Thermal management system and vehicle

Abstract

The invention discloses a heat management system and a vehicle, the heat management system comprises an air conditioner module, the air conditioner module comprises a compressor, a vehicle exterior heat exchanger and a first vehicle interior heat exchanger, the compressor is provided with an outlet and an inlet, the outlet is connected to the first end of the vehicle exterior heat exchanger, and the second end of the vehicle exterior heat exchanger is connected to the first end of the first vehicle interior heat exchanger; the first ejector is provided with a first ejection inlet, a second ejection inlet and a first ejection outlet, the second end of the first in-vehicle heat exchanger is connected to the first ejection inlet, and an inlet of the first in-vehicle heat exchanger is connected to the first ejection outlet; the first end of the refrigerator heat exchange module is connected to the second end of the outside-car heat exchanger, and the second end of the refrigerator heat exchange module is connected to the second injection inlet. According to the heat management system, the pressure of the refrigerant flowing out of the refrigerator heat exchange module can be increased, the refrigerant pressure loss of the first in-vehicle heat exchanger can be reduced, it is guaranteed that the refrigerating capacity and the refrigerating efficiency of the heat management system are high, and then efficient double opening of air conditioner refrigeration and refrigerator refrigeration is achieved.

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. Background Art

[0002] The thermal management system in the related art usually includes the function of a vehicle refrigerator, that is, the thermal management system includes an air conditioning module and a refrigerator heat exchange module. However, in the cooling mode, since the evaporation pressure and cooling capacity of the passenger compartment and the refrigerator are different, the evaporation pressure and cooling capacity of the passenger compartment are higher than those of the refrigerator. Therefore, directly merging the refrigerant flowing through the first in-vehicle heat exchanger and the refrigerant flowing through the refrigerator heat exchange module and then flowing back to the compressor will increase the pressure loss of the air conditioning module, reduce the refrigerant flow rate, and reduce the cooling capacity, which will affect the cooling performance of the air conditioning module. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present invention is to provide a thermal management system, which can increase the pressure of the refrigerant flowing out of the refrigerator heat exchange module and reduce the refrigerant pressure loss of the first in-vehicle heat exchanger to ensure that the cooling capacity and cooling efficiency of the thermal management system are high, thereby realizing efficient dual opening of air conditioning cooling and refrigerator cooling.

[0004] The present invention also provides a vehicle having the above thermal management system. In order to achieve the above-mentioned purpose, a thermal management system is proposed according to a first aspect of the present invention, comprising: an air-conditioning module, the air-conditioning module comprising a compressor, an outdoor heat exchanger and a first indoor heat exchanger connected to form a refrigerant circuit, the compressor having an outlet and an inlet, the outlet being connected to the first end of the outdoor heat exchanger, and the second end of the outdoor heat exchanger being connected to the first end of the first indoor heat exchanger; a first ejector, the first ejector having a first ejection inlet, a second ejection inlet and a first ejection outlet, the second end of the first indoor heat exchanger being connected to the first ejection inlet, and the inlet being connected to the first ejection outlet; a refrigerator heat exchange module, the first end of the refrigerator heat exchange module being connected to the second end of the outdoor heat exchanger, and the second end of the refrigerator heat exchange module being connected to the second ejection inlet.

[0005] In this way, the thermal management system according to the embodiment of the present invention can increase the pressure of the refrigerant flowing out of the refrigerator heat exchange module and reduce the refrigerant pressure loss of the first in-vehicle heat exchanger to ensure that the cooling capacity and cooling efficiency of the thermal management system are high, thereby achieving efficient dual opening of air conditioning refrigeration and refrigerator refrigeration.

[0006] According to some embodiments of the present invention, the first ejection inlet and the first ejection outlet are respectively arranged at opposite ends of the first ejector, and the second ejection inlet is arranged at the periphery of the first ejector.

[0007] According to some embodiments of the present invention, the first ejector includes: an intake section, the intake section being provided with the first ejection inlet and the second ejection inlet; a mixing section, the mixing section being connected to the intake section; and a diffuser section, the diffuser section being connected to the mixing section and being provided with the first ejection outlet.

[0008] 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.

[0009] According to some embodiments of the present invention, the first ejector further comprises: an adjusting member, wherein the adjusting member is movably provided at the suction section along the axial direction of the suction section, and the adjusting member adjusts the fluid flow area of ​​the suction section by adjusting the gap between the adjusting member and the side wall of the suction section.

[0010] According to some embodiments of the present invention, the air conditioning module further includes: a first throttling element, a first end of the first throttling element being connected to the second end of the external heat exchanger, and a second end of the first throttling element being connected to the first end of the first internal heat exchanger.

[0011] According to some embodiments of the present invention, the refrigerator heat exchange module includes: a refrigerator 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 heat exchanger, and the second end of the refrigerator heat exchanger is connected to the second injection inlet.

[0012] According to some embodiments of the present invention, the air-conditioning module also includes: a second in-vehicle heat exchanger, a first end of the second in-vehicle heat exchanger is connected to the outlet; a third throttling element, a first end of the third throttling element is connected to the second end of the second in-vehicle heat exchanger, and a second end of the third throttling element is connected to the first end of the external heat exchanger; a first on-off valve, the first on-off valve is connected in parallel with the third throttling element to control the on-off between the second in-vehicle heat exchanger and the external heat exchanger.

[0013] According to some embodiments of the present invention, the air-conditioning module further includes: a second on-off valve, a first end of the second on-off valve being connected to the second end of the external heat exchanger, and a second end of the second on-off valve being connected to the inlet to control the on-off between the external heat exchanger and the inlet.

[0014] 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 is turned on, and the second on-off valve is turned off, and the second throttling element and the third throttling element are turned off, the first throttling element is turned on and plays a throttling role, the outdoor heat exchanger acts as a condenser, and the first indoor heat exchanger acts as an evaporator.

[0015] 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 is turned on, and the second on-off valve is turned off, the first throttling element and the second throttling element are both turned on and play a throttling role, the third throttling element is turned off, the outdoor heat exchanger acts as a condenser, and the first indoor heat exchanger and the refrigerator heat exchanger both act as evaporators.

[0016] 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 first on-off valve is turned on, and the second on-off valve is turned off, the second throttling element is turned on and plays a throttling role, and the first throttling element and the third throttling element are both turned off, the outdoor heat exchanger acts as a condenser, and the refrigerator heat exchanger acts as an evaporator.

[0017] 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 first on-off valve is disconnected, and the second on-off valve is connected, the third throttling element is opened and plays a throttling role, and the first throttling element and the second throttling element are both disconnected, the second in-vehicle heat exchanger acts as a condenser, and the outside-vehicle heat exchanger acts as an evaporator.

[0018] According to some embodiments of the present invention, the thermal management system further includes: a battery heat exchange module, a first end of the battery heat exchange module being selectively connected to the first end of the external heat exchanger and the second end of the external heat exchanger, and a second end of the battery heat exchange module being selectively connected to the inlet and the outlet.

[0019] According to some embodiments of the present invention, the battery heat exchange module includes: a battery pack heat exchanger, wherein the first end of the battery pack heat exchanger is respectively connected to the first end of the external heat exchanger and the second end of the external heat exchanger; a fourth throttling element, wherein the first end of the fourth throttling element can be selectively connected to the first end of the external heat exchanger and the second end of the external heat exchanger, and the second end of the fourth throttling element is connected to the first end of the battery pack heat exchanger; and a fifth throttling element, wherein the first end of the fifth throttling element is connected to the second end of the battery pack heat exchanger, and the second end of the fifth throttling element is connected to the second end of the fourth on-off valve.

[0020] According to some embodiments of the present invention, the thermal management system also includes: a third on-off valve, a first end of the third on-off valve is connected to the second end of the battery pack heat exchanger, and the second end of the third on-off valve is connected to the inlet to control the on-off between the battery pack heat exchanger and the inlet; a fourth on-off valve, a first end of the fourth on-off valve is connected to the outlet, and the second end of the fourth on-off valve is connected to the second end of the battery pack heat exchanger to control the on-off between the battery pack heat exchanger and the outlet.

[0021] According to some embodiments of the present invention, the battery heat exchange module also includes: a first one-way valve, a first end of the first one-way valve is connected to the first end of the fourth throttling element, and a second end of the first one-way valve is connected to the first end of the external heat exchanger, and the first one-way valve only allows refrigerant to flow from the battery pack heat exchanger to the first end of the external heat exchanger; a second one-way valve, a first end of the second one-way valve is connected to the second end of the external heat exchanger, and a second end of the second one-way valve is connected to the first end of the fourth throttling element, and the second one-way valve only allows refrigerant to flow from the external heat exchanger to the battery pack heat exchanger.

[0022] According to some embodiments of the present invention, there are multiple battery pack heat exchangers, the fourth throttling element and the fifth throttling element, multiple battery pack heat exchangers are connected in parallel, and both ends of each battery pack heat exchanger are respectively connected in series with the corresponding fourth throttling element and the fifth throttling element.

[0023] According to some embodiments of the present invention, the inlet includes a first inlet and a second inlet spaced apart from each other, the first injection outlet and the second end of the second on-off valve are both connected to the first inlet, and the second end of the third on-off valve is connected to the second inlet.

[0024] According to some embodiments of the present invention, the thermal management system also includes: a second ejector, the second ejector having a third ejection inlet, a fourth ejection inlet and a second ejection outlet, the third ejection inlet is connected to the second end of the battery pack heat exchanger, the fourth ejection inlet is connected to the first ejection outlet, and the second ejection outlet is connected to the first end of the third on-off valve.

[0025] According to some embodiments of the present invention, the battery heat exchange module also includes: a fifth on-off valve, the first end of the fifth on-off valve being respectively connected to the second end of the battery pack heat exchanger and the second end of the fourth on-off valve, and the second end of the fifth on-off valve being connected to the third injection inlet to control the on-off between the battery pack heat exchanger and the third injection inlet.

[0026] According to some embodiments of the present invention, the air-conditioning module also includes: a sixth on-off valve, the first end of the sixth on-off valve being respectively connected to the first injection outlet and the fourth injection inlet, and the second end of the sixth on-off valve being connected to the inlet to control the on-off between the first in-vehicle heat exchanger and the inlet.

[0027] According to some embodiments of the present invention, the outdoor heat exchanger includes: a first outdoor heat exchanger, a first end of the first outdoor heat exchanger being respectively connected to the second end of the second indoor heat exchanger and the second end of the first one-way valve, a second end of the first outdoor heat exchanger being respectively connected to the first end of the second on-off valve, the first end of the first throttling element, the first end of the second throttling element and the first end of the second one-way valve; and a second outdoor heat exchanger, the second outdoor heat exchanger being connected in parallel with the first outdoor heat exchanger.

[0028] 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 radiator, wherein the first end of the motor radiator is connected to the second connection port; wherein the second external heat exchanger has a first heat exchange channel and a second heat exchange channel, the first end of the first heat exchange channel is respectively connected to the third connection port and the second end of the motor heat exchanger, the second end of the first heat exchange channel is connected to the second end of the motor cooling channel, the first end of the second heat exchange channel is connected to the second end of the second internal heat exchanger and the second end of the first one-way valve, and the second end of the second heat exchange channel is respectively connected to the first end of the second on-off valve, the first end of the first throttling element, the first end of the second throttling element and the first end of the second one-way valve.

