Thermal management system and vehicle with same

Abstract

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

Description

Technical Field

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

[0002] The thermal management system in the related technology usually includes an air-conditioning module, a refrigerator refrigeration module and a battery pack heat exchanger. In the cooling mode, since the target evaporation temperatures of the passenger compartment, the battery pack and the refrigerator are different, the target evaporation temperature and the corresponding evaporation pressure of the battery pack are higher than the target evaporation temperature and the corresponding evaporation pressure of the passenger compartment, and the target evaporation temperature and the corresponding evaporation pressure of the passenger compartment are higher than the target evaporation temperature and the corresponding evaporation pressure of the refrigerator. Therefore, the outlet pressure of the battery pack heat exchanger and the pressure of the evaporator outlet in the vehicle need to be lowered to the same pressure as the outlet of the refrigerator refrigeration module and then merged and flowed back to the compressor, which will cause the pressure loss of the battery pack heat exchanger and the air-conditioning module to increase, the refrigerant flow rate to decrease, and the cooling capacity to decrease, which will affect the 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 and a vehicle incorporating the same, which can reduce refrigerant pressure loss in the battery pack heat exchanger and the vehicle's evaporator, thereby ensuring high cooling capacity and efficiency of the thermal management system.

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

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

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

[0007] According to some embodiments of the present invention, the first introduction inlet and the first introduction outlet are respectively arranged at opposite ends of the first ejector, and the second introduction inlet is arranged at the periphery of the first ejector; and / or the third introduction inlet and the second introduction outlet are respectively arranged at opposite ends of the second ejector, and the fourth introduction inlet is arranged at the periphery of the second ejector.

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

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

[0010] According to some embodiments of the present invention, the air-conditioning module further includes: a first on-off valve, wherein the first end of the first on-off valve is connected to the second end of the external heat exchanger, and the second end of the first 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 second on-off valve, wherein the first end of the second on-off valve is connected to the first end of the internal evaporator, and the second end of the second on-off valve is connected to the inlet to control the on-off between the internal evaporator and the inlet.

[0011] According to some embodiments of the present invention, the air conditioning module further includes: a first throttling element, the first end of the first throttling element being connected to the second end of the first on-off valve, and the second end of the first throttling element being connected to the second end of the in-vehicle evaporator.

[0012] According to some embodiments of the present invention, the refrigerator refrigeration module includes: a refrigerator refrigeration heat exchanger; a second throttling element, wherein the first end of the second throttling element is connected to the second end of the external heat exchanger, and the second end of the second throttling element is connected to the first end of the refrigerator refrigeration heat exchanger; a third on-off valve, wherein the first end of the third on-off valve is connected to the second end of the refrigerator refrigeration heat exchanger, and the second end of the third on-off valve is connected to the second injection inlet to control the on-off between the refrigerator refrigeration heat exchanger and the second injection inlet; a fourth on-off valve, wherein the first end of the fourth on-off valve is connected to the second end of the refrigerator refrigeration heat exchanger, and the second end of the fourth on-off valve is connected to the inlet to control the on-off between the refrigerator refrigeration heat exchanger and the inlet.

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

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

[0015] According to some embodiments of the present invention, the air-conditioning module further includes: an in-vehicle condenser, a first end of the in-vehicle condenser being connected to the outlet, and a second end of the in-vehicle condenser 140 being connected to the first end of the out-vehicle heat exchanger; a seventh on-off valve, a first end of the seventh on-off valve being connected to the second end of the out-vehicle heat exchanger, and a second end of the seventh on-off valve being connected to the inlet to control the on-off between the out-vehicle heat exchanger and the inlet.

[0016] According to some embodiments of the present invention, the air-conditioning module further includes: a fourth throttling element, a first end of the fourth throttling element being connected to the second end of the in-vehicle condenser, and a second end of the fourth throttling element being connected to the first end of the out-vehicle heat exchanger; and an eighth on-off valve, the eighth on-off valve being connected in parallel with the fourth throttling element to control the on-off between the in-vehicle condenser and the out-vehicle heat exchanger.

[0017] According to some embodiments of the present invention, the thermal management system further includes: a refrigerator heating module, and the in-vehicle condenser and the fourth throttling element are connected in series and in parallel with the refrigerator heating module.

[0018] According to some embodiments of the present invention, the refrigerator heating module includes: a refrigerator heating heat exchanger; a fifth throttling element, wherein the first end of the fifth throttling element is connected to the outlet, and the second end of the fifth throttling element is connected to the first end of the refrigerator heating heat exchanger; a sixth throttling element, wherein the first end of the sixth throttling element is connected to the second end of the refrigerator heating heat exchanger, and the second end of the sixth throttling element is connected to the first end of the outdoor heat exchanger.

[0019] According to some embodiments of the present invention, the battery pack heat exchanger further includes: a seventh throttling element, wherein the first end of the seventh throttling element is connected to the first end of the battery pack heat exchanger, and the second end of the seventh throttling element is connected to the first end of the sixth on-off valve; and a ninth on-off valve, wherein the first end of the ninth on-off valve is connected to the outlet, and the second end of the ninth on-off valve is connected to the second end of the seventh throttling element.

[0020] According to some embodiments of the present invention, the battery pack heat exchanger further includes: a first one-way valve, wherein the first end of the first one-way valve is connected to the first end of the third throttling element, and the second end of the first one-way valve is respectively connected to the first end of the first on-off valve, the first end of the seventh on-off valve and the first end of the second throttling element, and the first one-way valve only allows the refrigerant to flow from the battery pack heat exchanger to at least one of the first on-off valve, the seventh on-off valve and the second throttling element; a second one-way valve, wherein the first end of the second one-way valve is connected to the first end of the fifth on-off valve, and the second end of the second one-way valve is connected to the second end of the external heat exchanger, and the second one-way valve only allows the refrigerant to flow from the external heat exchanger to the first injection inlet.

[0021] According to some embodiments of the present invention, the external heat exchanger includes: a first external heat exchanger, the first end of the first external heat exchanger is connected to the first end of the in-vehicle condenser, the second end of the first external heat exchanger is respectively connected to the first end of the first on-off valve, the first end of the fifth on-off valve, the first end of the seventh on-off valve and the first end of the second throttling element; and a second external heat exchanger, the second external heat exchanger is connected in parallel with the first external heat exchanger.

[0022] According to some embodiments 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, wherein the first end of the motor cooling channel is connected to the first connection port; a motor heat exchanger, wherein the first end of the motor heat exchanger is connected to the second connection port; the second off-vehicle heat exchanger has a first heat exchange channel and a second heat exchange channel, the first end of the first heat exchange channel is respectively connected to the third connection port and the second end of the motor heat exchanger, the second end of the first heat exchange channel is connected to the second end of the motor cooling channel, the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger, and the second end of the second heat exchange channel is respectively connected to the first end of the first on-off valve, the first end of the seventh on-off valve and the first end of the second throttling element.

[0023] According to some embodiments of the present invention, the air-conditioning module further includes: a tenth on-off valve, the first end of the tenth on-off valve being connected to the second end of the in-vehicle condenser, and the second end of the tenth 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; an eleventh on-off valve, the first end of the eleventh on-off valve being connected to the second end of the in-vehicle condenser, and the second end of the eleventh 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.

[0024] According to some embodiments of the present invention, the thermal management system has an air-cooling state; when the thermal management system is in the air-cooling state, the first on-off valve, the second on-off valve, the eighth on-off valve and the tenth on-off valve are opened, the third on-off valve, the fourth on-off valve, the fifth on-off valve, the sixth on-off valve, the seventh on-off valve, the ninth on-off valve and the eleventh on-off valve are closed, the first throttling element is opened and plays a throttling role, the first external heat exchanger acts as a condenser, and the internal evaporator acts as an evaporator.

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

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

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

[0028] According to some embodiments of the present invention, the thermal management system has an electric cooling and ice cooling state; when the thermal management system is in the electric cooling and ice cooling state, the first on-off valve, the third on-off valve, the fifth on-off valve, the sixth on-off valve, the eighth on-off valve and the tenth on-off valve are opened, the second on-off valve, the fourth on-off valve, the seventh on-off valve, the ninth on-off valve and the eleventh on-off valve are closed, the second throttling element and the third throttling element are opened and play a throttling role, the seventh throttling element is opened, the first external heat exchanger acts as a condenser, the battery pack heat exchanger and the refrigerator refrigeration heat exchanger act as an evaporator.

[0029] According to some embodiments of the present invention, the thermal management system has a cold state; when the thermal management system is in the cold state, the fourth on-off valve, the eighth on-off valve and the tenth 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, the sixth on-off valve, the seventh on-off valve, the ninth on-off valve and the eleventh on-off valve are closed, the second throttling element is opened and plays a throttling role, the first external heat exchanger acts as a condenser, and the refrigerator refrigeration heat exchanger acts as an evaporator.

[0030] According to some embodiments of the present invention, the thermal management system has an electric cooling state; when the thermal management system is in the electric cooling state, the sixth on-off valve, the eighth on-off valve and the tenth 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, the fifth on-off valve, the seventh on-off valve, the ninth on-off valve and the eleventh on-off valve are closed, the third throttling element is opened and plays a throttling role, the seventh throttling element is opened, the first external heat exchanger acts as a condenser, and the battery pack heat exchanger acts as an evaporator.

[0031] According to some embodiments of the present invention, the thermal management system has an empty-heat state; when the thermal management system is in the empty-heat state, the seventh on-off valve and the eleventh 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, the fifth on-off valve, the sixth on-off valve, the eighth on-off valve, the ninth on-off valve and the tenth on-off valve are closed, the fourth throttling element is opened and plays a throttling role, the in-vehicle condenser acts as a condenser, and the second outside-vehicle heat exchanger acts as an evaporator.

[0032] According to some embodiments of the present invention, the thermal management system has an empty, hot and electric heating state; when the thermal management system is in the empty, hot and electric heating state, the seventh on-off valve, the ninth on-off valve and the eleventh 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, the fifth on-off valve, the sixth on-off valve, the eighth on-off valve and the tenth on-off valve are closed, the third throttling element and the fourth throttling element are opened and play a throttling role, the seventh throttling element is opened, the in-vehicle condenser and the battery pack heat exchanger act as condensers, and the second out-of-vehicle heat exchanger acts as an evaporator.

