second end of the fourth throttling element (35) is connected to the second end of the second battery pack heat exchanger (34); A fifth throttling element (36), wherein the first end of the fifth throttling element (36) is connected to the first end of the second battery pack heat exchanger (34), and the second end of the fifth throttling element (36) is connected to the first end of the off-vehicle heat exchanger (12).

12. The thermal management system (100) according to claim 9, characterized in that: The battery heat exchange module (3) also includes: a first one-way valve (37), wherein a first end of the first one-way valve (37) is respectively connected to a first end of the first throttling element (33) and the first end of the second on-off valve (32), a second end of the first one-way valve (37) is respectively connected to the second end of the in-vehicle evaporator (13) and the first end of the fourth on-off valve (17), and the first one-way valve (76) only allows refrigerant to flow from the battery pack heat exchanger (71) to at least one of the in-vehicle evaporator (13) and the fourth on-off valve (17); A second one-way valve (38), wherein the first end of the second one-way valve (38) is respectively connected to the first end of the first throttling element (33) and the first end of the second on-off valve (32), and the second end of the second one-way valve (38) is connected to the first end of the external heat exchanger (12). The second one-way valve (38) only allows the refrigerant to flow from the external heat exchanger (12) to the first injection inlet (21).

13. The thermal management system (100) according to claim 9, characterized in that: The off-vehicle heat exchanger (12) comprises: a first off-vehicle heat exchanger (121), wherein the second end of the first off-vehicle heat exchanger (121) is connected to the second end of the on-vehicle condenser (15), and the first end of the first off-vehicle heat exchanger (121) is respectively connected to the second end of the on-vehicle evaporator (13), the second end of the second one-way valve (38), and the first end of the fourth on-off valve (17); 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).

14. The thermal management system (100) according to claim 13, characterized in that: The motor cooling module (5) further comprises: A three-way valve (51), the three-way valve (51) comprising a first connection port (511), a second connection port (512) and a third connection port (513), A motor cooling channel (52), wherein a first end of the motor cooling channel (52) is connected to the first connecting port (511); A motor heat exchanger (53), wherein a first end of the motor heat exchanger (53) is connected to the second connection port (512); The second off-vehicle heat exchanger (122) has a first heat exchange channel and a second heat exchange channel, wherein the first end of the first heat exchange channel is respectively connected to the third connection port (513) and the second end of the motor heat exchanger (53), the second end of the first heat exchange channel is connected to the second end of the motor cooling channel (52), the first end of the second heat exchange channel is connected to the first end of the battery heat exchange module (3), and the second end of the second heat exchange channel is connected to the second end of the in-vehicle evaporator (13).

15. The thermal management system (100) according to claim 13, characterized in that: The air conditioning module (1) further comprises: a sixth on-off valve (18), wherein a first end of the sixth on-off valve (18) is connected to the second end of the in-vehicle condenser (15), and a second end of the sixth on-off valve (18) is connected to the second end of the first out-vehicle heat exchanger (121), so as to control the on-off between the in-vehicle condenser (15) and the first out-vehicle heat exchanger (121); A seventh on-off valve (19), wherein the first end of the seventh on-off valve (19) is connected to the second end of the in-vehicle condenser (15), and the second end of the seventh on-off valve (19) is connected to the first end of the second out-vehicle heat exchanger (122) to control the on-off between the in-vehicle condenser (15) and the second out-vehicle heat exchanger (122).

16. The thermal management system (100) according to claim 15, characterized in that: The air conditioning module (1) further comprises: An eighth on-off valve (191), wherein the first end of the eighth on-off valve (191) is connected to the second end of the in-vehicle condenser (15), and the second end of the eighth on-off valve (191) is respectively connected to the first end of the sixth on-off valve (18) and the first end of the seventh on-off valve (19) to control the on-off between the in-vehicle condenser (15) and the external heat exchanger (12), and the second throttling element (16) is connected in parallel with the eighth on-off valve (191).

17. The thermal management system (100) according to claim 16, 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 (14), the sixth on-off valve (18) and the eighth on-off valve (191) are opened, the second on-off valve (32), the third on-off valve (4), the fourth on-off valve (17), the fifth on-off valve (41) and the seventh on-off valve (19) are closed, the first external heat exchanger (121) acts as a condenser, and the internal evaporator (13) acts as an evaporator.

18. The thermal management system (100) according to claim 16, 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 third on-off valve (4), the sixth on-off valve (18) and the eighth on-off valve (191) are opened, the first on-off valve (14), the second on-off valve (32), the fourth on-off valve (17), the fifth on-off valve (41) and the seventh on-off valve (19) are closed, the first off-vehicle heat exchanger (121) acts as a condenser, and the first battery pack heat exchanger (31) acts as an evaporator.

19. The thermal management system (100) according to claim 16, 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 second on-off valve (32), the third on-off valve (4), the sixth on-off valve (18) and the eighth on-off valve (191) are opened, the first on-off valve (14), the fourth on-off valve (17), the fifth on-off valve (41) and the seventh on-off valve (19) are closed, the first external heat exchanger (121) acts as a condenser, and the internal evaporator (13) and the first battery pack heat exchanger (31) act as evaporators.

20. The thermal management system (100) according to claim 16, 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 fourth on-off valve (17), the seventh on-off valve (19) and the eighth on-off valve (191) are opened, the first on-off valve (14), the second on-off valve (32), the third on-off valve (4), the fifth on-off valve (41) and the sixth on-off valve (18) are closed, the in-vehicle condenser (15) acts as a condenser, and the second out-of-vehicle heat exchanger (122) acts as an evaporator.

21. The thermal management system (100) according to claim 16, characterized in that: 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 (41), the seventh on-off valve (19) and the eighth on-off valve (191) are opened, the first on-off valve (14), the second on-off valve (32), the third on-off valve (4), the fourth on-off valve (17) and the sixth on-off valve (18) are closed, the first battery pack heat exchanger (31) acts as a condenser, and the second off-vehicle heat exchanger (122) acts as an evaporator.

22. The thermal management system (100) according to claim 16, 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 fourth on-off valve (17), the fifth on-off valve (41), the seventh on-off valve (19) and the eighth on-off valve (191) are opened, the first on-off valve (14), the second on-off valve (32), the third on-off valve (4) and the sixth on-off valve (18) are closed, the in-vehicle condenser (15) and the first battery pack heat exchanger (31) act as condensers, and the second out-of-vehicle heat exchanger (122) acts as an evaporator.

23. A vehicle, characterized in that: include: The thermal management system (100) according to any one of claims 1 to 22.

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