[0029] According to some embodiments of the present invention, the air-conditioning module also includes: a seventh on-off valve, the first end of the seventh on-off valve being respectively connected to the second end of the second in-vehicle heat exchanger and the second end of the first one-way valve, and the second end of the seventh on-off valve being connected to the first end of the first out-vehicle heat exchanger; an eighth on-off valve, the first end of the eighth on-off valve being respectively connected to the second end of the second in-vehicle heat exchanger and the second end of the first one-way valve, and the second end of the eighth on-off valve being connected to the first end of the second out-vehicle heat exchanger.

[0030] According to some embodiments of the present invention, there are multiple refrigerator heat exchangers and multiple second throttling elements, and the multiple refrigerator heat exchangers are respectively connected in series with the corresponding second throttling elements and then in parallel. The first end of each refrigerator heat exchanger is connected in series with the corresponding second throttling element, and the second ends of multiple refrigerator heat exchangers are all connected to the second injection inlet.

[0031] According to some embodiments of the present invention, the thermal management system further includes: a refrigerator heating module, and the second in-vehicle heat exchanger is connected in series with the third throttling element and is connected in parallel with the refrigerator heating module.

[0032] According to some embodiments of the present invention, the refrigerator heating module includes: a refrigerator heating heat exchanger; a sixth throttling element, a first end of the sixth throttling element is connected to the outlet, and a second end of the sixth throttling element is connected to the first end of the refrigerator heating heat exchanger; a seventh throttling element, a first end of the seventh throttling element is connected to the second end of the refrigerator heating heat exchanger, and a second end of the seventh throttling element is connected to the first end of the outdoor heat exchanger.

[0033] According to some embodiments of the present invention, the thermal management system further includes: a refrigerator heating film, wherein the refrigerator heating film is used to heat the internal space of the refrigerator.

[0034] According to some embodiments of the present invention, when the refrigerant is R134a, and the first in-vehicle heat exchanger and the refrigerator heat exchange module both act as evaporators, the pressure difference between the refrigerant flowing out of the first in-vehicle heat exchanger and the refrigerant flowing out of the refrigerator heat exchange module is 50kpa~251kpa; when the refrigerant is R1234yf, and the first in-vehicle heat exchanger and the refrigerator heat exchange module both act as evaporators, the pressure difference between the refrigerant flowing out of the first in-vehicle heat exchanger and the refrigerant flowing out of the refrigerator heat exchange module is 50kpa~254kpa; when the refrigerant is R290, and the first in-vehicle heat exchanger and the refrigerator heat exchange module both act as evaporators, the pressure difference between the refrigerant flowing out of the first in-vehicle heat exchanger and the refrigerant flowing out of the refrigerator heat exchange module is 68kpa~345kpa.

[0035] According to some embodiments of the present invention, when the refrigerant is R134a, and the battery heat exchange module and the first in-vehicle heat exchanger both act as evaporators, the pressure difference between the refrigerant flowing out of the battery heat exchange module and the refrigerant flowing out of the first in-vehicle heat exchanger is 160kpa~322kpa; when the refrigerant is R1234yf, and the battery heat exchange module and the first in-vehicle heat exchanger both act as evaporators, the pressure difference between the refrigerant flowing out of the battery heat exchange module and the refrigerant flowing out of the first in-vehicle heat exchanger is 157kpa~318kpa; when the refrigerant is R290, and the battery heat exchange module and the first in-vehicle heat exchanger both act as evaporators, the pressure difference between the refrigerant flowing out of the battery heat exchange module and the refrigerant flowing out of the first in-vehicle heat exchanger is 204kpa~416kpa.

[0036] According to a second aspect of the present invention, a vehicle is provided. The vehicle includes a thermal management system according to the first aspect of the present invention.

[0037] According to the vehicle of the second aspect embodiment of the present invention, by utilizing the thermal management system described in the first aspect embodiment of the present invention, the thermal management system can increase the pressure of the refrigerant flowing out of the refrigerator heat exchange module and reduce the refrigerant pressure loss of the first in-vehicle heat exchanger to ensure that the cooling capacity and cooling efficiency of the thermal management system are high.

[0038] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which: Figure 1 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention; 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; Figure 3 is a schematic structural diagram of a thermal management system in an air-cooling and ice-cooling state according to an embodiment of the present invention; Figure 4 is a schematic structural diagram of a thermal management system in a cold state according to an embodiment of the present invention; Figure 5 is a schematic structural diagram of a thermal management system in an empty heat state according to an embodiment of the present invention; Figure 6 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention in which a battery heat exchange module is added; Figure 7 is a schematic structural diagram of a thermal management system provided with multiple battery pack heat exchangers according to an embodiment of the present invention; Figure 8 is a schematic structural diagram of a compressor of a thermal management system according to an embodiment of the present invention having multiple inlets; Fig. 9 is a schematic structural diagram of a thermal management system provided with two ejectors according to an embodiment of the present invention; Fig.10 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention having multiple refrigerator heat exchangers; Fig.11 is a structural schematic diagram of a heat management system according to an embodiment of the present invention in which a refrigerator heating module is added; Fig.12 is a schematic structural diagram of a heat management system provided with a refrigerator heating film according to an embodiment of the present invention; Fig.13 is a schematic structural diagram of an ejector according to an embodiment of the present invention.

[0040] Reference numerals: 1. Thermal management system; 100, air conditioning module; 110, compressor; 111, outlet; 112, inlet; 113, first inlet; 114, second inlet; 120, external heat exchanger; 121, first external heat exchanger; 122, second external heat exchanger; 123, first heat exchange channel; 124, second heat exchange channel; 130, gas-liquid separator; 140, a first in-vehicle heat exchanger; 141, a first throttling element; 150, a second in-vehicle heat exchanger; 160, a third throttling element; 170, a first on-off valve; 180, a second on-off valve; 190, a sixth on-off valve; 191, a seventh on-off valve; 192, an eighth on-off valve; 200, first ejector; 210, first ejector inlet; 220, second ejector inlet; 230, first ejector outlet; 240, suction section; 250, mixing section; 260, diffuser section; 270, adjustment member; 280, throat; 300, refrigerator heat exchange module; 310, refrigerator heat exchanger; 320, second throttling element; 400, battery heat exchange module; 410, battery pack heat exchanger; 420, third on-off valve; 440, fourth on-off valve; 450, fourth throttling element; 460, fifth throttling element; 470, first one-way valve; 480, second one-way valve; 490, fifth on-off valve; 500, second ejector; 510, third ejection inlet; 520, fourth ejection inlet; 530, second ejection outlet; 600, refrigerator heating module; 610, refrigerator heating heat exchanger; 620, sixth throttling element; 630, seventh throttling element; 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 radiator; 800. Refrigerator heating film. DETAILED DESCRIPTION

[0041] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0042] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0043] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0044] In the description of the present invention, "plurality" means two or more than two, and "several" means one or more.

[0045] The following describes a thermal management system 1 according to an embodiment of the present invention with reference to the accompanying drawings.

[0046] like Figure 1-Figure 13 As shown, the thermal management system 1 according to the embodiment of the present invention includes an air conditioning module 100 , a first ejector 200 and a refrigerator heat exchange module 300 .

[0047] The air conditioning module 100 includes a compressor 110, an outdoor heat exchanger 120 and a first indoor heat exchanger 140 connected to form a refrigerant circuit. The compressor 110 has an outlet 111 and an inlet 112. The outlet 111 is connected to the first end of the outdoor heat exchanger 120, and the second end of the outdoor heat exchanger 120 is connected to the first end of the first indoor heat exchanger 140. The first ejector 200 has a first ejection inlet 210, a second ejection inlet 220 and a first ejection outlet 230. The second end of the first indoor heat exchanger 140 is connected to the first ejection inlet 210, and the inlet 112 is connected to the first ejection outlet 230. The first end of the refrigerator heat exchange module 300 is connected to the second end of the outdoor heat exchanger 120, and the second end of the refrigerator heat exchange module 300 is connected to the second ejection inlet 220.

[0048] The air conditioning module 100 in the embodiment of the present invention can cool or heat the passenger compartment, and the first ejector 200 can entrain the low-pressure fluid through the ejection of the high-pressure fluid, thereby achieving fluid mixing and energy exchange. In addition, the refrigerator heat exchange module 300 can refrigerate food or items.

[0049] According to the thermal management system 1 of an embodiment of the present invention, the first injection inlet 210 is connected to the second end of the first in-vehicle heat exchanger 140, the first injection outlet 230 is connected to the inlet 112 of the compressor 110, the first end of the first in-vehicle heat exchanger 140 is connected to the second end of the external heat exchanger 120, the first end of the refrigerator heat exchange module 300 is connected to the second end of the external heat exchanger 120, and the second end of the refrigerator heat exchange module 300 is connected to the second injection inlet 220.

[0050] Thus, the high-pressure and medium-temperature refrigerant flowing out of the external heat exchanger 120 can flow to the first ejector 200 after passing through the first internal heat exchanger 140. The high-pressure and medium-temperature refrigerant flowing to the first ejector 200 can undergo isentropic expansion in the first ejection inlet 210. The flow velocity of the refrigerant increases (the refrigerant in the first ejection outlet 230 can generally reach supersonic speed, and will be accompanied by a series of shock waves and pressure reduction), thus realizing the conversion of pressure energy into kinetic energy. In addition, since there is a large velocity difference and pressure difference between the working fluid (the refrigerant entering the first ejection inlet 210 from the first internal heat exchanger 140) and the ejection fluid (the refrigerant flowing from the refrigerator heat exchange module 300 into the second ejection inlet 220), the ejection fluid The refrigerant is continuously sucked into the working fluid and gradually begins to mix with the working fluid, realizing 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 230, 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 230 is between the pressures 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. After the mixed refrigerant with a pressure between that of the working fluid and the injection fluid flows out of the first injection outlet 230, it passes through the gas-liquid separator 130 and flows into the compressor 110 to complete the cycle.

[0051] Moreover, under the working condition that the first in-vehicle heat exchanger 140 and the refrigerator heat exchange module 300 are operating at the same time, the refrigerant flowing through the first in-vehicle heat exchanger 140 cools the passenger compartment through the first in-vehicle heat exchanger 140, and then flows into the first ejector 200 to mix with the refrigerant flowing through the refrigerator heat exchange module 300, so that the pressure of the refrigerant flowing out of the first ejection outlet can be between the pressure of the refrigerant flowing out of the first in-vehicle heat exchanger 140 and the pressure of the refrigerant flowing out of the refrigerator heat exchange module 300, that is, the present invention can increase the pressure of the refrigerant flowing out of the refrigerator heat exchange module 300 through the first ejector 200, and then flow back to the compressor 110 through the gas-liquid separator 130, thereby realizing the entire refrigeration cycle. With this arrangement, there is no need to artificially reduce the refrigerant pressure at the outlet of the first in-vehicle heat exchanger 140 before merging it with the refrigerant flowing out of the refrigerator heat exchange module 300, thereby reducing the pressure loss of the refrigerant flowing out of the first in-vehicle heat exchanger 140, which is beneficial to improving the cooling capacity and cooling efficiency of the thermal management system 1, and the operating stability of the thermal management system 1 can be higher.

[0052] In this way, the thermal management system 1 according to the embodiment of the present invention can increase the pressure of the refrigerant flowing out of the refrigerator heat exchange module 300 and reduce the refrigerant pressure loss of the first in-vehicle heat exchanger 140 to ensure that the cooling capacity and cooling efficiency of the thermal management system 1 are high.

[0053] In some specific embodiments of the present invention, Figure 1 and Fig.13 As shown, the first ejection inlet 210 and the first ejection outlet 230 are respectively disposed at opposite ends of the first ejector 200 , and the second ejection inlet 220 is disposed at the periphery of the first ejector 200 .