[0033] According to some embodiments of the present invention, the thermal management system has an electric heating state; when the thermal management system is in the electric heating state, the seventh on-off valve, the ninth on-off valve and the eleventh 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, the fifth on-off valve, the sixth on-off valve, the eighth on-off valve and the tenth on-off valve are closed, the third throttling element is opened and plays a throttling role, the seventh throttling element is opened, the battery pack heat exchanger acts as a condenser, and the second off-vehicle heat exchanger acts as an evaporator.

[0034] According to a second aspect of the present invention, a vehicle is provided. The vehicle includes the thermal management system according to the first aspect of the present invention.

[0035] The vehicle according to the second embodiment of the present invention can reduce the refrigerant pressure loss of the battery pack heat exchanger and the evaporator in the vehicle by utilizing the thermal management system according to the first embodiment of the present invention, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system are high.

[0036] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0038] Figure 1 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;

[0039] Figure 2 is a schematic structural diagram of a thermal management system in an air cooling state according to an embodiment of the present invention;

[0040] Figure 3 is a schematic structural diagram of a thermal management system in an air-cooling or electric-cooling state according to an embodiment of the present invention;

[0041] Figure 4 2 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;

[0042] Figure 5 is a schematic structural diagram of a thermal management system in an air-cooling or ice-cooling state according to an embodiment of the present invention;

[0043] Figure 6 is a schematic structural diagram of a thermal management system in an electric cooling state according to an embodiment of the present invention;

[0044] Figure 7 is a schematic structural diagram of a thermal management system in a cold state according to an embodiment of the present invention;

[0045] Figure 8 is a schematic structural diagram of a thermal management system in an electric cooling state according to an embodiment of the present invention;

[0046] Figure 9 is a schematic structural diagram of a thermal management system in an empty heat state according to an embodiment of the present invention;

[0047] Figure 10 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention in an empty heating and electric heating state;

[0048] Figure 11 is a schematic structural diagram of a thermal management system in an electric heating state according to an embodiment of the present invention;

[0049] Figure 12 is a schematic structural diagram of a thermal management system according to another embodiment of the present invention;

[0050] Figure 13 2 is a schematic structural diagram of a first ejector according to an embodiment of the present invention.

[0051] Reference numerals:

[0052] 1. Thermal management system;

[0053] 110, compressor; 111, inlet; 112, outlet; 120, external heat exchanger; 121, first external heat exchanger; 122, second external heat exchanger; 130, internal evaporator; 140, internal condenser; 150, gas-liquid separator;

[0054] 200, first ejector; 210, suction section; 211, first ejector inlet; 212, second ejector inlet; 220, mixing section; 230, diffuser section; 231, first ejector outlet;

[0055] 300, refrigerator refrigeration module; 310, refrigerator refrigeration heat exchanger; 320, refrigerator heating module; 321, refrigerator heating heat exchanger;

[0056] 500, battery pack heat exchanger; 510, first one-way valve; 520, second one-way valve;

[0057] 600, second ejector; 610, third ejection inlet; 620, fourth ejection inlet; 630, second ejection outlet;

[0058] 700, motor cooling module; 710, three-way valve; 711, first connection port; 712, second connection port; 713, third connection port; 720, motor cooling channel; 730, motor heat exchanger;

[0059] 810, first throttling element; 820, second throttling element; 830, third throttling element; 840, fourth throttling element; 850, fifth throttling element; 860, sixth throttling element; 870, seventh throttling element;

[0060] 910, first on-off valve; 920, second on-off valve; 930, third on-off valve; 940, fourth on-off valve; 950, fifth on-off valve; 960, sixth on-off valve; 970, seventh on-off valve; 980, eighth on-off valve; 990, ninth on-off valve; 1000, tenth on-off valve; 1010, eleventh on-off valve. DETAILED DESCRIPTION

[0061] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0062] 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 to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0063] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0064] In the description of the present invention, "plurality" means two or more.

[0065] In the description of the present invention, a first feature being “on” or “under” a second feature may include the first and second features being in direct contact with each other, or the first and second features not being in direct contact with each other but being in contact with each other via another feature therebetween.

[0066] In the description of the present invention, “on”, “above” and “above” a first feature of a second feature include the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0067] like Figures 1-13 As shown, a thermal management system 1 according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

[0068] The thermal management system 1 according to an embodiment of the present invention includes an air conditioning module, a first ejector 200 , a refrigerator refrigeration module 300 , a second ejector 600 , and a battery pack heat exchanger 500 .

[0069] The air conditioning module includes a compressor 110, an outdoor heat exchanger 120, and an indoor evaporator 130 connected to form a refrigerant circuit. The compressor 110 has an inlet 111 and an outlet 112. The inlet 111 of the compressor 110 is connected to a first end of the indoor evaporator 130, and the outlet 112 of the compressor 110 is connected to a first end of the outdoor heat exchanger 120. The first ejector 200 has a first ejection inlet 211, a second ejection inlet 212, and a first ejection outlet 231. The first ejection inlet 211 is connected to the second end of the outdoor heat exchanger 120, and the first ejection outlet 231 is connected to the first end of the indoor evaporator 130. The two ends are connected, the first end of the refrigerator refrigeration module 300 is connected to the second end of the external heat exchanger 120, and the second end of the refrigerator refrigeration module 300 is connected to the second introduction inlet 212, the second introduction inlet 600 has a third introduction inlet 610, a fourth introduction inlet 620 and a second introduction outlet 630, the third introduction inlet 610 is connected to the second end of the external heat exchanger 120, the fourth introduction inlet 620 is connected to the first end of the internal evaporator 130, the first end of the battery pack heat exchanger 500 is connected to the second introduction outlet 630, and the second end of the battery pack heat exchanger 500 is connected to the inlet 111.

[0070] Among them, the air-conditioning module in the embodiment of the present invention can cool or heat the passenger compartment, and the first ejector 200 and the second ejector 600 can draw in low-pressure fluid through the ejection action of high-pressure fluid, thereby realizing fluid mixing and energy exchange; the refrigerator refrigeration module 300 can refrigerate food or items.

[0071] According to the thermal management system 1 of an embodiment of the present invention, by connecting the first introduction inlet 211 to the second end of the external heat exchanger 120, the first introduction outlet 231 to the second end of the internal evaporator 130, the refrigerator refrigeration module 300 is connected to the first end of the external heat exchanger 120 and the second end of the external heat exchanger 120, and the second end of the refrigerator refrigeration module 300 is connected to the second introduction inlet 212.

[0072] As a result, the high-pressure and medium-temperature refrigerant flowing from the external heat exchanger 120 to the first ejector 200 can undergo isentropic expansion at the first ejection inlet 211, and the flow velocity of the refrigerant increases (the refrigerant at the first 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, and 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 into the second ejection inlet 212 from the refrigerator refrigeration module 300), the ejection fluid is continuously sucked into the working fluid and gradually enters the working fluid. Mixing begins to realize 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 first 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 first injection outlet 231 is between the pressure of the working fluid and the injection fluid, that is, the first ejector 200 can play a role in increasing the pressure of the injection fluid. The fluid pressure at the first injection outlet 231 can meet the evaporation pressure requirement of the in-vehicle evaporator 130 for cooling the passenger compartment, and the refrigerant can fully cool the passenger compartment through the in-vehicle evaporator 130.

[0073] Moreover, under the condition that the in-vehicle evaporator 130 and the refrigerator refrigeration module 300 are operating at the same time, the refrigerant can be mixed with the refrigerant entering the first ejector 200 from the external heat exchanger 120 after cooling the refrigerator through the refrigerator refrigeration module 300, 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 refrigerator refrigeration module 300 through the first ejector 200, and there is no need to artificially reduce the refrigerant pressure at the outlet 112 of the in-vehicle evaporator 130 and then merge it with the refrigerant flowing out of the refrigerator refrigeration module 300, thereby reducing the pressure loss of the refrigerant flowing out of the in-vehicle evaporator 130, further improving the cooling capacity and cooling efficiency of the thermal management system 1.

[0074] In addition, the third inlet 610 is connected to the second end of the external heat exchanger 120, the fourth inlet 620 is connected to the first end of the internal evaporator 130, the first end of the battery pack heat exchanger 500 is connected to the second inlet outlet 630, and the second end of the battery pack heat exchanger 500 is connected to the inlet 111.

[0075] As a result, the high-pressure and medium-temperature refrigerant flowing from the external heat exchanger 120 to the second ejector 600 can undergo isentropic expansion at the third ejection inlet 610, and the flow velocity of the refrigerant increases (the refrigerant at the third ejection outlet 112 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, and since there is a large speed difference and pressure difference between the working fluid (the refrigerant entering the third ejection inlet 610 from the external heat exchanger 120) and the ejection fluid (the refrigerant flowing from the internal evaporator 130 into the fourth ejection inlet 620), the ejection fluid is continuously drawn into the working fluid and gradually begins to Mixing realizes 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 second injection outlet 630, 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 second injection outlet 630 is between the pressure of the working fluid and the injection fluid, that is, the second ejector 600 can play a role in increasing the pressure of the injection fluid. The fluid pressure at the second injection outlet 630 can meet the evaporation pressure requirement of the battery pack heat exchanger 500 for cooling the battery pack, and the refrigerant can fully cool the battery pack through the battery pack heat exchanger 500.

[0076] Moreover, under the condition that the in-vehicle evaporator 130 and the battery pack heat exchanger 500 are operating at the same time, the refrigerant can be mixed with the refrigerant entering the second ejector 600 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 second ejector 600, and there is no need to artificially reduce the pressure of the refrigerant flowing out of the battery pack heat exchanger 500 and then merge 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 500, and further improving the cooling capacity and cooling efficiency of the thermal management system 1.

[0077] In summary, by setting the first ejector 200 and the second ejector 600, not only can the evaporation pressure requirements of the in-vehicle evaporator 130 for cooling the passenger compartment and the evaporation pressure requirements of the battery pack heat exchanger 500 for cooling the battery pack be met, but there is no need to artificially reduce the pressure of the refrigerant flowing out of the in-vehicle evaporator 130 and the battery pack heat exchanger 500, thereby reducing the pressure loss of the refrigerant flowing out of the in-vehicle evaporator 130 and the battery pack heat exchanger 500, thereby greatly improving the cooling capacity and cooling efficiency of the thermal management system 1.

[0078] 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 500 and the in-vehicle evaporator 130, thereby ensuring a high cooling capacity and cooling efficiency of the thermal management system 1.

[0079] In some specific embodiments of the present invention, Figure 13 As shown, the first ejection inlet 211 and the first ejection outlet 231 are respectively disposed at opposite ends of the first ejector 200 , and the second ejection inlet 212 is disposed on the outer periphery of the first ejector 200 .

[0080] Among them, the high-pressure refrigerant flowing from the external heat exchanger 120 to the first ejector 200 can be the mainstream, that is, the refrigerant entering the first ejector 200 through the first ejection inlet 211 is the mainstream, and the low-pressure refrigerant flowing from the refrigerator refrigeration module 300 to the first ejector 200 can be the secondary flow, that is, the refrigerant entering the first ejector 200 through the second ejection inlet 212 is the secondary flow. In this way, the first ejection inlet 211 and the first ejection outlet 231 can be coaxially arranged, so that the refrigerant entering the first ejector 200 through the first ejection inlet 211 can be discharged more smoothly through the first ejection outlet 231, which is beneficial to improving the circulation smoothness of the refrigerant.

[0081] In some specific embodiments of the present invention, Figure 13 As shown, the third ejection inlet 610 and the second ejection outlet 630 are respectively disposed at opposite ends of the second ejector 600 , and the fourth ejection inlet 620 is disposed on the outer periphery of the second ejector 600 .

[0082] Among them, the high-pressure refrigerant flowing from the external heat exchanger 120 to the second ejector 600 can be the mainstream, that is, the refrigerant entering the second ejector 600 through the third ejection inlet 610 is the mainstream, and the low-pressure refrigerant flowing from the internal evaporator 130 to the second ejector 600 can be the secondary flow, that is, the refrigerant entering the second ejector 600 through the fourth ejection inlet 620 is the secondary flow. With this arrangement, the third ejection inlet 610 and the second ejection outlet 630 can be coaxially arranged, so that the refrigerant entering the second ejector 600 from the third ejection inlet 610 can be discharged more smoothly through the second ejection outlet 630, which is beneficial to improving the circulation smoothness of the refrigerant.

[0083] In some specific embodiments of the present invention, Figure 13 As shown, each of the first ejector 200 and the second ejector 600 includes a suction section 210 , a mixing section 220 , and a diffuser section 230 .

[0084] The suction section 210 is provided with a first injection inlet 211 and a second injection inlet 212, or the suction section 210 is provided with a third injection inlet 610 and a fourth injection inlet 620, 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 a first injection outlet 231 or a second injection outlet 630.

[0085] In this way, the high-pressure refrigerant can enter the suction section 210 from the first injection inlet 211 or the third injection inlet 610, and the low-temperature and low-pressure medium can be continuously sucked into the suction section 210 from the second injection inlet 212 or the fourth injection inlet 620. Then the two parts of the refrigerant can be fully mixed in the mixing section 220 to realize the transfer of momentum and energy. After reaching the diffuser 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 be discharged from the first injection outlet 231 or the second injection outlet 630.

[0086] Furthermore, if Figure 13 As shown, the cross-sectional area of ​​the diffuser section 230 gradually increases in a direction away from the mixing section 220 .

[0087] That is to say, when the fluid passes through the diffuser section 230, the flow rate and pressure of the fluid will change due to the inconsistent diameter of the diffuser section 230. According to the Bernoulli equation and the continuity equation, when the fluid passes through the diffuser section 230, the cross-sectional area increases, the flow rate of the fluid will decrease and the pressure will increase, thereby increasing the evaporation pressure of the refrigerant discharged from the diffuser section 230.

[0088] In some specific embodiments of the present invention, Figure 1 As shown, the air conditioning module further includes a first on-off valve 910 and a second on-off valve 920 .

[0089] The first end of the first on-off valve 910 is connected to the second end of the external heat exchanger 120, and the second end of the first on-off valve 910 is connected to the first inlet 211 to control the on-off between the external heat exchanger 120 and the first inlet 211. The first end of the second on-off valve 920 is connected to the first end of the internal evaporator 130, and the second end of the second on-off valve 920 is connected to the inlet 111 to control the on-off between the internal evaporator 130 and the inlet 111.

[0090] The first on-off valve 910 may be a solenoid valve.

[0091] In this way, the flow direction of the refrigerant flowing out of the external heat exchanger 120 can be controlled by controlling the on-off of the first on-off valve 910. Specifically, when the first on-off valve 910 is opened, the refrigerant flowing out of the external heat exchanger 120 can flow into the first ejector 200 through the first ejector inlet 211 and mix with the refrigerant entering the first ejector 200 from the refrigerator refrigeration module 300 through the second ejector inlet 212, so that the refrigerant can reach a higher evaporation pressure and then enter the evaporator 130 in the vehicle, or the refrigerant flowing out of the external heat exchanger 120 can flow into the first ejector 200 through the first ejector inlet 211 and be throttled and cooled by the first ejector 200. and then directly enters the evaporator 130 in the vehicle; and when the first on-off valve 910 is closed, the refrigerant flowing out of the external heat exchanger 120 may not flow through the first ejector 200. For example, when heating the vehicle, the refrigerant flowing out through the external heat exchanger 120 may flow directly back to the compressor 110, or, when cooling the refrigerator, the refrigerant flowing out of the external heat exchanger 120 may flow to the refrigerator refrigeration module 300 to cool the refrigerator, and then flow back to the compressor 110; or, when cooling the battery pack, the refrigerant flowing out of the external heat exchanger 120 may flow to the battery pack heat exchanger 500 to cool the battery pack, and then flow back to the compressor 110.

[0092] In addition, by controlling the on-off of the second on-off valve 920, the flow direction of the refrigerant flowing out of the in-vehicle evaporator 130 can be controlled. Specifically, when the passenger compartment needs to be cooled but the battery pack does not need to be cooled, the second on-off valve 920 can be opened so that the refrigerant flowing through the in-vehicle evaporator 130 can flow directly back to the compressor 110 through the second on-off valve 920; and when the passenger compartment and the battery pack need to be cooled, the second on-off valve 920 can be closed so that the refrigerant flowing through the in-vehicle evaporator 130 can flow to the second ejector 600 through the fourth ejection inlet 620. This part of the refrigerant is combined in the second ejector 600 with the refrigerant flowing into the second ejector 600 from the external heat exchanger 120, and then flows to the battery pack heat exchanger 500 to cool the battery pack through the battery pack heat exchanger 500, thereby achieving cooling of the passenger compartment and the battery pack at the same time.

[0093] In some specific embodiments of the present invention, Figure 1 As shown, the air conditioning module further includes a first throttle element 810 .

[0094] The first end of the first throttling element 810 is connected to the second end of the first on-off valve 910 , and the second end of the first throttling element 810 is connected to the second end of the in-vehicle evaporator 130 . The first throttling element 810 is connected in parallel with the first ejector 200 .

[0095] The first throttling element 810 may be an electronic expansion valve.

[0096] In this way, when the thermal management system 1 only cools the passenger compartment and does not need to cool the refrigerator, the first throttling element 810 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 810 to become low-temperature, low-pressure wet steam or supercooled liquid. The low-temperature, low-pressure refrigerant then passes through the in-vehicle evaporator 130 to fully absorb the heat of the battery pack to complete the cooling of the passenger compartment.

[0097] In some specific embodiments of the present invention, Figure 1 As shown, the refrigerator refrigeration module 300 includes a refrigerator refrigeration heat exchanger 310 , a second throttling element 820 , a third on-off valve 930 and a fourth on-off valve 940 .

[0098] The first end of the second throttling element 820 is connected to the second end of the external heat exchanger 120, and the second end of the second throttling element 820 is connected to the first end of the refrigerator refrigeration heat exchanger 310, the first end of the third on-off valve 930 is connected to the second end of the refrigerator refrigeration heat exchanger 310, and the second end of the third on-off valve 930 is connected to the second injection inlet 212 to control the on-off between the refrigerator refrigeration heat exchanger 310 and the second injection inlet 212, the first end of the fourth on-off valve 940 is connected to the second end of the refrigerator refrigeration heat exchanger 310, and the second end of the fourth on-off valve 940 is connected to the inlet 111 to control the on-off between the refrigerator refrigeration heat exchanger 310 and the inlet 111.

[0099] The third on-off valve 930 and the fourth on-off valve 940 may be solenoid valves, and the second throttling element 820 may be an electronic expansion valve.

[0100] In this way, the second throttling element 820 can throttle and reduce the pressure of the refrigerant flowing into the refrigerator refrigeration 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. The refrigerant can fully absorb the heat of the refrigerator through the refrigerator refrigeration heat exchanger 310, which has a better cooling effect on the refrigerator.

[0101] Furthermore, by cooperating with the third on-off valve 930 and the fourth on-off valve 940, the refrigerant flowing through the refrigerator refrigeration heat exchanger 310 can be controlled to flow to the first ejector 200 through the third on-off valve 930, or to flow back to the compressor 110 through the fourth on-off valve 940. Specifically, when only the refrigerator needs to be cooled and the passenger compartment does not need to be cooled, the third on-off valve 930 can be closed and the fourth on-off valve 940 can be opened, so that the refrigerant flowing through the refrigerator refrigeration heat exchanger 310 can be directly cooled through the fourth on-off valve 940. Valve 940 flows back to the compressor 110; and when it is necessary to cool the refrigerator and the passenger compartment, the third on-off valve 930 can be opened and the fourth on-off valve 940 can be closed, so that the refrigerant flowing through the refrigerator refrigeration heat exchanger 310 can flow to the first ejector 200 through the third on-off valve 930. This part of the refrigerant is combined in the first ejector 200 with the refrigerant flowing into the first ejector 200 from the external heat exchanger 120, and then flows to the evaporator 130 in the vehicle to cool the interior of the vehicle through the evaporator 130 in the vehicle.

[0102] In some specific embodiments of the present invention, Figure 1 As shown, the battery pack heat exchanger 500 further includes a fifth on-off valve 950 and a third throttling element 830 .

[0103] The first end of the fifth on-off valve 950 is connected to the second end of the external heat exchanger 120, and the second end of the fifth on-off valve 950 is connected to the third injection inlet 610 to control the on-off between the external heat exchanger 120 and the third injection inlet 610. The fifth on-off valve 950 is connected in series with the second injector 600 and is connected in parallel with the third throttling element 830. When the fifth on-off valve 950 disconnects the external heat exchanger 120 and the third injection inlet 610, the refrigerant in the external heat exchanger 120 enters the battery pack heat exchanger 500 through the third throttling element 830.

[0104] The fifth on-off valve 950 may be a solenoid valve, and the third throttling element 830 may be an electronic expansion valve.