[0054] Among them, the high-pressure refrigerant flowing from the first in-vehicle heat exchanger 140 to the first ejector 200 can be the mainstream, that is, the refrigerant entering the ejector from the first ejector inlet 210 is the mainstream, and the low-pressure refrigerant flowing from the refrigerator heat exchange module 300 to the first ejector 200 can be the secondary flow, that is, the refrigerant entering the first ejector 200 from the second ejection inlet 220 is the secondary flow. In this way, the first ejection inlet 210 and the first ejection outlet 230 can be coaxially arranged, so that the refrigerant entering the first ejector 200 from the first ejection inlet 210 can be discharged more smoothly through the first ejection outlet 230, which is beneficial to improving the circulation of the refrigerant.

[0055] In some specific embodiments of the present invention, Figure 1 and Fig.13 As shown, the first ejector 200 includes a suction section 240 , a mixing section 250 , and a diffuser section 260 .

[0056] The suction section 240 is provided with a first injection inlet 210 and a second injection inlet 220 , the mixing section 250 is connected to the suction section 240 , and the diffuser section 260 is connected to the mixing section 250 and is provided with a first injection outlet 230 .

[0057] In this way, the high-pressure refrigerant flowing out of the first in-vehicle heat exchanger 140 can enter the suction section 240 from the first injection inlet 210, and the refrigerant flowing out of the refrigerator heat exchange module 300 can be continuously sucked in and enter the suction section 240 from the second injection inlet 220, and then the two parts of the refrigerant can be fully mixed in the mixing section 250 to achieve the transfer of momentum and energy. After reaching the diffusion section 260, the flow velocity of the refrigerant decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. Finally, the refrigerant can flow from the first injection outlet 230 to the gas-liquid separator 130, and flow back to the compressor 110 through the gas-liquid separator 130.

[0058] Furthermore, if Fig.13 As shown, the cross-sectional area of ​​the diffuser section 260 gradually increases in a direction away from the mixing section 250 .

[0059] That is to say, when the fluid passes through the diffuser section 260, the flow rate and pressure of the fluid will change due to the inconsistent diameter of the diffuser section 260. According to the Bernoulli equation and the continuity equation, when the fluid passes through the expanded diameter pipe section, the cross-sectional area increases, the flow rate of the fluid will decrease and the pressure will increase, thereby increasing the pressure of the refrigerant flowing back to the compressor.

[0060] In some specific embodiments of the present invention, Figure 1 and Fig.13 As shown, the first ejector 200 further includes an adjusting member 270. The adjusting member 270 may be an adjusting needle.

[0061] The adjusting member 270 is movably disposed at the suction section 240 along the axial direction of the suction section 240 . The adjusting member 270 adjusts the gap between the adjusting member 270 and the side wall of the suction section 240 to adjust the fluid flow area of ​​the suction section 240 .

[0062] For example, when the adjusting member 270 moves away from the suction section 240, the gap between the adjusting member 270 and the side wall of the suction section 240 can gradually increase, thereby increasing the fluid flow area of ​​the suction section 240, so that the refrigerant can flow into the first ejector 200 more smoothly through the first ejection inlet 210.

[0063] When the adjusting member 270 moves toward the suction section 240, the gap between the adjusting member 270 and the side wall of the suction section 240 can be gradually reduced, thereby reducing the fluid flow area of ​​the suction section 240, so that the pressure of the refrigerant flowing into the first ejector 200 through the first ejection inlet 210 can be greater.

[0064] Therefore, when the first in-vehicle heat exchanger 140 and the refrigerator heat exchange module 300 are running at the same time, the adjusting member 270 can be moved along the axial direction of the suction section 240 toward the suction section 240, so that the gap between the adjusting member 270 and the side wall of the suction section 240 is reduced, so as to reduce the flow area of ​​the working fluid flowing through the suction section 240. In this way, the flow rate and pressure of the working fluid can be increased, and the speed difference and pressure difference between the working fluid and the ejected fluid can be further increased, which is conducive to the ejected fluid being continuously sucked into the suction section 240, and then the working fluid and the ejected fluid can be mixed to realize the transfer of momentum and energy. As the two fluids are evenly mixed, the speed and pressure of the fluid gradually tend to be consistent. After reaching the diffuser section 260, the fluid speed decreases and the pressure increases, realizing the conversion of kinetic energy into pressure energy.

[0065] In addition, when the first in-vehicle heat exchanger 140 is operated alone, the adjusting member 270 can be moved along the axial direction of the suction section 240 in a direction away from the suction section 240, so that the gap between the adjusting member 270 and the side wall of the suction section 240 is increased, so as to increase the flow area of ​​the working fluid flowing through the suction section 240. In this way, the first ejector 200 can be used as a flow channel, so that the working fluid can smoothly flow back to the compressor 110 through the first ejector 200, and the refrigerant flow is smoother.

[0066] Among them, it should be noted that the coupling relationship between temperature and pressure in the refrigeration system is a key factor in the design and operation of the refrigeration system. The refrigerant evaporates (boils) in the evaporator and becomes vapor, absorbing the heat of the cooled substance. This process is carried out under a relatively constant pressure. The saturated evaporation temperature refers to the temperature at which the refrigerant changes from liquid to gas under the above constant pressure, which is the saturation temperature of the refrigerant. For the same substance, the saturation temperature is related to the pressure. The higher the temperature, the greater the energy of the molecules, the easier it is to leave the liquid and vaporize, and the corresponding saturation pressure is also higher. The saturated vapor pressure of the refrigerant is a single-valued function of temperature. This relationship can be described by a saturated vapor pressure curve. According to this characteristic, the temperature of the refrigerant can be reduced by reducing the pressure of the refrigerant; For example, taking the R134a refrigerant which is relatively popular in the market as an example, in the cooling mode, the target evaporation temperature of the R134a refrigerant in the first in-car heat exchanger 140 and the target evaporation temperature of the refrigerator heat exchanger 310 are not the same. The target evaporation temperature of the R134a refrigerant in the first in-car heat exchanger 140 is about 0~10℃ (corresponding to an evaporation pressure of 293~415kPa), and the target evaporation temperature of the R134a refrigerant in the refrigerator heat exchanger 310 is generally about -15~-5℃ (corresponding to an evaporation pressure of 164~243kPa). The evaporation temperature and the evaporation pressure are coupled. The lower the evaporation temperature, the lower the evaporation pressure. When the first in-vehicle heat exchanger 140 and the refrigerator heat exchange module 300 are both operating, the working evaporation pressure of the R134a refrigerant of the refrigerator heat exchange module 300 is about 160 kPa (corresponding to an evaporation temperature of about -15°C), and the working evaporation pressure of the R134a refrigerant of the first in-vehicle heat exchanger 140 is about 300 kPa (corresponding to an evaporation temperature of about 0°C). At this time, if there is no pressure regulating device to regulate the pressure of the refrigerant flowing out of the first in-vehicle heat exchanger 140 or the pressure of the refrigerant flowing out of the refrigerator heat exchanger 310, it will be impossible to merge the refrigerant flowing out of the first in-vehicle heat exchanger 140 and the refrigerant flowing out of the refrigerator heat exchanger 310 into the compressor 110.

[0067] In addition, the evaporation temperatures of refrigerators, air conditioners and batteries, which are commonly used refrigerants in the vehicle's thermal management system 1, and the corresponding saturation pressures (in kPa) are shown in the following table:

[0068] Among them, it should be noted that R134a is the type of automotive refrigerant currently used in China. It has a lower ozone depletion potential (ODP), but its greenhouse effect value (GWP) is still high. R134a refrigerant provides stable performance and good energy efficiency ratio in automotive air-conditioning systems. R1234yf is a mixed refrigerant and a new type of refrigerant that has been widely studied in recent years. As a more environmentally friendly option, although R1234yf costs more than R134a, it performs well in terms of safety and environmental friendliness. At present, many European countries have adopted R1234yf as a automotive refrigerant. R290 refrigerant is a natural refrigerant with a chemical name of propane. Its ODP is 0 and its GWP value is very low, which is 3. It has almost no direct impact on the greenhouse effect. R290 has excellent thermal performance, low price, and large cooling capacity per unit volume. However, R290 is classified as A3, which means highly flammable. Therefore, safety measures need to be strengthened during use to ensure that the filling volume is controlled within the prescribed values ​​of relevant regulations.

[0069] In addition, if Fig.13 As shown, a nozzle is provided at the first injection inlet 210, A1 is the cross-sectional area of ​​the nozzle outlet, A0 is the cross-sectional area of ​​the throat 280, and A p A is the cross-sectional area of ​​the first injection inlet 210 , and A3 is the cross-sectional area of ​​the mixing section 250 .

[0070] G p is the cross-sectional mass flow rate of the first injection inlet 210, is the fluid density, w p The fluid flow rate at the first injection inlet 210, P P is the fluid pressure at the first injection inlet 210, T p is the fluid temperature at the first injection inlet 210 .

[0071] P H is the fluid pressure at the second injection inlet 220, T H is the fluid temperature at the second injection inlet 220, G H is the fluid mass flow rate of the second injection inlet 220 .

[0072] P C is the outlet pressure of the first ejection outlet 230, T C is the fluid temperature at the first injection outlet 230 .

[0073] l1 is the length of the nozzle's tapered section, l2 is the length of the nozzle's outlet section, l3 is the distance between the nozzle and the mixing section 250 , l4 is the length of the mixing section, and l5 is the length of the diffuser section 260 .

[0074] The pressure P of the first ejection outlet 230 is c , the pressure P of the first injection inlet 210 P and the pressure P of the second injection inlet 220 H The relationship between the three is as follows:

[0075] In the formula

[0076] ——Critical velocity of low-pressure steam inhalation ——Critical velocity of high pressure inlet steam - Velocity coefficient of motive steam ——Velocity coefficient of steam suction ——Adiabatic coefficient ——Velocity coefficient of the diffuser ——The reduced isentropic velocity of the first injection inlet 210 ——The reduced isentropic velocity of the second injection inlet 220 ——The reduced isentropic velocity of the first ejection outlet 230 ——The reduced mass velocity of the first injection inlet 210 ——The reduced mass velocity of the second injection inlet 220 ——The converted mass velocity of the first ejection outlet 230 In addition, there is the following relationship:

[0077]

[0078]

[0079]

[0080]

[0081]

[0082]

[0083] By solving the above equations, the pressure P at the first ejection outlet 230 can be obtained: c .

[0084] In some specific embodiments of the present invention, Figure 1 As shown, the air conditioning module 100 further includes a first throttling element 141 , a first end of the first throttling element 141 is connected to a second end of the external heat exchanger 120 , and a second end of the first throttling element 141 is connected to a first end of the first internal heat exchanger 140 .

[0085] For example, the first throttling element 141 may be an electronic expansion valve.

[0086] In this way, the first throttling element 141 can throttle and cool the refrigerant flowing into the first in-vehicle heat exchanger 140, 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 in the vehicle through the first in-vehicle heat exchanger 140, thereby achieving a better cooling effect on the passenger compartment.

[0087] In some specific embodiments of the present invention, Figure 1 As shown, the refrigerator heat exchange module 300 includes a refrigerator heat exchanger 310 and a second throttling element 320 .

[0088] A first end of the second throttling element 320 is connected to a second end of the exterior heat exchanger 120 , and a second end of the second throttling element 320 is connected to a first end of the refrigerator heat exchanger 310 , and a second end of the refrigerator heat exchanger 310 is connected to the second injection inlet 220 .

[0089] The second throttling element 320 may be an electronic expansion valve.

[0090] In this way, the second throttling element 320 can throttle and cool the refrigerant flowing into the refrigerator 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 refrigerator heat through the refrigerator heat exchanger 310, so that the refrigerator can refrigerate food or items.