[0105] In this way, when the thermal management system 1 only cools the battery pack and does not need to cool the passenger compartment, the fifth on-off valve 950 can be closed and the third throttling element 830 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 third throttling element 830 to become low-temperature, low-pressure wet steam or supercooled liquid. The low-temperature, low-pressure refrigerant then passes through the battery pack heat exchanger 500 to fully absorb the heat of the battery pack.

[0106] When the thermal management system 1 needs to cool the battery pack and the passenger compartment at the same time, the fifth on-off valve 950 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the external heat exchanger 120 can flow to the third injection inlet 610 through the fifth on-off valve 950, and at the same time, the low-temperature low-pressure refrigerant flowing out of the internal evaporator 130 can enter the second injector 600 through the fourth injection inlet 620. The two parts of refrigerant are mixed in the second injector 600 to form wet steam or supercooled liquid with a higher evaporation pressure, and flow to the battery pack heat exchanger 500 through the second injection outlet 630, so as to fully absorb the heat of the battery pack through the battery pack heat exchanger 500, thereby achieving cooling of the passenger compartment and the battery pack at the same time.

[0107] In some specific embodiments of the present invention, Figure 1 As shown, the battery pack heat exchanger 500 also includes a sixth on-off valve 960 .

[0108] A first end of the sixth on-off valve 960 is connected to a second end of the battery pack heat exchanger 500 , and a second end of the sixth on-off valve 960 is connected to the inlet 111 to control the on-off between the battery pack heat exchanger 500 and the inlet 111 .

[0109] The sixth on-off valve 960 may be a solenoid valve. Therefore, when the battery pack needs to be cooled by the battery pack heat exchanger 500, the sixth on-off valve 960 may be opened to allow the refrigerant to flow through the sixth on-off valve 960 to the inlet 111 and then back to the compressor 110.

[0110] In some specific embodiments of the present invention, Figure 1 As shown, the air conditioning module further includes an in-vehicle condenser 140 and a seventh on-off valve 970 .

[0111] The first end of the in-vehicle condenser 140 is connected to the outlet 112, and the second end of the in-vehicle condenser 140 is connected to the external heat exchanger 120, the first end of the seventh on-off valve 970 is connected to the second end of the external heat exchanger 120, and the second end of the seventh on-off valve 970 is connected to the inlet 111 to control the on-off between the external heat exchanger 120 and the inlet 111.

[0112] The seventh on-off valve 970 may be a solenoid valve.

[0113] Therefore, when the thermal management system 1 only heats the passenger compartment, the seventh on-off valve 970 can be opened. At this time, the refrigerant flows through the in-vehicle condenser 140 to release heat to the passenger compartment to heat the interior of the vehicle. The refrigerant then absorbs heat from outside the vehicle through the external heat exchanger 120. The refrigerant flowing through the external heat exchanger 120 can flow directly back to the compressor 110 through the seventh on-off valve 970, completing the heating cycle of the passenger compartment, and the refrigerant flow path is simpler.

[0114] In some specific embodiments of the present invention, Figure 1 As shown, the air conditioning module further includes a fourth throttle element 840 and an eighth on-off valve 980 .

[0115] The first end of the fourth throttling element 840 is connected to the second end of the in-vehicle condenser 140, and the second end of the fourth throttling element 840 is connected to the first end of the out-vehicle heat exchanger 120. The eighth on-off valve 980 is connected in parallel with the fourth throttling element 840 to control the on-off between the in-vehicle condenser 140 and the out-vehicle heat exchanger 120.

[0116] The eighth on-off valve 980 may be a solenoid valve, and the fourth throttling element 840 may be an electronic expansion valve.

[0117] 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 840 can be opened and the eighth on-off valve 980 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 840, 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 from 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 840 can be closed and the eighth on-off valve 980 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 980.

[0118] In other specific embodiments of the present invention, Figure 12 As shown, the thermal management system 1 further includes a refrigerator heating module 320 .

[0119] The in-car condenser 140 is connected in series with the fourth throttling element 840 and is connected in parallel with the refrigerator heating module 320. In this way, the in-car condenser 140 and the refrigerator heating module 320 do not interfere with each other. The thermal management system 1 can heat the interior of the car without heating the refrigerator, or can heat only the refrigerator without heating the interior of the car, or can heat both the interior of the car and the refrigerator at the same time.

[0120] In some specific embodiments of the present invention, Figure 12 As shown, the refrigerator heating module 320 includes a refrigerator heating heat exchanger 321 , a fifth throttling element 850 and a sixth throttling element 860 .

[0121] The first end of the fifth throttling element 850 is connected to the outlet 112, and the second end of the fifth throttling element 850 is connected to the first end of the refrigerator heating heat exchanger 321, the first end of the sixth throttling element 860 is connected to the second end of the refrigerator heating heat exchanger 321, and the second end of the sixth throttling element 860 is connected to the first end of the vehicle-external heat exchanger 120.

[0122] The fifth throttling element 850 and the sixth throttling element 860 may be electronic expansion valves, and the fifth throttling element 850 may be a large-diameter electronic expansion valve.

[0123] In this way, the sixth throttling element 860 can throttle and reduce the pressure of the refrigerant flowing out of the refrigerator heating heat exchanger 321, 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 from the external environment through the external heat exchanger 120, and the heat absorption is more sufficient.

[0124] In addition, by setting the fifth throttling element 850, when the inlet temperature of the refrigerator heating heat exchanger 321 exceeds a certain range, the local temperature inside 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 321 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 850 can be reduced to lower the inlet temperature of the refrigerator heating heat exchanger 321, thereby realizing the control of different heating temperatures of the refrigerator heating heat exchanger 321 and the in-vehicle condenser 140.

[0125] Among them, in this embodiment, 16 working conditions can be realized, including in-car cooling, battery cooling, refrigerator cooling, in-car cooling + battery cooling, in-car cooling + refrigerator cooling, battery cooling + refrigerator cooling, in-car cooling + battery cooling + refrigerator cooling, in-car heating, battery heating, refrigerator heating, in-car heating + battery heating, in-car heating + refrigerator heating, in-car heating + battery heating + refrigerator heating, etc.

[0126] In some specific embodiments of the present invention, Figure 12 As shown, the battery pack heat exchanger 500 further includes a seventh throttling element 870 and a ninth on-off valve 990 .

[0127] The first end of the seventh throttling element 870 is connected to the first end of the battery pack heat exchanger 500, and the second end of the seventh throttling element 870 is connected to the first end of the sixth on-off valve 960, the first end of the ninth on-off valve 990 is connected to the outlet 112, and the second end of the ninth on-off valve 990 is connected to the second end of the seventh throttling element 870.

[0128] The ninth on-off valve 990 may be a solenoid valve, the seventh throttling element 870 may be an electronic expansion valve, and the seventh throttling element 870 may be a large-diameter electronic expansion valve.

[0129] Therefore, when it is necessary to heat the battery pack through the battery pack heat exchanger 500, the ninth on-off valve 990 can be opened and the sixth on-off valve 960 can be closed, so that the refrigerant flowing out of the compressor 110 can flow directly to the battery pack heat exchanger 500 through the ninth on-off valve 990, so as to heat the battery pack through the battery pack heat exchanger 500; and when it is necessary to cool the battery pack through the battery pack heat exchanger 500, the sixth on-off valve 960 can be opened and the ninth on-off valve 990 can be closed, so that the refrigerant can flow to the inlet 111 through the sixth on-off valve 960, and then flow back to the compressor 110; if it is not necessary to heat or cool the battery pack, the sixth on-off valve 960 and the seventh on-off valve 970 can be closed, and the refrigerant no longer flows through the battery pack heat exchanger 500.

[0130] In addition, when the inlet temperature of the battery pack heat exchanger 500 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 500 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the seventh throttling element 870 can be reduced to lower the inlet temperature of the battery pack heat exchanger 500, thereby realizing the control of different heating temperatures of the in-vehicle condenser 140 and the battery pack heat exchanger 500.

[0131] In some specific embodiments of the present invention, Figure 1 As shown, the battery pack heat exchanger 500 further includes a first one-way valve 510 and a second one-way valve 520 .

[0132] The first end of the first one-way valve 510 is connected to the first end of the third throttling element 830, and the second end of the first one-way valve 510 is respectively connected to the first end of the first on-off valve 910, the first end of the seventh on-off valve 970 and the first end of the second throttling element 820. The first one-way valve 510 only allows the refrigerant to flow from the battery pack heat exchanger 500 to at least one of the first on-off valve 910, the seventh on-off valve 970 and the second throttling element 820. The first end of the second one-way valve 520 is connected to the first end of the fifth on-off valve 950, and the second end of the second one-way valve 520 is connected to the second end of the external heat exchanger 120. The second one-way valve 520 only allows the refrigerant to flow from the external heat exchanger 120 to the first injection inlet 211. In this way, when heating the battery pack, the refrigerant flowing out of the battery pack heat exchanger 500 can flow through the first one-way valve 510 to at least one of the first on-off valve 910, the seventh on-off valve 970 and the second throttling element 820. When cooling the battery pack, the refrigerant flowing out of the external heat exchanger 120 can flow through the second one-way valve 520 to the battery pack heat exchanger 500. There will be no interference in the flow path, and the refrigerant flow can be smoother.

[0133] In some specific embodiments of the present invention, Figure 1 As shown, the external heat exchanger 120 includes a first external heat exchanger 121 and a second external heat exchanger 122 .

[0134] The first end of the first external heat exchanger 121 is connected to the first end of the internal condenser 140, and the second end of the first external heat exchanger 121 is respectively connected to the first end of the first on-off valve 910, the first end of the fifth on-off valve 950, the first end of the seventh on-off valve 970, and the first end of the second throttle element 820. 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 absorb heat from the external environment through both the first external heat exchanger 121 and the second external heat exchanger 122, thereby absorbing more sufficient heat from the external environment.

[0135] In some specific embodiments of the present invention, Figure 1 As shown, the thermal management system 1 further includes a motor cooling module 700 , which includes a three-way valve 710 , a motor cooling channel 720 and a motor heat exchanger 730 .

[0136] The three-way valve 710 includes a first connection port 711, a second connection port 712 and a third connection port 713. The first end of the motor cooling channel 720 is connected to the first connection port 711, and the first end of the motor heat exchanger 730 is connected to the second connection port 712. 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 713 and the second end of the motor heat exchanger 730, the second end of the first heat exchange channel is connected to the second end of the motor cooling channel 720, the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger 500, and the second end of the second heat exchange channel is respectively connected to the first end of the first on-off valve 910, the first end of the seventh on-off valve 970 and the first end of the second throttling element 820.

[0137] The motor heat exchanger 730 is a motor radiator, and the motor cooling module 700 can release the heat of the motor 720 to the outside air through the motor heat exchanger 730 to dissipate heat and cool the motor cooling module 700.

[0138] 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 700, 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 700, so that the heat in the motor cooling module 700 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 700, 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 700 can be used to heat the passenger compartment or the refrigerator to improve the heating efficiency of the thermal management system 1.

[0139] In some specific embodiments of the present invention, Figure 1 As shown, the air conditioning module further includes a tenth on-off valve 1000 and an eleventh on-off valve 1010 .

[0140] The first end of the tenth on-off valve 1000 is connected to the in-vehicle condenser 140, and the second end of the tenth on-off valve 1000 is connected to the first end of the first outside-vehicle heat exchanger 121 to control the on-off between the in-vehicle condenser 140 and the first outside-vehicle heat exchanger 121. The first end of the eleventh on-off valve 1010 is connected to the second end of the in-vehicle condenser 140, and the second end of the eleventh on-off valve 1010 is connected to the first end of the second outside-vehicle heat exchanger 122 to control the on-off between the in-vehicle condenser 140 and the second outside-vehicle heat exchanger 122.

[0141] The tenth on-off valve 1000 and the eleventh on-off valve 1010 may be solenoid valves.

[0142] Therefore, the refrigerant can flow through the first external heat exchanger 121 and / or the second external heat exchanger 122 by cooperating with the tenth on-off valve 1000 and the eleventh on-off valve 1010. Specifically, when the refrigerant is required to flow through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, the tenth on-off valve 1000 and the eleventh on-off valve 1010 can be opened at the same time; when the refrigerant is required to flow through the first external heat exchanger 121 and not through the second external heat exchanger 122, the tenth on-off valve 1000 can be opened and the eleventh on-off valve 1010 can be closed; and when the refrigerant is required to flow through the second external heat exchanger 122 and not through the first external heat exchanger 121, the eleventh on-off valve 1010 can be opened and the tenth on-off valve 1000 can be closed.

[0143] In some specific embodiments of the present invention, Figure 2 As shown, the thermal management system 1 has an air-cooling state.

[0144] When the thermal management system 1 is in the air cooling state, the first on-off valve 910, the second on-off valve 920, the eighth on-off valve 980 and the tenth on-off valve 1000 are opened, the third on-off valve 930, the fourth on-off valve 940, the fifth on-off valve 950, the sixth on-off valve 960, the seventh on-off valve 970, the ninth on-off valve 990 and the eleventh on-off valve 1010 are closed, the first throttling element 810 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.

[0145] That is, when the thermal management system 1 is in the air cooling state, the first on-off valve 910 , the second on-off valve 920 , the eighth on-off valve 980 , the tenth on-off valve 1000 and the first throttling element 810 are open, and the other valve bodies may be closed.

[0146] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. 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 through the eighth on-off valve 980 and the tenth on-off valve 1000 to the first external heat exchanger 121, and releases heat to the environment through the first external 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 external heat exchanger 121. Then, the medium-temperature and high-pressure refrigerant passes through the first throttling element 8 and the first throttling element 8. 10 and the first ejector 200 are cooled and turned into low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then flows to the evaporator 130 in the vehicle, and absorbs the heat in the vehicle through the evaporator 130 in the vehicle, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the vehicle. Next, the refrigerant flows into the gas-liquid separator 150, and the 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 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the air-cooling state of the thermal management system 1.

[0147] In some specific embodiments of the present invention, Figure 3 As shown, the thermal management system 1 has air cooling and electric cooling states.

[0148] When the thermal management system 1 is in the air-cooling and electric-cooling state, the first on-off valve 910, the second on-off valve 920, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980 and the tenth on-off valve 1000 are opened, the third on-off valve 930, the fourth on-off valve 940, the seventh on-off valve 970, the ninth on-off valve 990 and the eleventh on-off valve 1010 are closed, the first throttling element 810 is opened and plays a throttling role, the seventh throttling element 870 is opened, the first external heat exchanger 121 acts as a condenser, and the internal evaporator 130 and the battery pack heat exchanger 500 act as evaporators.

[0149] That is to say, when the thermal management system 1 is in the air-cooling or electric-cooling state, the first on-off valve 910, the second on-off valve 920, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980, the tenth on-off valve 1000, the first throttling element 810 and the seventh throttling element 870 are open, and the other valve bodies can be in the closed state.

[0150] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. 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 eighth on-off valve 980 and the tenth on-off valve 1000, 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).

[0151] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0152] Branch 1: This portion of medium-temperature, high-pressure refrigerant passes through the first throttling element 810 and the first ejector 200, where it is cooled and reduced to low-temperature, low-pressure wet steam or supercooled liquid. The low-temperature, low-pressure refrigerant then flows to the in-vehicle evaporator 130, where it absorbs heat from the vehicle interior, thereby lowering the passenger compartment temperature and achieving interior cooling. Next, the low-temperature, low-pressure refrigerant enters the second ejector 600 through the fourth ejection inlet 620.

[0153] Branch 2: This part of medium-temperature and high-pressure refrigerant flows to the third injection inlet 610 through the second one-way valve 520 and the fifth on-off valve 950, and the refrigerant flowing in from the third injection inlet 610 and the refrigerant flowing in from the fourth injection inlet 620 can be mixed in the second injector 600 to become wet steam or supercooled liquid with a higher evaporation pressure, and then flow from the second injection outlet 630 to the battery pack heat exchanger 500 to absorb the heat of the battery pack through the battery pack heat exchanger 500, thereby reducing the temperature of the battery pack and avoiding the battery pack from being too high, thereby achieving cooling of the battery pack. Next, the refrigerant flows into the gas-liquid separator 150, the gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the air-cooling and electric-cooling state of the thermal management system 1.

[0154] In some specific embodiments of the present invention, Figure 4 As shown, the thermal management system 1 has air cooling, electric cooling and ice cooling states.

[0155] When the thermal management system 1 is in the air-cooling, electric-cooling and ice-cooling state, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980 and the tenth on-off valve 1000 are opened, the fourth on-off valve 940, the seventh on-off valve 970, the ninth on-off valve 990 and the eleventh on-off valve 1010 are closed, the first throttling element 810 and the second throttling element 820 are opened and play a throttling role, the seventh throttling element 870 is opened, the first external heat exchanger 121 acts as a condenser, the internal evaporator 130, the battery pack heat exchanger 500 and the refrigerator refrigeration heat exchanger 310 act as evaporators.

[0156] That is to say, when the thermal management system 1 is in the air-cooling, electric-cooling and ice-cooling state, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980, the tenth on-off valve 1000, the first throttling element 810 and the second throttling element 820 are opened, and the other valve bodies can be in the closed state.

[0157] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. 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 eighth on-off valve 980 and the tenth on-off valve 1000, 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).

[0158] Then, the medium-temperature and high-pressure refrigerant is divided into three branches:

[0159] Branch 1: This portion of medium-temperature, high-pressure refrigerant is throttled and cooled by the second throttling element 820, becoming low-temperature, low-pressure wet steam or supercooled liquid. The low-temperature, low-pressure refrigerant then passes through the refrigerator heat exchanger 310 to absorb heat from the refrigerator interior, thereby lowering the temperature inside the refrigerator and achieving refrigerator cooling. The refrigerant then flows into the first ejector 200 through the third on-off valve 930 and the second ejector inlet 212.

[0160] Branch 2: A portion of the medium-temperature, high-pressure refrigerant in this branch is cooled by the first throttling element 810 and becomes low-temperature, low-pressure wet vapor or supercooled liquid, which then flows to the in-vehicle evaporator 130. Another portion of the refrigerant flows into the first ejector 200 through the first ejector inlet 211. The refrigerant flowing in from the first ejector inlet 211 and the refrigerant flowing in from the second ejector inlet 212 are mixed in the first ejector 200 to become wet vapor or supercooled liquid with a higher evaporation pressure. The refrigerant then flows to the in-vehicle evaporator 130, where it absorbs heat from the vehicle interior, thereby reducing the temperature of the passenger compartment and achieving interior cooling. Next, the low-temperature, low-pressure refrigerant enters the second ejector 600 through the fourth ejector inlet 620.

[0161] Branch 3: This part of medium-temperature and high-pressure refrigerant flows to the third injection inlet 610 through the second one-way valve 520 and the fifth on-off valve 950, and the refrigerant flowing in from the third injection inlet 610 and the refrigerant flowing in from the fourth injection inlet 620 can be mixed in the second injector 600 to become wet steam or supercooled liquid with a higher evaporation pressure, and then flow from the second injection outlet 630 to the battery pack heat exchanger 500 to absorb the heat of the battery pack through the battery pack heat exchanger 500, thereby reducing the temperature of the battery pack and avoiding the battery pack from being too high, thereby achieving cooling of the battery pack. Next, the refrigerant flows into the gas-liquid separator 150 through the sixth on-off valve 960. The gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the air-cooling, electric-cooling and icing states of the thermal management system 1.

[0162] In some specific embodiments of the present invention, Figure 5 As shown, the thermal management system 1 has an air-cooled and ice-cooled state.

[0163] When the thermal management system 1 is in the air-cooling and ice-cooling state, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the eighth on-off valve 980 and the tenth on-off valve 1000 are opened, the fourth on-off valve 940, the fifth on-off valve 950, the sixth on-off valve 960, the seventh on-off valve 970, the ninth on-off valve 990 and the eleventh on-off valve 1010 are closed, the first throttling element 810 and the second throttling element 820 are opened and play a throttling role, the first external heat exchanger 121 acts as a condenser, and the internal evaporator 130 and the refrigerator refrigeration heat exchanger 310 act as evaporators.

[0164] That is to say, when the thermal management system 1 is in the air-cooling state, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the eighth on-off valve 980, the tenth on-off valve 1000, the first throttling element 810 and the second throttling element 820 are opened, and the other valve bodies can be in the closed state.

[0165] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. 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 eighth on-off valve 980 and the tenth on-off valve 1000, 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).