[0091] In addition, the refrigerant flowing through the refrigerator heat exchanger 310 can flow to the first ejector 200 through the second ejector inlet 220, and the refrigerant merges with the refrigerant flowing into the first ejector 200 from the first in-vehicle heat exchanger 140 in the first ejector 200, and then flows to the gas-liquid separator 130, and then flows back to the compressor 110, thereby completing the entire refrigeration cycle.

[0092] In some specific embodiments of the present invention, Figure 1 As shown, the air conditioning module 100 further includes a second in-vehicle heat exchanger 150 , a third throttle element 160 and a first on-off valve 170 .

[0093] The first end of the second in-vehicle heat exchanger 150 is connected to the outlet 111, the first end of the third throttling element 160 is connected to the second end of the second in-vehicle heat exchanger 150, and the second end of the third throttling element 160 is connected to the first end of the external heat exchanger 120, and the first on-off valve 170 is connected in parallel with the third throttling element 160 to control the on-off between the second in-vehicle heat exchanger 150 and the external heat exchanger 120.

[0094] The first on-off valve 170 may be a solenoid valve, and the third throttling element 160 may be an electronic expansion valve.

[0095] In this way, when the thermal management system 1 releases heat to the interior of the vehicle through the second in-vehicle heat exchanger 150 to heat the interior of the vehicle, the third throttling element 160 can be opened and the first on-off valve 170 can be disconnected, so that the refrigerant after releasing heat to the interior of the vehicle through the second in-vehicle heat exchanger 150 can be throttled and cooled through the third throttling element 160, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and then the refrigerant can flow to the outdoor heat exchanger 120 and fully absorb the heat of the external environment through the outdoor heat exchanger 120, and the heat absorption is more sufficient; and when it is not necessary to heat the passenger compartment, there is no wind passing through the second in-vehicle heat exchanger 150, and the second in-vehicle heat exchanger 150 acts as a pipeline. At this time, the third throttling element 160 can be disconnected and the first on-off valve 170 can be turned on, and the refrigerant flowing through the second in-vehicle heat exchanger 150 can directly flow to the outdoor heat exchanger 120 through the first on-off valve 170.

[0096] In some specific embodiments of the present invention, Figure 5 As shown, a second end of the second on-off valve 180 is connected to the inlet 112 to control the on-off between the external heat exchanger 120 and the inlet 112 .

[0097] The second on-off valve 180 may be a solenoid valve.

[0098] In this way, when the thermal management system 1 heats the passenger compartment, the second on-off valve 180 can be turned on. At this time, the refrigerant flows through the second in-vehicle heat exchanger 150 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 second on-off valve 180, completing the heating cycle of the passenger compartment. The refrigerant flow path is simpler.

[0099] In some specific embodiments of the present invention, Figure 2As shown, 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 170 is turned on, and the second on-off valve 180 is turned off, the first throttling element 141 is turned on and plays a throttling role, and the second throttling element 320 and the third throttling element 160 are turned off, the outdoor heat exchanger 120 acts as a condenser, and the first indoor heat exchanger 140 acts as an evaporator.

[0100] That is, the first on-off valve 170 and the first throttling element 141 are in conduction, and other valve bodies may be in a disconnected state.

[0101] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the second in-vehicle heat exchanger 150 through the compressor 110. At this time, there is no wind passing through the second in-vehicle heat exchanger 150, that is, the second in-vehicle heat exchanger 150 only flows through as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the external heat exchanger 120 through the first on-off valve 170, and releases heat to the environment through the external heat exchanger 120. The fluid flowing out of the external heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). Then, the medium-temperature and high-pressure refrigerant is cooled and reduced in temperature through the first throttling element 141 and becomes a low-temperature and low-pressure wet steam or a supercooled The liquid, low-temperature and low-pressure refrigerant flows to the first in-vehicle heat exchanger 140, absorbs the heat in the vehicle through the first in-vehicle heat exchanger 140, and then can reduce the temperature of the passenger compartment to achieve cooling in the vehicle. Then the refrigerant flows through the first ejector 200, and the first ejector 200 only serves as a flow channel. After the refrigerant flows out of the first ejector 200, it flows into the gas-liquid separator 130. The gas-liquid separator 130 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 112, completing the cycle of the air-cooling state of the thermal management system 1.

[0102] In addition, it should be noted that the adjusting member 270 can be adjusted at this time to adjust the fluid flow area of ​​the suction section 240 to the maximum, so that the first ejector 200 can serve as a flow channel, thereby allowing the refrigerant flowing out of the first in-vehicle heat exchanger 140 to flow back to the compressor 110 more smoothly through the first ejector 200.

[0103] In some specific embodiments of the present invention, Figure 3 As shown, the thermal management system 1 has an air-cooled ice-cold state. When the thermal management system 1 is in the air-cooled ice-cold state, the first on-off valve 170 is turned on, and the second on-off valve 180 is turned off, the first throttling element 141 and the second throttling element 320 are both turned on and play a throttling role, the third throttling element 160 is turned off, the outdoor heat exchanger 120 acts as a condenser, and the first indoor heat exchanger 140 and the refrigerator heat exchanger 310 both act as evaporators.

[0104] That is, the first on-off valve 170 , the first throttling element 141 and the second throttling element 320 are in conduction, and the other valve bodies may be in a disconnected state.

[0105] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the second in-vehicle heat exchanger 150 through the compressor 110. At this time, no wind passes through the second in-vehicle heat exchanger 150, that is, the second in-vehicle heat exchanger 150 only serves as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the first on-off valve 170, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). Then, the medium-temperature and high-pressure refrigerant is divided into two branches: The refrigerant in branch 1 is cooled by the first throttling element 141 and becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the first in-vehicle heat exchanger 140, absorbs the heat in the vehicle through the first in-vehicle heat exchanger 140, and then can reduce the temperature of the passenger compartment, realizing cooling in the vehicle. Then the refrigerant flows through the first injection inlet 210 and flows into the first injector 200.

[0106] The refrigerant in branch 2 is cooled by the second throttling element 320 and becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the refrigerator heat exchanger 310, absorbs the heat inside the refrigerator through the refrigerator heat exchanger 310, and then reduces the temperature inside the refrigerator, thereby realizing the refrigeration of the refrigerator. Next, the refrigerant flows into the first ejector 200 through the second ejector inlet 220. The refrigerant flowing in from the first ejector inlet 210 and the refrigerant flowing in from the second ejector inlet 220 are mixed in the ejector to form wet steam or supercooled liquid with a higher evaporation pressure, so that the refrigerant flowing out of the first in-vehicle heat exchanger 140 is mixed with the refrigerant flowing out of the refrigerator heat exchanger 310 to form a refrigerant with a higher evaporation pressure.

[0107] Then, the mixed refrigerant flows from the first injection outlet 230 to the gas-liquid separator 130. The gas-liquid separator 130 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 112, completing the air-cooling and icy-cooling state cycle of the thermal management system 1.

[0108] In addition, it should be noted that at this time, the adjusting member 270 can be adjusted to adjust the fluid flow area of ​​the suction section 240 to the minimum, so that the pressure of the refrigerant flowing out of the first in-vehicle heat exchanger 140 can be relatively high, so as to inject the lower-pressure refrigerant flowing out of the refrigerator heat exchanger 310, and after mixing together, it becomes dry steam of intermediate pressure and then flows out from the first injection outlet 230 into the gas-liquid separator 130.

[0109] In some specific embodiments of the present invention, Figure 4 As shown, the thermal management system 1 has a cold state. When the thermal management system 1 is in the cold state, the first on-off valve 170 is turned on, and the second on-off valve 180 is turned off, the second throttling element 320 is turned on and plays a throttling role, and the first throttling element 141 and the third throttling element 160 are both turned off, the outdoor heat exchanger 120 acts as a condenser, and the refrigerator heat exchanger 310 acts as an evaporator.

[0110] That is, the first on-off valve 170 and the second throttling element 320 are in conduction, and the other valve bodies may be in a disconnected state.

[0111] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the second in-vehicle heat exchanger 150 through the compressor 110. At this time, there is no wind passing through the second in-vehicle heat exchanger 150, that is, the second in-vehicle heat exchanger 150 only flows through as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the external heat exchanger 120 through the first on-off valve 170, and releases heat to the environment through the external heat exchanger 120. What flows out of the external heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). Then, the medium-temperature and high-pressure refrigerant is cooled and cooled by the second throttling element 320 and becomes low-temperature and low-pressure wet steam or overheated steam. The cold liquid, low-temperature and low-pressure refrigerant flows to the refrigerator heat exchanger 310, absorbs the heat in the refrigerator through the refrigerator heat exchanger 310, and then can reduce the temperature inside the refrigerator to achieve the refrigeration of the refrigerator. Then the refrigerant flows through the first ejector 200, and the first ejector 200 only serves as a flow channel. After the refrigerant flows out of the first ejector 200, it flows into the gas-liquid separator 130. The gas-liquid separator 130 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stability of the compressor 110 suction. Finally, the refrigerant returns to the compressor 110 through the inlet 112, completing the air-cooling state cycle of the thermal management system 1.

[0112] In some specific embodiments of the present invention, Figure 5 As shown, the thermal management system 1 has an empty-heat state. When the thermal management system 1 is in the empty-heat state, the first on-off valve 170 is disconnected, and the second on-off valve 180 is turned on, the third throttling element 160 is opened and plays a throttling role, and the first throttling element 141 and the second throttling element 320 are both disconnected, the second in-vehicle heat exchanger 150 acts as a condenser, and the outdoor heat exchanger 120 acts as an evaporator.

[0113] That is, the second on-off valve 180 and the third throttling element 160 are connected, and other valve bodies can be in an off state.

[0114] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the second in-vehicle heat exchanger 150 through the compressor 110, and release heat to the passenger compartment through the second in-vehicle heat exchanger 150 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 second in-vehicle heat exchanger 150. The medium-temperature and high-pressure refrigerant is then throttled and cooled through the third throttling element 160 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows into the outdoor heat exchanger 120, and fully absorbs external heat through the outdoor heat exchanger 120 to complete the process of absorbing heat from the environment. Next, the refrigerant flows directly to the gas-liquid separator 130 through the second on-off valve 180. The gas-liquid separator 130 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stability of the compressor 110 suction. Finally, the refrigerant returns to the compressor 110 through the inlet 112 to complete the air-heat state cycle of the thermal management system 1.

[0115] In some specific embodiments of the present invention, Figure 6 As shown, the thermal management system 1 further includes a battery heat exchange module 400 .

[0116] The first end of the battery heat exchange module 400 can be selectively 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 battery heat exchange module 400 can be selectively connected to the inlet 112 and the outlet 111 .

[0117] In this way, when it is necessary to heat the battery pack through the battery heat exchange module 400, the refrigerant can be controlled to flow directly to the battery heat exchange module 400 through the outlet 111, so that the refrigerant can release heat to the battery pack through the battery heat exchange module 400 to heat the battery pack, and then the refrigerant flows to the external heat exchanger 120, and absorbs heat from the external environment through the external heat exchanger 120; and when it is necessary to cool the battery pack through the battery heat exchange module 400, the refrigerant can be controlled to release heat to the outside of the vehicle through the external heat exchanger 120 first, and then flow to the battery heat exchange module 400, and absorb the heat of the battery pack through the battery heat exchange module 400 to lower the temperature of the battery pack, and finally flow back to the compressor 110 through the inlet 112.