[0166] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0167] Branch 1: This portion of medium-temperature, high-pressure refrigerant is throttled and cooled by the second throttling element 820, becoming low-temperature, low-pressure wet steam or supercooled liquid. The low-temperature, low-pressure refrigerant then passes through the refrigerator heat exchanger 310 to absorb heat from the refrigerator interior, thereby lowering the temperature inside the refrigerator and achieving refrigerator cooling. The refrigerant then flows into the first ejector 200 through the third on-off valve 930 and the second ejector inlet 212.

[0168] Branch 2: A portion of the medium-temperature, high-pressure refrigerant in this branch is cooled and lowered through the first throttling element 810 to become low-temperature, low-pressure wet vapor or supercooled liquid, and then flows to the vehicle evaporator 130. The other portion of the refrigerant flows into the first ejector 200 through the first injection inlet 211. The refrigerant flowing in from the first injection inlet 211 and the refrigerant flowing in from the second injection inlet 212 can be mixed in the first ejector 200 to become wet vapor or supercooled liquid with a higher evaporation pressure, and then flows to the vehicle evaporator 130. The refrigerant absorbs heat from the vehicle through the vehicle evaporator 130, thereby reducing the temperature of the passenger compartment and achieving cooling in the vehicle. Next, the refrigerant flows into the gas-liquid separator 150 through the second on-off valve 920. The gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and serves as an intermediate storage for the refrigerant gas to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the electric cooling and refrigeration state cycle of the thermal management system 1.

[0169] In some specific embodiments of the present invention, Figure 6 As shown, the thermal management system 1 has an electric cooling and an ice cooling state.

[0170] When the thermal management system 1 is in the electric cooling and icing state, the first on-off valve 910, the third on-off valve 930, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980 and the tenth on-off valve 1000 are opened, the second on-off valve 920, the fourth on-off valve 940, the seventh on-off valve 970, the ninth on-off valve 990 and the eleventh on-off valve 1010 are closed, the second throttling element 820 and the third throttling element 830 are opened and play a throttling role, the seventh throttling element 870 is opened, the first external heat exchanger 121 acts as a condenser, the battery pack heat exchanger 500 and the refrigerator refrigeration heat exchanger 310 act as evaporators.

[0171] That is to say, when the thermal management system 1 is in the electric cooling state, the first on-off valve 910, the third on-off valve 930, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980, the tenth on-off valve 1000, the second throttling element 820, the third throttling element 830 and the seventh throttling element 870 are opened, and the other valve bodies can be in the closed state.

[0172] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. 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 eighth on-off valve 980 and the tenth on-off valve 1000 and the tenth on-off valve 1000, 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).

[0173] Then, the medium-temperature and high-pressure refrigerant is divided into three branches:

[0174] Branch 1: This portion of medium-temperature, high-pressure refrigerant is throttled and cooled by the second throttling element 820, becoming low-temperature, low-pressure wet steam or supercooled liquid. The low-temperature, low-pressure refrigerant then passes through the refrigerator heat exchanger 310 to absorb heat from the refrigerator interior, thereby lowering the temperature inside the refrigerator and achieving refrigerator cooling. The refrigerant then flows into the first ejector 200 through the third on-off valve 930 and the second ejector inlet 212.

[0175] Branch 2: The medium-temperature, high-pressure refrigerant in this branch flows into the first ejector 200 through the first ejector inlet 211. The refrigerant flowing in from the first ejector inlet 211 and the refrigerant flowing in from the second ejector inlet 212 can be mixed in the first ejector 200 to become wet vapor or supercooled liquid with a higher evaporation pressure, and then flows to the in-vehicle evaporator 130. At this time, no air passes through the in-vehicle evaporator 130. That is, the in-vehicle evaporator 130 only serves as a flow path, and the refrigerant does not pass through the in-vehicle evaporator 130 to exchange heat with the interior of the vehicle. Then, the low-temperature, low-pressure refrigerant enters the second ejector 600 through the fourth ejector inlet 620.

[0176] Branch 3: Part of the medium-temperature and high-pressure refrigerant in this branch can be throttled and cooled by the third throttling element 830 to become low-temperature and low-pressure wet steam or supercooled liquid and then flow to the vehicle evaporator 130, while the other part of the medium-temperature and high-pressure refrigerant flows to the third injection inlet 610 through the second one-way valve 520 and the fifth on-off valve 950. The refrigerant flowing from the third injection inlet 610 and the refrigerant flowing from the fourth injection inlet 620 can be mixed in the second injector 600 to become wet steam or supercooled liquid with a higher evaporation pressure, and then ejected from the second injection outlet 63 0 flows to the battery pack heat exchanger 500 to absorb the heat of the battery pack through the battery pack heat exchanger 500, thereby reducing the temperature of the battery pack to avoid the battery pack temperature being too high, thereby achieving cooling of the battery pack. Next, the refrigerant flows into the gas-liquid separator 150 through the sixth on-off valve 960. The gas-liquid separator 150 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 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the electric cooling and cooling state of the thermal management system 1.

[0177] Among them, by opening the third throttling element 830, the third throttling element 830 can be used to supplement part of the refrigerant to the battery pack heat exchanger 500, thereby preventing insufficient refrigerant flow for cooling the battery pack.

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

[0179] When the thermal management system 1 is in a cold state, the fourth on-off valve 940, the eighth on-off valve 980 and the tenth on-off valve 1000 are opened, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the fifth on-off valve 950, the sixth on-off valve 960, the seventh on-off valve 970, the ninth on-off valve 990 and the eleventh on-off valve 1010 are closed, the second throttling element 820 is opened and plays a throttling role, the first external heat exchanger 121 acts as a condenser, and the refrigerator refrigeration heat exchanger 310 acts as an evaporator.

[0180] That is, when the thermal management system 1 is in a cold state, the fourth on-off valve 940 , the eighth on-off valve 980 , the tenth on-off valve 1000 and the second throttle element 820 are open, and the other valve bodies may be closed.

[0181] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. 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 eighth on-off valve 980 and the tenth on-off valve 1000, 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). Then, the medium-temperature and high-pressure refrigerant passes through the second After throttling and cooling, the throttling element 820 turns into 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 310, thereby reducing the temperature inside the refrigerator to achieve refrigerator refrigeration. Then, it flows into the gas-liquid separator 150 through the fourth on-off valve 940. The 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 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cold state cycle of the thermal management system 1.

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

[0183] When the thermal management system 1 is in the electric cooling state, the sixth on-off valve 960, the eighth on-off valve 980 and the tenth on-off valve 1000 are opened, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the fourth on-off valve 940, the fifth on-off valve 950, the seventh on-off valve 970, the ninth on-off valve 990 and the eleventh on-off valve 1010 are closed, the third throttling element 830 is opened and plays a throttling role, the seventh throttling element 870 is opened, the first external heat exchanger 121 acts as a condenser, and the battery pack heat exchanger 500 acts as an evaporator.

[0184] That is, when the thermal management system 1 is in the electric cooling state, the sixth on-off valve 960 , the eighth on-off valve 980 , the tenth on-off valve 1000 , the third throttling element 830 and the seventh throttling element 870 are open, and the other valve bodies can be closed.

[0185] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. 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 eighth on-off valve 980 and the tenth on-off valve 1000, 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 flows to the third throttling element 830 through the second one-way valve 520, and passes through the third throttling element After throttling and cooling, 830 turns into 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 500 to absorb the heat of the battery pack through the battery pack heat exchanger 500, thereby reducing the temperature of the battery pack and avoiding the battery pack temperature from being too high, thereby achieving cooling of the battery pack. Next, the refrigerant flows into the gas-liquid separator 150 through the sixth on-off valve 960. The gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage for the refrigerant gas to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the electric cooling state of the thermal management system 1.

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

[0187] When the thermal management system 1 is in the empty heat state, the seventh on-off valve 970 and the eleventh on-off valve 1010 are opened, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the fourth on-off valve 940, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980, the ninth on-off valve 990 and the tenth on-off valve 1000 are closed, the fourth throttling element 840 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.

[0188] That is, when the thermal management system 1 is in the heat-free state, the seventh on-off valve 970 , the eleventh on-off valve 1010 and the fourth throttling element 840 are open, and the other valve bodies may be in a closed state.

[0189] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110, 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 fourth throttling element 840 to become a low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows into the second external heat exchanger 122 through the eleventh on-off valve 1010, and absorbs heat from the motor cooling module 700 or the environment through the second external heat exchanger 122, completing the process of absorbing heat from the motor cooling module 700 or the environment. Next, the refrigerant flows to the gas-liquid separator 150 through the seventh on-off valve 970. The 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 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the air-heat state cycle of the thermal management system 1.

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

[0191] When the thermal management system 1 is in the empty heat electric heat state, the seventh on-off valve 970, the ninth on-off valve 990 and the eleventh on-off valve 1010 are opened, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the fourth on-off valve 940, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980 and the tenth on-off valve 1000 are closed, the third throttling element 830 and the fourth throttling element 840 are opened and play a throttling role, the seventh throttling element 870 is opened, the in-vehicle condenser 140 and the battery pack heat exchanger 500 act as condensers, and the second out-of-vehicle heat exchanger 122 acts as an evaporator.

[0192] That is to say, when the thermal management system 1 is in the empty heat electric heating state, the seventh on-off valve 970, the ninth on-off valve 990, the eleventh on-off valve 1010, the third throttling element 830, the fourth throttling element 840 and the seventh throttling element 870 are open, and the other valve bodies can be in the closed state.

[0193] As a result, the high-temperature and high-pressure gaseous refrigerant flows out of the compressor 110 and is divided into two branches:

[0194] Branch 1: This portion of refrigerant is discharged from the compressor 110 to the in-vehicle condenser 140 and releases heat to the passenger compartment through the in-vehicle condenser 140 to heat the passenger compartment. Simultaneously, the refrigerant is cooled by the in-vehicle condenser 140 into a medium-temperature, high-pressure fluid. The medium-temperature, high-pressure refrigerant is then throttled and cooled by the fourth throttling element 840 to become low-temperature, low-pressure wet steam or subcooled liquid, and then flows to the second external heat exchanger 122.

[0195] Branch 2: After being discharged from the compressor 110, this part of the refrigerant flows to the battery pack heat exchanger 500 through the ninth on-off valve 990, and releases heat to the battery pack through the battery pack heat exchanger 500 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 is cooled into a medium-temperature and high-pressure fluid after passing through the battery pack heat exchanger 500. The medium-temperature and high-pressure refrigerant is throttled and cooled by the third throttling element 830 to become a low-temperature and low-pressure wet steam or supercooled liquid, and then flows to the second off-vehicle heat exchanger 122. The refrigerant of branch 1 flowing to the second off-vehicle heat exchanger 122 and the refrigerant of branch 2 flowing to the second off-vehicle heat exchanger The refrigerant of the heat exchanger 122 converges at the eleventh on-off valve 1010, and then flows into the second external heat exchanger 122, and absorbs the heat of the motor cooling module 700 or the environment through the second external heat exchanger 122, completing the process of absorbing heat from the motor cooling module 700 or the environment. Next, the refrigerant flows to the gas-liquid separator 150 through the seventh on-off valve 970. The 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 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the air-heat and electric-heat states of the thermal management system 1.

[0196] It should be noted that when the inlet temperature of the battery pack heat exchanger 500 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 500 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the seventh throttling element 870 can be reduced to lower the inlet temperature of the battery pack heat exchanger 500, thereby realizing the control of different heating temperatures of the in-vehicle condenser 140 and the battery pack heat exchanger 500.

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

[0198] When the thermal management system 1 is in the electric heating state, the seventh on-off valve 970, the ninth on-off valve 990 and the eleventh on-off valve 1010 are opened, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the fourth on-off valve 940, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980 and the tenth on-off valve 1000 are closed, the third throttling element 830 is opened and plays a throttling role, the seventh throttling element 870 is opened, the battery pack heat exchanger 500 acts as a condenser, and the second external heat exchanger 122 acts as an evaporator.

[0199] That is, when the thermal management system 1 is in the electric heating state, the seventh on-off valve 970, the ninth on-off valve 990, the eleventh on-off valve 1010, the third throttling element 830 and the seventh throttling element 870 are open, and the other valve bodies can be closed.

[0200] Thus, the high-temperature and high-pressure gaseous refrigerant flows out of the compressor 110 and can flow to the battery pack heat exchanger 500 through the ninth on-off valve 990, and releases heat to the battery pack through the battery pack heat exchanger 500 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 is cooled into a medium-temperature and high-pressure fluid after passing through the battery pack heat exchanger 500. The medium-temperature and high-pressure refrigerant is throttled and cooled by the third throttling element 830 to become a low-temperature and low-pressure wet steam or supercooled liquid, and then flows to the second vehicle. The external heat exchanger 122 absorbs the heat of the motor cooling module 700 or the environment through the second external heat exchanger 122, completing the process of absorbing heat from the motor cooling module 700 or the environment. Next, the refrigerant flows to the gas-liquid separator 150 through the seventh on-off valve 970. The 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 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the electric heating state of the thermal management system 1.

[0201] A vehicle according to an embodiment of the present invention will be described below with reference to the accompanying drawings. The vehicle includes the thermal management system 1 according to the above-described embodiment of the present invention.

[0202] 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 500 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.

[0203] Other configurations and operations of the thermal management system 1 and the vehicle equipped with the same according to the embodiment of the present invention are well known to those skilled in the art and will not be described in detail herein.

[0204] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0205] While 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 invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A thermal management system (1), characterized in that: include: An air conditioning module, the air conditioning module comprising a compressor (110), an off-vehicle heat exchanger (120), and an on-vehicle evaporator (130) connected to form a refrigerant circuit, the compressor (110) having an inlet (111) and an outlet (112), the inlet (111) of the compressor (110) being connected to a first end of the on-vehicle evaporator (130), and the outlet (112) of the compressor (110) being connected to a first end of the off-vehicle heat exchanger (120); A first ejector (200), the first ejector (200) having a first ejection inlet (211), a second ejection inlet (212) and a first ejection outlet (231), the first ejection inlet (211) being connected to a second end of the off-vehicle heat exchanger (120), and the first ejection outlet (231) being connected to a second end of the on-vehicle evaporator (130); A refrigerator refrigeration module (300), wherein a first end of the refrigerator refrigeration module (300) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the refrigerator refrigeration module (300) is connected to the second injection inlet (212); a second ejector (600), the second ejector (600) having a third ejection inlet (610), a fourth ejection inlet (620) and a second ejection outlet (630), the third ejection inlet (610) being connected to the second end of the off-vehicle heat exchanger (120), and the fourth ejection inlet (620) being connected to the first end of the in-vehicle evaporator (130); A battery pack heat exchanger (500), wherein a first end of the battery pack heat exchanger (500) is connected to the second ejection outlet (630), and a second end of the battery pack heat exchanger (500) is connected to the inlet (111).

2. The thermal management system (1) according to claim 1, characterized in that The first ejection inlet (211) and the first ejection outlet (231) are respectively arranged at opposite ends of the first ejector (200), and the second ejection inlet (212) is arranged on the periphery of the first ejector (200); and / or The third ejection inlet (610) and the second ejection outlet (630) are respectively arranged at opposite ends of the second ejector (600), and the fourth ejection inlet (620) is arranged on the periphery of the second ejector (600).

3. The thermal management system (1) according to claim 2, characterized in that: Each of the first ejector (200) and the second ejector (600) comprises: A suction section (210), wherein the suction section (210) is provided with the first injection inlet (211) and the second injection inlet (212), or the suction section (210) is provided with the third injection inlet (610) and the fourth injection inlet (620); A mixing section (220), the mixing section (220) being connected to the suction section (210); A diffuser section (230), wherein the diffuser section (230) is connected to the mixing section (220) and is provided with the first ejection outlet (231) or the second ejection outlet (630).

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

5. The thermal management system (1) according to any one of claims 1 to 4, characterized in that: The air conditioning module also includes: a first on-off valve (910), wherein a first end of the first on-off valve (910) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the first on-off valve (910) is connected to the first injection inlet (211), so as to control the on-off between the off-vehicle heat exchanger (120) and the first injection inlet (211); A second on-off valve (920), wherein a first end of the second on-off valve (920) is connected to the first end of the in-vehicle evaporator (130), and a second end of the second on-off valve (920) is connected to the inlet (111) to control the on-off between the in-vehicle evaporator (130) and the inlet (111).

6. The thermal management system (1) according to claim 5, characterized in that The air conditioning module also includes: A first throttling element (810), wherein the first end of the first throttling element (810) is connected to the second end of the first on-off valve (910), and the second end of the first throttling element (810) is connected to the second end of the in-vehicle evaporator (130).

7. The thermal management system (1) according to claim 6, characterized in that The refrigerator refrigeration module (300) comprises: Refrigerator refrigeration heat exchanger (310); a second throttling element (820), wherein a first end of the second throttling element (820) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the second throttling element (820) is connected to the first end of the refrigerator refrigeration heat exchanger (310); a third on-off valve (930), wherein a first end of the third on-off valve (930) is connected to a second end of the refrigerator refrigeration heat exchanger (310), and a second end of the third on-off valve (930) is connected to the second injection inlet (212), so as to control the on-off between the refrigerator refrigeration heat exchanger (310) and the second injection inlet (212); A fourth on-off valve (940), wherein a first end of the fourth on-off valve (940) is connected to the second end of the refrigerator refrigeration heat exchanger (310), and a second end of the fourth on-off valve (940) is connected to the inlet (111) to control the on-off between the refrigerator refrigeration heat exchanger (310) and the inlet (111).

8. The thermal management system (1) according to claim 7, characterized in that The battery pack heat exchanger (500) further includes: a fifth on-off valve (950), wherein a first end of the fifth on-off valve (950) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the fifth on-off valve (950) is connected to the third injection inlet (610), so as to control the on-off between the off-vehicle heat exchanger (120) and the third injection inlet (610); The third throttling element (830), the fifth on-off valve (950) and the second ejector (600) are connected in series and in parallel with the third throttling element (830). When the fifth on-off valve (950) disconnects the external heat exchanger (120) and the third ejector inlet (610), the refrigerant of the external heat exchanger (120) passes through the third throttling element (830) and enters the battery pack heat exchanger (500).

9. The thermal management system (1) according to claim 8, characterized in that The battery pack heat exchanger (500) further includes: A sixth on-off valve (960), wherein the first end of the sixth on-off valve (960) is connected to the second end of the battery pack heat exchanger (500), and the second end of the sixth on-off valve (960) is connected to the inlet (111) to control the on-off between the battery pack heat exchanger (500) and the inlet (111).

10. The thermal management system (1) according to claim 9, characterized in that The air conditioning module also includes: an in-vehicle condenser (140), wherein a first end of the in-vehicle condenser (140) is connected to the outlet (112), and a second end of the in-vehicle condenser (140) is connected to the first end of the out-vehicle heat exchanger (120); A seventh on-off valve (970), wherein the first end of the seventh on-off valve (970) is connected to the second end of the off-vehicle heat exchanger (120), and the second end of the seventh on-off valve (970) is connected to the inlet (111) to control the on-off between the off-vehicle heat exchanger (120) and the inlet (111).

11. The thermal management system (1) according to claim 10, characterized in that The air conditioning module also includes: a fourth throttling element (840), wherein a first end of the fourth throttling element (840) is connected to the second end of the in-vehicle condenser (140), and a second end of the fourth throttling element (840) is connected to the first end of the out-vehicle heat exchanger (120); An eighth on-off valve (980), the eighth on-off valve (980) is connected in parallel with the fourth throttling element (840) to control the on-off between the in-vehicle condenser (140) and the out-vehicle heat exchanger (120).

12. The thermal management system (1) according to claim 11, characterized in that Also includes: A refrigerator heating module (320), the in-vehicle condenser (140) and the fourth throttling element (840) are connected in series and are connected in parallel to the refrigerator heating module (320).

13. The thermal management system (1) according to claim 12, characterized in that The refrigerator heating module (320) comprises: Refrigerator heating heat exchanger (321); a fifth throttling element (850), wherein a first end of the fifth throttling element (850) is connected to the outlet (112), and a second end of the fifth throttling element (850) is connected to a first end of the refrigerator heating heat exchanger (321); A sixth throttling element (860), wherein the first end of the sixth throttling element (860) is connected to the second end of the refrigerator heating heat exchanger (321), and the second end of the sixth throttling element (860) is connected to the first end of the vehicle exterior heat exchanger (120).

14. The thermal management system (1) according to claim 11, characterized in that The battery pack heat exchanger (500) further includes: a seventh throttling element (870), wherein a first end of the seventh throttling element (870) is connected to the first end of the battery pack heat exchanger (500), and a second end of the seventh throttling element (870) is connected to the first end of the sixth on-off valve (960); A ninth on-off valve (990), wherein a first end of the ninth on-off valve (990) is connected to the outlet (112), and a second end of the ninth on-off valve (990) is connected to the second end of the seventh throttling element (870).