[0118] In addition, it can be understood that by adding a battery heat exchange module 400, the thermal management system 1 of the embodiment of the present invention can at least realize 12 working conditions, including in-vehicle cooling, battery cooling, refrigerator cooling, in-vehicle cooling + battery cooling, in-vehicle cooling + refrigerator cooling, battery cooling + refrigerator cooling, in-vehicle cooling + battery cooling + refrigerator cooling, in-vehicle heating, battery heating, in-vehicle heating + battery heating, air conditioning dehumidification and air conditioning defogger, and the in-vehicle cooling or heating is independent of the battery pack and the refrigerator, without interaction and without affecting each other.

[0119] Furthermore, if Figure 6As shown, the battery heat exchange module 400 includes a battery pack heat exchanger 410 , a fourth throttling element 450 and a fifth throttling element 460 .

[0120] The first end of the battery pack heat exchanger 410 is respectively connected to the first end of the external heat exchanger 120 and the second end of the external heat exchanger 120, the first end of the fourth throttling element 450 can be selectively 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 fourth throttling element 450 is connected to the first end of the battery pack heat exchanger 410, the first end of the fifth throttling element 460 is connected to the second end of the battery pack heat exchanger 410, and the second end of the fifth throttling element 460 is connected to the second end of the fourth on-off valve 440.

[0121] The fourth throttling element 450 may be an electronic expansion valve, the fifth throttling element 460 may be an electronic expansion valve, or the fifth throttling element 460 may be a large-diameter electronic expansion valve.

[0122] Among them, the first end of the fourth throttling element 450 can be selectively connected to the first end of the external heat exchanger 120 and the second end of the external heat exchanger 120, which means that the first end of the fourth throttling element 450 can be connected to the first end of the external heat exchanger 120 and disconnected from the second end of the external heat exchanger 120, or the first end of the fourth throttling element 450 can be disconnected from the first end of the external heat exchanger 120 and connected to the second end of the external heat exchanger 120.

[0123] In this way, when cooling the battery pack, the fourth throttling element 450 can throttle and cool the refrigerant flowing to the battery pack heat exchanger 410, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat of the battery pack through the battery pack heat exchanger 410, thereby providing a better cooling effect for the battery pack; or, when heating the battery pack, the fourth throttling element 450 can throttle and cool the refrigerant flowing out of the battery pack heat exchanger 410, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat of the external environment through the external heat exchanger 120, thereby providing more sufficient heat absorption.

[0124] In addition, by setting the fifth throttling element 460, when the inlet temperature of the battery pack heat exchanger 410 exceeds a certain range, the local temperature of the battery pack is likely to exceed its operating temperature range. Therefore, the required temperature of the second in-vehicle heat exchanger 150 needs to continue to increase (for example, the target temperature is 95°C), and when the inlet temperature of the battery pack heat exchanger 410 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 460 can be reduced to lower the inlet temperature of the battery pack heat exchanger 410, thereby realizing the control of different heating temperatures of the second in-vehicle heat exchanger 150 and the battery pack heat exchanger 410.

[0125] Furthermore, when cooling the battery pack, the refrigerant flowing out of the battery pack heat exchanger 410 can be throttled and reduced in pressure by the fifth throttling element 460 and then merged with the refrigerant with a higher evaporation pressure flowing out of the first in-vehicle heat exchanger 140 or the refrigerator heat exchanger 310, and then enter the gas-liquid separator 130 together.

[0126] In some specific embodiments of the present invention, Figure 6 As shown, the thermal management system 1 further includes a third on-off valve 420 and a fourth on-off valve 440 .

[0127] A first end of the third on-off valve 420 is connected to a second end of the battery pack heat exchanger 410 , and a second end of the third on-off valve 420 is connected to the inlet 112 to control the on-off between the battery pack heat exchanger 410 and the inlet 112 . A first end of the fourth on-off valve 440 is connected to the outlet 111 , and a second end of the fourth on-off valve 440 is connected to a second end of the battery pack heat exchanger 410 to control the on-off between the battery pack heat exchanger 410 and the outlet 111 .

[0128] The third on-off valve 420 and the fourth on-off valve 440 may be solenoid valves.

[0129] Therefore, when it is necessary to heat the battery pack through the battery pack heat exchanger 410, the fourth on-off valve 440 can be opened and the third on-off valve 420 can be opened, so that the refrigerant flowing out of the compressor 110 can directly flow to the battery pack heat exchanger 410 through the fourth on-off valve 440, so as to heat the battery pack through the battery pack heat exchanger 410. The refrigerant after heating the battery pack can be reduced from high temperature to medium temperature or low temperature, and then the cooled refrigerant can flow to the outdoor heat exchanger 120. The refrigerant can absorb heat from the air outside the vehicle through the outdoor heat exchanger 120, and the heat absorption is more sufficient.

[0130] When the battery pack needs to be cooled by the battery pack heat exchanger 410, the fourth on-off valve 440 can be disconnected and the third on-off valve 420 can be turned on. At this time, the high-temperature refrigerant flowing out of the compressor 110 is discharged to the second in-vehicle heat exchanger 150, and there is no wind passing through the second in-vehicle heat exchanger 150, that is, the second in-vehicle heat exchanger 150 only serves as a flow channel, and then the high-temperature and high-pressure refrigerant flows to the external heat exchanger 120 through the first on-off valve 170, and the high-temperature refrigerant releases heat to the outside air through the external heat exchanger 120, so that the high-temperature refrigerant can be cooled and become medium-temperature or low-temperature refrigerant, and then the refrigerant can flow from the external heat exchanger 120 to the battery pack heat exchanger 410, and the low-temperature refrigerant can absorb the heat of the battery pack through the battery pack heat exchanger 410, and then flow to the inlet 112 through the third on-off valve 420, and then can flow back to the compressor 110.

[0131] In addition, when the battery pack does not need to be heated or cooled, the third on-off valve 420 and the fourth on-off valve 440 can be disconnected, and the refrigerant no longer flows through the battery pack heat exchanger 410 .

[0132] In some specific embodiments of the present invention, Figure 6 As shown, the battery heat exchange module 400 further includes a first one-way valve 470 and a second one-way valve 480 .

[0133] The first end of the first one-way valve 470 is connected to the first end of the fourth throttling element 450, and the second end of the first one-way valve 470 is connected to the first end of the external heat exchanger 120. The first one-way valve 470 only allows the refrigerant to flow from the battery pack heat exchanger 410 to the first end of the external heat exchanger 120. The first end of the second one-way valve 480 is connected to the second end of the external heat exchanger 120, and the second end of the second one-way valve 480 is connected to the first end of the fourth throttling element 450. The second one-way valve 480 only allows the refrigerant to flow from the external heat exchanger 120 to the battery pack heat exchanger 410.

[0134] In this way, when heating the battery pack, the refrigerant flowing out of the battery pack heat exchanger 410 can flow to the external heat exchanger 120 through the first one-way valve 470, and the refrigerant can release heat to the battery pack through the battery pack heat exchanger 410 and then absorb heat from the outside of the vehicle through the external heat exchanger 120; when cooling the battery pack, the refrigerant flowing out of the external heat exchanger 120 can flow to the battery pack heat exchanger 410 through the second one-way valve 480, and the refrigerant can release heat to the outside of the vehicle through the external heat exchanger 120 and then absorb heat from the battery pack through the battery pack heat exchanger 410, and the flow path of the refrigerant will not be interfered with, and the flow of the refrigerant can be smoother.

[0135] In some specific embodiments of the present invention, Figure 7 As shown, there are multiple battery pack heat exchangers 410, fourth throttling elements 450 and fifth throttling elements 460, multiple battery pack heat exchangers 410 are connected in parallel, and both ends of each battery pack heat exchanger 410 are respectively connected in series with the corresponding fourth throttling element 450 and fifth throttling element 460.

[0136] In this way, multiple battery pack heat exchangers 410 can exchange heat with the battery pack at the same time, which is beneficial to improve the heating and cooling efficiency of the battery pack. For example, multiple battery pack heat exchangers 410 can be arranged on opposite sides of the battery pack to exchange heat with the battery pack at the same time, thereby improving the heat exchange efficiency with the battery pack.

[0137] Among them, in this embodiment, at least 12 working conditions can be realized, including in-car cooling, battery cooling, refrigerator cooling, in-car cooling + battery cooling, in-car cooling + refrigerator refrigeration, battery cooling + refrigerator refrigeration, in-car cooling + battery cooling + refrigerator refrigeration, in-car heating, battery heating, in-car heating + battery heating, air conditioning dehumidification and air conditioning defogger, and the in-car cooling or heating is independent of the battery pack and the refrigerator, without interaction and influence on each other.

[0138] In some specific embodiments of the present invention, Figure 8 As shown, the inlet 112 includes a first inlet 113 and a second inlet 114 separated from each other, the first ejection outlet 230 and the second end of the second on-off valve 180 are both connected to the first inlet 113 , and the second end of the third on-off valve 420 is connected to the second inlet 114 .

[0139] For example, the compressor 110 may be a scroll compressor.

[0140] The first inlet 113 of the compressor 110 may correspond to a cavity with a lower pressure, and the second inlet 114 may correspond to a cavity with a higher pressure.

[0141] In this way, the first injection outlet 230 and the external heat exchanger 120 can be connected to the first inlet 113, and the battery pack heat exchanger 410 can be connected to the second inlet 114. Under the condition that the first internal heat exchanger 140, the battery pack heat exchanger 410 and the refrigerator heat exchange module 300 are operating at the same time, the refrigerant with lower pressure flowing out of the first internal heat exchanger 140 and the refrigerator heat exchange module 300 can flow into the compressor 110 through the first inlet 113, and the refrigerant with higher pressure flowing out of the battery pack heat exchanger 410 can flow directly into the compressor 110 through the second inlet 114, and then the above two parts of refrigerant are compressed. After being pressurized in the compressor 110, the air is discharged from the compressor 110 through the outlet 111, thereby completing the refrigeration cycle of the thermal management system 1, and realizing the refrigeration of the passenger compartment, the battery pack and the refrigerator at the same time, without artificially reducing the pressure of the refrigerant flowing out of the battery pack heat exchanger 410, thereby greatly reducing the pressure loss of the refrigerant, which is beneficial to maintaining the refrigeration capacity and refrigeration efficiency of the thermal management system 1. The refrigeration capacity of the first in-vehicle heat exchanger 140, the battery pack heat exchanger 410 and the refrigerator heat exchange module 300 are relatively sufficient. In hot weather, the thermal management system 1 can meet the refrigeration needs of the passenger compartment, the battery pack and the refrigerator.

[0142] Among them, in this embodiment, at least 12 working conditions can be realized, including in-car cooling, battery cooling, refrigerator cooling, in-car cooling + battery cooling, in-car cooling + refrigerator refrigeration, battery cooling + refrigerator refrigeration, in-car cooling + battery cooling + refrigerator refrigeration, in-car heating, battery heating, in-car heating + battery heating, air conditioning dehumidification and air conditioning defogger, and the in-car cooling or heating is independent of the battery pack and the refrigerator, without interaction and influence on each other.

[0143] In some specific embodiments of the present invention, Fig. 9 As shown, the thermal management system 1 further includes a second ejector 500. The structure of the second ejector 500 may be the same as that of the first ejector 200.

[0144] The second ejector 500 has a third ejection inlet 510 , a fourth ejection inlet 520 and a second ejection outlet 530 . The third ejection inlet 510 is connected to the second end of the battery pack heat exchanger 410 , the fourth ejection inlet 520 is connected to the first ejection outlet 230 , and the second ejection outlet 530 is connected to the first end of the third on-off valve 420 .

[0145] In this way, an efficient mode can be achieved when refrigerator refrigeration, in-vehicle refrigeration and battery cooling work at the same time. Taking the efficient dual-opening mode of in-vehicle refrigeration and battery refrigeration as an example, under the condition that the first in-vehicle heat exchanger 140 and the battery pack heat exchanger 410 are running at the same time, after the refrigerant cools the passenger compartment through the first in-vehicle heat exchanger 140, the refrigerant flowing out of the first in-vehicle heat exchanger 140 flows to the first ejector 200. After flowing out of the first ejector 200 from the first ejection outlet 230, it can flow into the second ejector 500 through the fourth ejection inlet 520, and mix with the refrigerant entering the second ejector 500 from the battery pack heat exchanger 410, so that the refrigerant can reach a higher evaporation pressure, and then flow back to the compressor 110 through the gas-liquid separator 130 and the first inlet 113, thereby realizing the entire refrigeration cycle. With this arrangement, there is no need to artificially reduce the refrigerant pressure at the outlet of the battery pack heat exchanger 410 before merging it with the refrigerant flowing out of the first in-vehicle heat exchanger 140, thereby reducing the pressure loss of the refrigerant flowing out of the battery pack heat exchanger 410, which is beneficial to improving the cooling capacity and cooling efficiency of the thermal management system 1, thereby improving the system energy efficiency.

[0146] Among them, in this embodiment, at least 12 working conditions can be realized, including in-car cooling, battery cooling, refrigerator cooling, in-car cooling + battery cooling, in-car cooling + refrigerator refrigeration, battery cooling + refrigerator refrigeration, in-car cooling + battery cooling + refrigerator refrigeration, in-car heating, battery heating, in-car heating + battery heating, air conditioning dehumidification and air conditioning defogger, and the in-car cooling or heating is independent of the battery pack and the refrigerator, without interaction and influence on each other.

[0147] In some specific embodiments of the present invention, Fig. 9 As shown, the battery heat exchange module 400 also includes a fifth on-off valve 490 .

[0148] The first end of the fifth on-off valve 490 is respectively connected to the second end of the battery pack heat exchanger 410 and the second end of the fourth on-off valve 440, and the second end of the fifth on-off valve 490 is connected to the third injection inlet 510 to control the on-off between the battery pack heat exchanger 410 and the third injection inlet 510.

[0149] The fifth on-off valve 490 may be a solenoid valve.

[0150] In this way, when the thermal management system 1 only cools the battery pack and does not need to cool the passenger compartment or the refrigerator, the fifth on-off valve 490 can be disconnected. At this time, the low-temperature medium-pressure refrigerant flowing out of the battery pack heat exchanger 410 directly flows back to the compressor 110 through the gas-liquid separator 130 and the inlet 112.

[0151] 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 490 can be turned on. At this time, the low-temperature medium-pressure refrigerant flowing out of the battery pack heat exchanger 410 can flow to the third injection inlet 510 through the fifth on-off valve 490. At the same time, the low-temperature low-pressure refrigerant flowing out of the first in-vehicle heat exchanger 140 can enter the second injector 500 through the fourth injection inlet 520 after flowing through the first injector 200. The two parts of refrigerant are mixed in the second injector 500 to form wet steam or supercooled liquid with a higher evaporation pressure, and then the refrigerant flows back to the compressor 110 through the gas-liquid separator 130.

[0152] In some specific embodiments of the present invention, Fig. 9 As shown, the air conditioning module 100 further includes a sixth on-off valve 190 .

[0153] A first end of the sixth on-off valve 190 is connected to the first injection outlet 230 and the fourth injection inlet 520 , respectively, and a second end of the sixth on-off valve 190 is connected to the inlet 112 to control the on-off between the first in-vehicle heat exchanger 140 and the inlet 112 .

[0154] The sixth on-off valve 190 may be a solenoid valve.

[0155] Thus, the flow direction of the refrigerant flowing through the first in-vehicle heat exchanger 140 can be controlled by controlling the on and off of the sixth on-off valve 190. Specifically, when the refrigerant flowing out of the first in-vehicle heat exchanger 140 after cooling does not need to be mixed with the refrigerant flowing out of the battery pack heat exchanger 410 after cooling, the sixth on-off valve 190 can be turned on so that the refrigerant flowing through the first in-vehicle heat exchanger 140 can flow directly back to the compressor 110 through the first ejector 200 and the sixth on-off valve 190 in sequence.

[0156] When the refrigerant flowing out of the first in-vehicle heat exchanger 140 after cooling needs to be mixed with the refrigerant flowing out of the battery pack heat exchanger 410 after cooling, the sixth on-off valve 190 can be disconnected so that the refrigerant flowing through the first in-vehicle heat exchanger 140 can flow to the second ejector 500 through the fourth ejection inlet 520 after flowing through the first ejector 200. This part of the refrigerant is combined with the refrigerant flowing into the second ejector 500 from the battery pack heat exchanger 410 in the second ejector 500, and then flows to the gas-liquid separator 130 and flows back to the compressor 110.

[0157] In some specific embodiments of the present invention, Figure 7 As shown, the external heat exchanger 120 includes a first external heat exchanger 121 and a second external heat exchanger 122 .

[0158] The first end of the first external heat exchanger 121 is respectively connected to the second end of the second internal heat exchanger 150 and the second end of the first one-way valve 470, the second end of the first external heat exchanger 121 is respectively connected to the first end of the second on-off valve 180, the first end of the first throttling element 141, the first end of the second throttling element 320 and the first end of the second one-way valve 480, the second external heat exchanger 122 is connected in parallel with the first external heat exchanger 121.

[0159] In this way, the thermal management system 1 can absorb heat from the external environment through the first external heat exchanger 121 or the second external heat exchanger 122, or the thermal management system 1 can also absorb heat from the external environment through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, so that heat absorption from the external environment can be more sufficient.

[0160] In some specific embodiments of the present invention, Figure 6 As shown, the thermal management system 1 further includes a motor cooling module 700 , and the motor cooling module 700 includes a three-way valve 710 , a motor cooling channel 720 and a motor radiator 730 .

[0161] The three-way valve 710 includes a first connection port 711 , a second connection port 712 and a third connection port 713 . A first end of the motor cooling channel 720 is connected to the first connection port 711 , and a first end of the motor radiator 730 is connected to the second connection port 712 .

[0162] Among them, the second external heat exchanger 122 has a first heat exchange channel 123 and a second heat exchange channel 124, the first end of the first heat exchange channel 123 is respectively connected to the third connecting port 713 and the second end of the motor heat exchanger, the second end of the first heat exchange channel 123 is connected to the second end of the motor cooling channel 720, the first end of the second heat exchange channel 124 is connected to the second end of the second internal heat exchanger 150 and the second end of the first one-way valve 470, and the second end of the second heat exchange channel 124 is respectively connected to the first end of the second on-off valve 180, the first end of the first throttling element 141, the first end of the second throttling element 320 and the first end of the second one-way valve 480.

[0163] The motor cooling module 700 can release the heat of the motor into the outside air through the motor radiator 730 to dissipate heat and cool the motor cooling module 700.

[0164] Among them, the second external heat exchanger 122 can be a plate heat exchanger, that is, the first heat exchange channel 123 can be connected to the motor cooling module 700, and the second heat exchange channel 124 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.

[0165] In some specific embodiments of the present invention, Figure 6 As shown, the air conditioning module 100 further includes a seventh on-off valve 191 and an eighth on-off valve 192 .

[0166] The first end of the seventh on-off valve 191 is respectively connected to the second end of the second in-vehicle heat exchanger 150 and the second end of the first one-way valve 470, and the second end of the seventh on-off valve 191 is connected to the first end of the first outside-vehicle heat exchanger 121. The first end of the eighth on-off valve 192 is respectively connected to the second end of the second in-vehicle heat exchanger 150 and the second end of the first one-way valve 470, and the second end of the eighth on-off valve 192 is connected to the first end of the second outside-vehicle heat exchanger 122.

[0167] Among them, the seventh on-off valve 191 and the eighth on-off valve 192 can be solenoid valves.

[0168] Therefore, the refrigerant can flow through the first external heat exchanger 121 and / or the second external heat exchanger 122 through the cooperation of the seventh on-off valve 191 and the eighth on-off valve 192. Specifically, when the refrigerant needs to flow through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, the seventh on-off valve 191 and the eighth on-off valve 192 can be opened at the same time; when the refrigerant needs to flow through the first external heat exchanger 121 and not through the second external heat exchanger 122, the seventh on-off valve 191 can be opened and the eighth on-off valve 192 can be opened; when the refrigerant needs to flow through the second external heat exchanger 122 and not through the first external heat exchanger 121, the eighth on-off valve 192 can be opened and the seventh on-off valve 191 can be opened.

[0169] In addition, it should be noted that the seventh on-off valve 191 and the eighth on-off valve 192 can be controlled to open and close so as to control the refrigerant flowing out of the second in-vehicle heat exchanger 150 to flow to the first outside-vehicle heat exchanger 121 and / or the second outside-vehicle heat exchanger 122, or the refrigerant flowing out of the battery pack heat exchanger 410 can be controlled to flow to the first outside-vehicle heat exchanger 121 and / or the second outside-vehicle heat exchanger 122.

[0170] In some specific embodiments of the present invention, Fig.10 As shown, there are multiple refrigerator heat exchangers 310 and second throttling elements 320, and the multiple refrigerator heat exchangers 310 are respectively connected in series with the corresponding second throttling elements 320 and then in parallel. The first end of each refrigerator heat exchanger 310 is connected in series with the corresponding second throttling element 320, and the second ends of the multiple refrigerator heat exchangers 310 are all connected to the second injection inlet 220.

[0171] In this way, the refrigerant flowing to the refrigerator heat exchanger 310 needs to be throttled and cooled by the second throttling element 320, so that the refrigerant becomes low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, so that the refrigerant can fully absorb the heat of the refrigerator when flowing into the refrigerator heat exchanger, so that multiple refrigerators can refrigerate food or items. In addition, by setting up multiple refrigerator heat exchangers 310, multiple refrigerators can be set in the car, and then multiple refrigerators can be set in the front and rear rows of the vehicle respectively to improve the user experience. In addition, in this embodiment, at least 8 working conditions can be realized, including in-car refrigeration, refrigerator refrigeration, in-car refrigeration + refrigeration box refrigeration, in-car heating, refrigerator heating, in-car heating + heating box heating, air conditioning dehumidification, and air conditioning defogging.

[0172] In some specific embodiments of the present invention, Fig.11 As shown, the thermal management system 1 further includes a refrigerator heating module 600 , and the second in-vehicle heat exchanger 150 and the third throttling element 160 are connected in series and in parallel with the refrigerator heating module 600 .

[0173] In this way, the second in-vehicle heat exchanger 150 and the refrigerator heating module 600 may not interfere with each other, and the thermal management system 1 may heat the interior of the vehicle without heating the refrigerator, or may heat the refrigerator without heating the interior of the vehicle, or may heat the interior of the vehicle and the refrigerator at the same time.

[0174] Furthermore, if Fig.11 As shown, the refrigerator heating module 600 includes a refrigerator heating heat exchanger 610 , a sixth throttling element 620 and a seventh throttling element 630 .

[0175] The first end of the sixth throttling element 620 is connected to the outlet 111, and the second end of the sixth throttling element 620 is connected to the first end of the refrigerator heating heat exchanger 610, the first end of the seventh throttling element 630 is connected to the second end of the refrigerator heating heat exchanger 610, and the second end of the seventh throttling element 630 is connected to the first end of the vehicle external heat exchanger 120.

[0176] The sixth throttling element 620 and the seventh throttling element 630 may be electronic expansion valves, and the sixth throttling element 620 may be a large-diameter electronic expansion valve.