15. The thermal management system (1) according to claim 14, characterized in that The battery pack heat exchanger (500) further includes: a first one-way valve (510), wherein a first end of the first one-way valve (510) is connected to a first end of the third throttling element (830), and a second end of the first one-way valve (510) is respectively connected to the first end of the first on-off valve (910), the first end of the seventh on-off valve (970), and the first end of the second throttling element (820), wherein the first one-way valve (510) only allows the refrigerant to flow from the battery pack heat exchanger (500) to at least one of the first on-off valve (910), the seventh on-off valve (970), and the second throttling element (820); A second one-way valve (520), wherein the first end of the second one-way valve (520) is connected to the first end of the fifth on-off valve (950), and the second end of the second one-way valve (520) is connected to the second end of the external heat exchanger (120), and the second one-way valve (520) only allows the refrigerant to flow from the external heat exchanger (120) to the first injection inlet (211).

16. The thermal management system (1) according to claim 14, characterized in that The off-vehicle heat exchanger (120) comprises: a first off-vehicle heat exchanger (121), wherein a first end of the first off-vehicle heat exchanger (121) is connected to the first end of the on-vehicle condenser (140), and a second end of the first off-vehicle heat exchanger (121) is respectively connected to the first end of the first on-off valve (910), the first end of the fifth on-off valve (950), the first end of the seventh on-off valve (970), and the first end of the second throttling element (820); 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).

17. The thermal management system (1) according to claim 16, characterized in that The invention also comprises a motor cooling module (700), wherein the motor cooling module (700) comprises: A three-way valve (710), the three-way valve (710) comprising a first connection port (711), a second connection port (712) and a third connection port (713); A motor cooling channel (720), wherein a first end of the motor cooling channel (720) is connected to the first connecting port (711); A motor heat exchanger (730), wherein a first end of the motor heat exchanger (730) is connected to the second connection port (712); The second off-board heat exchanger (122) has a first heat exchange channel and a second heat exchange channel, the first end of the first heat exchange channel is respectively connected to the third connection port (713) and the second end of the motor heat exchanger (730), the second end of the first heat exchange channel is connected to the second end of the motor cooling channel (720), the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger (500), and the second end of the second heat exchange channel is respectively connected to the first end of the first on-off valve (910), the first end of the seventh on-off valve (970) and the first end of the second throttling element (820).

18. The thermal management system (1) according to claim 16, characterized in that The air conditioning module also includes: a tenth on-off valve (1000), wherein the first end of the tenth on-off valve (1000) is connected to the second end of the in-vehicle condenser (140), and the second end of the tenth on-off valve (1000) is connected to the first end of the first out-vehicle heat exchanger (121), so as to control the on-off between the in-vehicle condenser (140) and the first out-vehicle heat exchanger (121); An eleventh on-off valve (1010), wherein the first end of the eleventh on-off valve (1010) is connected to the second end of the in-vehicle condenser (140), and the second end of the eleventh on-off valve (1010) is connected to the first end of the second out-vehicle heat exchanger (122) to control the on-off between the in-vehicle condenser (140) and the second out-vehicle heat exchanger (122).

19. The thermal management system (1) according to claim 18, characterized in that The thermal management system (1) has an air-cooling state; When the thermal management system (1) is in the air-cooling state, the first on-off valve (910), the second on-off valve (920), the eighth on-off valve (980) and the tenth on-off valve (1000) are opened, the third on-off valve (930), the fourth on-off valve (940), the fifth on-off valve (950), the sixth on-off valve (960), the seventh on-off valve (970), the ninth on-off valve (990) and the eleventh on-off valve (1010) are closed, the first throttling element (810) 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.

20. The thermal management system (1) according to claim 18, characterized in that The thermal management system (1) has an air cooling and electric cooling state; When the thermal management system (1) is in the air-cooling and electric-cooling state, the first on-off valve (910), the second on-off valve (920), the fifth on-off valve (950), the sixth on-off valve (960), the eighth on-off valve (980) and the tenth on-off valve (1000) are opened, the third on-off valve (930), the fourth on-off valve (940), the seventh on-off valve (970), the ninth on-off valve (990) and the eleventh on-off valve (1010) are closed, the first throttling element (810) is opened and plays a throttling role, the seventh throttling element (870) is opened, the first external heat exchanger (121) acts as a condenser, and the internal evaporator (130) and the battery pack heat exchanger (500) act as evaporators.

21. The thermal management system (1) according to claim 18, characterized in that The thermal management system (1) has air cooling, electric cooling and ice cooling states; When the thermal management system (1) is in the air-cooling, electric-cooling, and ice-cooling state, the first on-off valve (910), the second on-off valve (920), the third on-off valve (930), the fifth on-off valve (950), the sixth on-off valve (960), the eighth on-off valve (980), and the tenth on-off valve (1000) are opened, the fourth on-off valve (940), the seventh on-off valve (970), the ninth on-off valve (990), and the eleventh on-off valve (1010) are closed, the first throttling element (810) and the second throttling element (820) are opened and play a throttling role, the seventh throttling element (870) is opened, the first vehicle exterior heat exchanger (121) acts as a condenser, and the vehicle interior evaporator (130), the battery pack heat exchanger (500), and the refrigerator refrigeration heat exchanger (310) act as evaporators.

22. The thermal management system (1) according to claim 18, characterized in that The thermal management system (1) has an air-cooling and ice-cooling state; When the thermal management system (1) is in the air-cooling and ice-cooling state, the first on-off valve (910), the second on-off valve (920), the third on-off valve (930), the eighth on-off valve (980) and the tenth on-off valve (1000) are opened, the fourth on-off valve (940), the fifth on-off valve (950), the sixth on-off valve (960), the seventh on-off valve (970), the ninth on-off valve (990) and the eleventh on-off valve (1010) are closed, the first throttling element (810) and the second throttling element (820) are opened and play a throttling role, the first external heat exchanger (121) acts as a condenser, and the internal evaporator (130) and the refrigerator refrigeration heat exchanger (310) act as evaporators.

23. The thermal management system (1) according to claim 18, characterized in that The thermal management system (1) has an electric cooling and ice cooling state; When the thermal management system (1) is in the electric cooling and ice cooling state, the first on-off valve (910), the third on-off valve (930), the fifth on-off valve (950), the sixth on-off valve (960), the eighth on-off valve (980) and the tenth on-off valve (1000) are opened, the second on-off valve (920), the fourth on-off valve (940), the seventh on-off valve (970), the ninth on-off valve (990) and the eleventh on-off valve (1010) are closed, the second throttling element (820) and the third throttling element (830) are opened and play a throttling role, the seventh throttling element (870) is opened, the first off-vehicle heat exchanger (121) acts as a condenser, and the battery pack heat exchanger (500) and the refrigerator refrigeration heat exchanger (310) act as evaporators.

24. The thermal management system (1) according to claim 18, characterized in that The thermal management system (1) has a cold state; When the thermal management system (1) is in the cold state, the fourth on-off valve (940), the eighth on-off valve (980) and the tenth on-off valve (1000) are opened, the first on-off valve (910), the second on-off valve (920), the third on-off valve (930), the fifth on-off valve (950), the sixth on-off valve (960), the seventh on-off valve (970), the ninth on-off valve (990) and the eleventh on-off valve (1010) are closed, the second throttling element (820) is opened and plays a throttling role, the first external heat exchanger (121) acts as a condenser, and the refrigerator refrigeration heat exchanger (310) acts as an evaporator.

25. The thermal management system (1) according to claim 18, characterized in that The thermal management system (1) has an electric cooling state; When the thermal management system (1) is in the electric cooling state, the sixth on-off valve (960), the eighth on-off valve (980) and the tenth on-off valve (1000) are opened, the first on-off valve (910), the second on-off valve (920), the third on-off valve (930), the fourth on-off valve (940), the fifth on-off valve (950), the seventh on-off valve (970), the ninth on-off valve (990) and the eleventh on-off valve (1010) are closed, the third throttling element (830) is opened and plays a throttling role, the seventh throttling element (870) is opened, the first off-vehicle heat exchanger (121) acts as a condenser, and the battery pack heat exchanger (500) acts as an evaporator.

26. The thermal management system (1) according to claim 18, characterized in that The thermal management system (1) has an empty thermal state; When the thermal management system (1) is in the air-heat state, the seventh on-off valve (970) and the eleventh on-off valve (1010) are opened, the first on-off valve (910), the second on-off valve (920), the third on-off valve (930), the fourth on-off valve (940), the fifth on-off valve (950), the sixth on-off valve (960), the eighth on-off valve (980), the ninth on-off valve (990) and the tenth on-off valve (1000) are closed, the fourth throttling element (840) is opened and plays a throttling role, the in-vehicle condenser (140) acts as a condenser, and the second out-of-vehicle heat exchanger (122) acts as an evaporator.

27. The thermal management system (1) according to claim 18, characterized in that The thermal management system (1) has an air-heat and electric-heat state; When the thermal management system (1) is in the air-heating and electric-heating state, the seventh on-off valve (970), the ninth on-off valve (990) and the eleventh on-off valve (1010) are opened, the first on-off valve (910), the second on-off valve (920), the third on-off valve (930), the fourth on-off valve (940), the fifth on-off valve (950), the sixth on-off valve (960), the eighth on-off valve (980) and the tenth on-off valve (1000) are closed, the third throttling element (830) and the fourth throttling element (840) are opened and play a throttling role, the seventh throttling element (870) is opened, the in-vehicle condenser (140) and the battery pack heat exchanger (500) act as condensers, and the second out-of-vehicle heat exchanger (122) acts as an evaporator.

28. The thermal management system (1) according to claim 18, characterized in that The thermal management system (1) has an electric heating state; When the thermal management system (1) is in the electric heating state, the seventh on-off valve (970), the ninth on-off valve (990) and the eleventh on-off valve (1010) are opened, the first on-off valve (910), the second on-off valve (920), the third on-off valve (930), the fourth on-off valve (940), the fifth on-off valve (950), the sixth on-off valve (960), the eighth on-off valve (980) and the tenth on-off valve (1000) are closed, the third throttling element (830) is opened and plays a throttling role, the seventh throttling element (870) is opened, the battery pack heat exchanger (500) acts as a condenser, and the second off-vehicle heat exchanger (122) acts as an evaporator.

29. A vehicle, characterized in that: include: The thermal management system (1) according to any one of claims 1 to 28.

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