[0177] In this way, the seventh throttling element 630 can throttle and cool the refrigerant flowing out of the refrigerator heating heat exchanger 610, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat from the external environment through the external heat exchanger 120, thereby absorbing heat more fully.

[0178] In addition, by setting the sixth throttling element 620, when the inlet temperature of the refrigerator heating heat exchanger 610 exceeds a certain range, the local temperature in the refrigerator is likely to exceed its operating temperature range. Therefore, the required temperature of the second vehicle interior heat exchanger 150 needs to continue to increase (for example, the target temperature is 95°C), and when the inlet temperature of the refrigerator heating heat exchanger 610 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the sixth throttling element 620 can be reduced to lower the inlet temperature of the refrigerator heating heat exchanger 610, thereby realizing the control of different heating temperatures of the refrigerator heating heat exchanger 610 and the second vehicle interior heat exchanger 150.

[0179] Among them, in this embodiment, at least eight working conditions can be realized, including in-car cooling, refrigerator cooling, in-car cooling + refrigerator box cooling, in-car heating, refrigerator heating, in-car heating + heating box heating, air conditioning dehumidification, and air conditioning defogging. In addition, the refrigerator heating of the present invention can meet the heating needs of passengers in the car for food and beverages in cold weather.

[0180] In some specific embodiments of the present invention, Fig.12As shown, the thermal management system 1 further includes a refrigerator heating film 800, which is used to heat the internal space of the refrigerator. Specifically, a heat exchanger flat tube can be wrapped around the inner tank of the refrigerator, and then the refrigerator heating film 800 is attached to the outside of the heat exchanger flat tube. The refrigerator heating film 800 can heat the refrigerator to heat or keep food or items warm.

[0181] In some specific embodiments of the present invention, when the refrigerant is R134a, and the first in-car heat exchanger 140 and the refrigerator heat exchange module 300 both act as evaporators, the pressure difference between the refrigerant flowing out of the first in-car heat exchanger 140 and the refrigerant flowing out of the refrigerator heat exchange module 300 is 50kPa to 251kPa. Among them, when the refrigerant is R134a, the pressure range of the refrigerator heat exchange module 300 during cooling operation is usually 164kPa to 243kPa, and the pressure range of the first in-car heat exchanger 140 during cooling operation is usually 293kPa to 415kPa.

[0182] The refrigerator heat exchange module 300 acts as an evaporator, which means that the refrigerator heat exchange module 300 performs cooling work for the inside of the refrigerator, that is, the refrigerator heat exchanger 310 acts as an evaporator.

[0183] In addition, when the refrigerant is R1234yf, and both the first in-car heat exchanger 140 and the refrigerator heat exchange module 300 act as evaporators, the pressure difference between the refrigerant flowing out of the first in-car heat exchanger 140 and the refrigerant flowing out of the refrigerator heat exchange module 300 is 50kPa to 254kPa. Among them, when the refrigerant is R1234yf, the pressure range of the refrigerator heat exchange module 300 during cooling operation is usually 184kPa to 266kPa, and the pressure range of the first in-car heat exchanger 140 during cooling operation is usually 316kPa to 438kPa.

[0184] In addition, when the refrigerant is R290, and both the first in-car heat exchanger 140 and the refrigerator heat exchange module 300 act as evaporators, the pressure difference between the refrigerant flowing out of the first in-car heat exchanger 140 and the refrigerant flowing out of the refrigerator heat exchange module 300 is 68kPa to 345kPa. Among them, when the refrigerant is R290, the pressure range of the refrigerator heat exchange module 300 during cooling operation is usually 292kPa to 406kPa, and the pressure range of the first in-car heat exchanger 140 during cooling operation is usually 474kPa to 637kPa.

[0185] In this way, the difference between the refrigerant pressure flowing out of the refrigerator heat exchange module 300 and the refrigerant pressure flowing out of the first in-vehicle heat exchanger 140 can be relatively large. At this time, by setting the first ejector 200 for adjustment, the refrigerant pressure flowing out of the refrigerator heat exchange module 300 and the refrigerant pressure flowing out of the first in-vehicle heat exchanger 140 can be adjusted to be the same or similar, thereby effectively improving the refrigeration efficiency of the thermal management system 1. In addition, the difference between the refrigerant pressure flowing out of the refrigerator heat exchange module 300 and the refrigerant pressure flowing out of the first in-vehicle heat exchanger 140 will not be too large, so that the refrigerant pressure flowing out of the refrigerator heat exchange module 300 and the refrigerant pressure flowing out of the first in-vehicle heat exchanger 140 can be adjusted by the first ejector 200.

[0186] In some specific embodiments of the present invention, when the refrigerant is R134a, and the battery heat exchange module 400 and the first in-vehicle heat exchanger 140 both act as evaporators, the pressure difference between the refrigerant flowing out of the battery heat exchange module 400 and the refrigerant flowing out of the first in-vehicle heat exchanger 140 is 160kPa to 322kPa. When the refrigerant is R134a, the pressure range of the battery heat exchange module 400 during cooling operation is usually 575kPa to 615kPa, and the pressure range of the first in-vehicle heat exchanger 140 during cooling operation is usually 293kPa to 415kPa.

[0187] The battery heat exchange module 400 acts as an evaporator, which means that the battery heat exchange module 400 performs cooling work for the battery pack, that is, the battery heat exchanger 410 acts as an evaporator.

[0188] In addition, when the refrigerant is R1234yf, and the battery heat exchange module 400 and the first in-vehicle heat exchanger 140 both act as evaporators, the pressure difference between the refrigerant flowing out of the battery heat exchange module 400 and the refrigerant flowing out of the first in-vehicle heat exchanger 140 is 157kPa to 318kPa. Among them, when the refrigerant is R1234yf, the pressure range of the battery heat exchange module 400 during cooling operation is usually 595kPa to 634kPa, and the pressure range of the first in-vehicle heat exchanger 140 during cooling operation is usually 316kPa to 438kPa.

[0189] In addition, when the refrigerant is R290, and the battery heat exchange module 400 and the first in-vehicle heat exchanger 140 both act as evaporators, the pressure difference between the refrigerant flowing out of the battery heat exchange module 400 and the refrigerant flowing out of the first in-vehicle heat exchanger 140 is 204kPa to 416kPa. Among them, when the refrigerant is R290, the pressure range of the battery heat exchange module 400 during cooling operation is usually 841kPa to 890kPa, and the pressure range of the first in-vehicle heat exchanger 140 during cooling operation is usually 474kPa to 637kPa.

[0190] In this way, the difference between the refrigerant pressure flowing out of the battery heat exchange module 400 and the refrigerant pressure flowing out of the first in-vehicle heat exchanger 140 can be relatively large. At this time, by setting the second ejector 500 for adjustment, the refrigerant pressure flowing out of the battery heat exchange module 400 and the refrigerant pressure flowing out of the first in-vehicle heat exchanger 140 can be adjusted to be the same or similar, thereby effectively improving the cooling efficiency of the thermal management system 1. In addition, the difference between the refrigerant pressure flowing out of the battery heat exchange module 400 and the refrigerant pressure flowing out of the first in-vehicle heat exchanger 140 will not be too large, so that the refrigerant pressure flowing out of the battery heat exchange module 400 and the refrigerant pressure flowing out of the first in-vehicle heat exchanger 140 can be adjusted by the second ejector 500.

[0191] A vehicle according to an embodiment of the present invention will be described below with reference to the accompanying drawings. The vehicle includes a thermal management system 1 according to the above-described embodiment of the present invention.

[0192] 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 pressure of the refrigerant flowing out of the refrigerator heat exchange module 300 can be increased, and the refrigerant pressure loss of the first in-vehicle heat exchanger 140 can be reduced to ensure that the cooling capacity and cooling efficiency of the thermal management system 1 are high.

[0193] Other components and operations of the thermal management system 1 and the vehicle 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.

[0194] In the description of this specification, the description with reference to the terms "specific embodiment", "specific example", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0195] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system (1), characterized in that: include: An air conditioning module (100), the air conditioning module (100) comprising a compressor (110), an off-vehicle heat exchanger (120), and a first on-vehicle heat exchanger (140) connected to form a refrigerant circuit, the compressor (110) having an outlet (111) and an inlet (112), the outlet (111) being connected to a first end of the off-vehicle heat exchanger (120), and a second end of the off-vehicle heat exchanger (120) being connected to a first end of the first on-vehicle heat exchanger (140); a first ejector (200), the first ejector (200) having a first ejection inlet (210), a second ejection inlet (220), and a first ejection outlet (230), the second end of the first in-vehicle heat exchanger (140) being connected to the first ejection inlet (210), and the inlet (112) being connected to the first ejection outlet (230); A refrigerator heat exchange module (300), wherein a first end of the refrigerator heat exchange module (300) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the refrigerator heat exchange module (300) is connected to the second injection inlet (220).

2. The thermal management system (1) according to claim 1, characterized in that: The first ejection inlet (210) and the first ejection outlet (230) are respectively arranged at opposite ends of the first ejector (200), and the second ejection inlet (220) is arranged on the periphery of the first ejector (200).

3. The thermal management system (1) according to claim 2, characterized in that: The first ejector (200) comprises: A suction section (240), wherein the suction section (240) is provided with the first injection inlet (210) and the second injection inlet (220); a mixing section (250), the mixing section (250) being connected to the suction section (240); A diffuser section (260), the diffuser section (260) being connected to the mixing section (250) and provided with the first ejection outlet (230).

4. The thermal management system (1) according to claim 3, characterized in that The cross-sectional area of ​​the diffuser section (260) gradually increases in a direction away from the mixing section (250).

5. The thermal management system (1) according to claim 3, characterized in that: The first ejector (200) further comprises: An adjusting member (270) is movably disposed on the suction section (240) along the axial direction of the suction section (240); the adjusting member (270) adjusts the gap between the adjusting member (270) and the side wall of the suction section (240) to adjust the fluid flow area of ​​the suction section (240).

6. The thermal management system (1) according to claim 1, characterized in that The air conditioning module (100) further comprises: A first throttling element (141), wherein a first end of the first throttling element (141) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the first throttling element (141) is connected to the first end of the first in-vehicle heat exchanger (140).

7. The thermal management system (1) according to claim 6, characterized in that The refrigerator heat exchange module (300) comprises: Refrigerator heat exchanger (310); A second throttling element (320), wherein the first end of the second throttling element (320) is connected to the second end of the off-vehicle heat exchanger (120), and the second end of the second throttling element (320) is connected to the first end of the refrigerator heat exchanger (310), and the second end of the refrigerator heat exchanger (310) is connected to the second injection inlet (220).

8. The thermal management system (1) according to claim 7, characterized in that The air conditioning module (100) further comprises: A second in-vehicle heat exchanger (150), wherein a first end of the second in-vehicle heat exchanger (150) is connected to the outlet (111); a third throttling element (160), wherein a first end of the third throttling element (160) is connected to a second end of the second in-vehicle heat exchanger (150), and a second end of the third throttling element (160) is connected to the first end of the out-vehicle heat exchanger (120); A first on-off valve (170), the first on-off valve (170) being connected in parallel with the third throttling element (160) to control the on-off between the second in-vehicle heat exchanger (150) and the out-vehicle heat exchanger (120).

9. The thermal management system (1) according to claim 8, characterized in that The air conditioning module (100) further comprises: A second on-off valve (180), wherein a first end of the second on-off valve (180) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the second on-off valve (180) is connected to the inlet (112) to control the on-off between the off-vehicle heat exchanger (120) and the inlet (112).

10. The thermal management system (1) according to claim 9, 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 (170) is turned on, and the second on-off valve (180) is turned off, the first throttling element (141) is turned on and acts as a throttling element, and the second throttling element (320) and the third throttling element (160) are turned off, the external heat exchanger (120) acts as a condenser, and the first internal heat exchanger (140) acts as an evaporator.

11. The thermal management system (1) according to claim 9, characterized in that The thermal management system (1) has an air-cooling or ice-cooling state; When the thermal management system (1) is in the air-cooling / ice-cooling state, the first on-off valve (170) is turned on, and the second on-off valve (180) is turned off, the first throttling element (141) and the second throttling element (320) are both turned on and play a throttling role, the third throttling element (160) is turned off, the external heat exchanger (120) acts as a condenser, and the first internal heat exchanger (140) and the refrigerator heat exchanger (310) both act as evaporators.

12. The thermal management system (1) according to claim 9, characterized in that The thermal management system (1) has a cold state; When the thermal management system (1) is in the cold state, the first on-off valve (170) is turned on, and the second on-off valve (180) is turned off, the second throttling element (320) is turned on and acts as a throttling element, and the first throttling element (141) and the third throttling element (160) are both turned off, the off-vehicle heat exchanger (120) acts as a condenser, and the refrigerator heat exchanger (310) acts as an evaporator.

13. The thermal management system (1) according to claim 9, 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 first on-off valve (170) is disconnected, and the second on-off valve (180) is connected, the third throttling element (160) is opened and plays a throttling role, and the first throttling element (141) and the second throttling element (320) are both disconnected, the second in-vehicle heat exchanger (150) acts as a condenser, and the out-of-vehicle heat exchanger (120) acts as an evaporator.

14. The thermal management system (1) according to claim 9, characterized in that Also includes: A battery heat exchange module (400), wherein the first end of the battery heat exchange module (400) is selectively connected to the first end of the off-vehicle heat exchanger (120) and the second end of the off-vehicle heat exchanger (120), and the second end of the battery heat exchange module (400) is selectively connected to the inlet (112) and the outlet (111).

15. The thermal management system (1) according to claim 14, characterized in that The battery heat exchange module (400) comprises: A battery pack heat exchanger (410), wherein a first end of the battery pack heat exchanger (410) is selectively connected to the first end of the off-vehicle heat exchanger (120) and the second end of the off-vehicle heat exchanger (120); a fourth throttling element (450), wherein a first end of the fourth throttling element (450) is selectively connected to the first end of the off-vehicle heat exchanger (120) and the second end of the off-vehicle heat exchanger (120), and a second end of the fourth throttling element (450) is connected to the first end of the battery pack heat exchanger (410); A fifth throttling element (460), wherein the first end of the fifth throttling element (460) is connected to the second end of the battery pack heat exchanger (410), and the second end of the fifth throttling element (460) is connected to the second end of the fourth on-off valve (440).

16. The thermal management system (1) according to claim 15, characterized in that Also includes: a third on-off valve (420), wherein a first end of the third on-off valve (420) is connected to a second end of the battery pack heat exchanger (410), and a second end of the third on-off valve (420) is connected to the inlet (112), so as to control the on-off between the battery pack heat exchanger (410) and the inlet (112); A fourth on-off valve (440), wherein a first end of the fourth on-off valve (440) is connected to the outlet (111), and a second end of the fourth on-off valve (440) is connected to the second end of the battery pack heat exchanger (410), so as to control the on-off between the battery pack heat exchanger (410) and the outlet (111).

17. The thermal management system (1) according to claim 16, characterized in that The battery heat exchange module (400) further includes: a first one-way valve (470), wherein a first end of the first one-way valve (470) is connected to the first end of the fourth throttling element (450), and a second end of the first one-way valve (470) is connected to the first end of the off-vehicle heat exchanger (120), and the first one-way valve (470) only allows refrigerant to flow from the battery pack heat exchanger (410) to the first end of the off-vehicle heat exchanger (120); A second one-way valve (480), wherein the first end of the second one-way valve (480) is connected to the second end of the off-vehicle heat exchanger (120), and the second end of the second one-way valve (480) is connected to the first end of the fourth throttling element (450), and the second one-way valve (480) only allows the refrigerant to flow from the off-vehicle heat exchanger (120) to the battery pack heat exchanger (410).

18. The thermal management system (1) according to claim 16, characterized in that The battery pack heat exchanger (410), the fourth throttling element (450) and the fifth throttling element (460) are all multiple, and the multiple battery pack heat exchangers (410) are connected in parallel, and the two ends of each battery pack heat exchanger (410) are respectively connected in series with the corresponding fourth throttling element (450) and the fifth throttling element (460).

19. The thermal management system (1) according to claim 15, characterized in that The inlet (112) includes a first inlet (113) and a second inlet (114) that are spaced apart from each other; the first ejection outlet (230) and the second end of the second on-off valve (180) are both connected to the first inlet (113); and the second end of the third on-off valve (420) is connected to the second inlet (114).

20. The thermal management system (1) according to claim 15, characterized in that Also includes: A second ejector (500), wherein the second ejector (500) has a third ejection inlet (510), a fourth ejection inlet (520) and a second ejection outlet (530), wherein the third ejection inlet (510) is connected to the second end of the battery pack heat exchanger (410), the fourth ejection inlet (520) is connected to the first ejection outlet (230), and the second ejection outlet (530) is connected to the first end of the third on-off valve (420).

21. The thermal management system (1) according to claim 20, characterized in that The battery heat exchange module (400) further includes: A fifth on-off valve (490), wherein the first end of the fifth on-off valve (490) is respectively connected to the second end of the battery pack heat exchanger (410) and the second end of the fourth on-off valve (440), and the second end of the fifth on-off valve (490) is connected to the third injection inlet (510) to control the on-off between the battery pack heat exchanger (410) and the third injection inlet (510).

22. The thermal management system (1) according to claim 21, characterized in that The air conditioning module (100) further comprises: A sixth on-off valve (190), wherein a first end of the sixth on-off valve (190) is respectively connected to the first injection outlet (230) and the fourth injection inlet (520), and a second end of the sixth on-off valve (190) is connected to the inlet (112) to control the on-off between the first in-vehicle heat exchanger (140) and the inlet (112).

23. The thermal management system (1) according to claim 17, 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 respectively connected to the second end of the second on-vehicle heat exchanger (150) and the second end of the first one-way valve (470), and a second end of the first off-vehicle heat exchanger (121) is respectively connected to the first end of the second on-off valve (180), the first end of the first throttling element (141), the first end of the second throttling element (320), and the first end of the second one-way valve (480); 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).

24. The thermal management system (1) according to claim 23, characterized in that It also includes a motor cooling module (700), the motor cooling module (700) comprising: 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 radiator (730), wherein a first end of the motor radiator (730) is connected to the second connection port (712); The second off-vehicle heat exchanger (122) comprises a first heat exchange channel (123) and a second heat exchange channel (124); the first end of the first heat exchange channel (123) is respectively connected to the third connection port (713) and the second end of the motor heat exchanger; the second end of the first heat exchange channel (123) is connected to the second end of the motor cooling channel (720); the first end of the second heat exchange channel (124) is connected to the second end of the second on-vehicle heat exchanger (150) and the second end of the first one-way valve (470); and the second end of the second heat exchange channel (124) is respectively connected to the first end of the second on-off valve (180), the first end of the first throttling element (141), the first end of the second throttling element (320), and the first end of the second one-way valve (480).

25. The thermal management system (1) according to claim 23, characterized in that The air conditioning module (100) further comprises: a seventh on-off valve (191), wherein a first end of the seventh on-off valve (191) is respectively connected to the second end of the second in-vehicle heat exchanger (150) and the second end of the first one-way valve (470), and a second end of the seventh on-off valve (191) is connected to the first end of the first out-vehicle heat exchanger (121); An eighth on-off valve (192), wherein the first end of the eighth on-off valve (192) is respectively connected to the second end of the second in-vehicle heat exchanger (150) and the second end of the first one-way valve (470), and the second end of the eighth on-off valve (192) is connected to the first end of the second out-vehicle heat exchanger (122).

26. The thermal management system (1) according to claim 7, characterized in that There are a plurality of refrigerator heat exchangers (310) and a plurality of second throttling elements (320); the plurality of refrigerator heat exchangers (310) are respectively connected in series with the corresponding second throttling elements (320) and then connected in parallel; the first end of each refrigerator heat exchanger (310) is connected in series with the corresponding second throttling element (320), and the second ends of the plurality of refrigerator heat exchangers (310) are all connected to the second injection inlet (220).

27. The thermal management system (1) according to claim 8, characterized in that Also includes: A refrigerator heating module (600), wherein the second in-vehicle heat exchanger (150) and the third throttling element (160) are connected in series and are connected in parallel to the refrigerator heating module (600).

28. The thermal management system (1) according to claim 27, characterized in that The refrigerator heating module (600) comprises: Refrigerator heating heat exchanger (610); a sixth throttling element (620), wherein a first end of the sixth throttling element (620) is connected to the outlet (111), and a second end of the sixth throttling element (620) is connected to a first end of the refrigerator heating heat exchanger (610); A seventh throttling element (630), wherein the first end of the seventh throttling element (630) is connected to the second end of the refrigerator heating heat exchanger (610), and the second end of the seventh throttling element (630) is connected to the first end of the vehicle exterior heat exchanger (120).

29. The thermal management system (1) according to claim 1, characterized in that Also includes: A refrigerator heating film (800), wherein the refrigerator heating film (800) is used to heat the internal space of a refrigerator.

30. The thermal management system (1) according to any one of claims 1 to 29, characterized in that: When the refrigerant is R134a, and the first in-vehicle heat exchanger (140) and the refrigerator heat exchange module (300) both act as evaporators, the pressure difference between the refrigerant flowing out of the first in-vehicle heat exchanger (140) and the refrigerant flowing out of the refrigerator heat exchange module (300) is 50 kPa to 251 kPa; When the refrigerant is R1234yf, and the first in-vehicle heat exchanger (140) and the refrigerator heat exchange module (300) both act as evaporators, the pressure difference between the refrigerant flowing out of the first in-vehicle heat exchanger (140) and the refrigerant flowing out of the refrigerator heat exchange module (300) is 50 kPa to 254 kPa; When the refrigerant is R290, and the first in-vehicle heat exchanger (140) and the refrigerator heat exchange module (300) both act as evaporators, the pressure difference between the refrigerant flowing out of the first in-vehicle heat exchanger (140) and the refrigerant flowing out of the refrigerator heat exchange module (300) is 68 kPa to 345 kPa.

31. The thermal management system (1) according to any one of claims 14 to 29, characterized in that: When the refrigerant is R134a, and the battery heat exchange module (400) and the first in-vehicle heat exchanger (140) both act as evaporators, the pressure difference between the refrigerant flowing out of the battery heat exchange module (400) and the refrigerant flowing out of the first in-vehicle heat exchanger (140) is 160 kPa to 322 kPa; When the refrigerant is R1234yf, and the battery heat exchange module (400) and the first in-vehicle heat exchanger (140) both act as evaporators, the pressure difference between the refrigerant flowing out of the battery heat exchange module (400) and the refrigerant flowing out of the first in-vehicle heat exchanger (140) is 157 kPa to 318 kPa; When the refrigerant is R290, and the battery heat exchange module (400) and the first in-vehicle heat exchanger (140) both act as evaporators, the pressure difference between the refrigerant flowing out of the battery heat exchange module (400) and the refrigerant flowing out of the first in-vehicle heat exchanger (140) is 204 kPa to 416 kPa.

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

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